Navigating the Waves: Steps to Obtain Your Panamanian Passport and Seafarer License from India

Are you an Indian seafarer dreaming of international waters? Panama, renowned for its ship registry and maritime opportunities, offers a promising gateway. Here’s your compass to acquire both a Panamanian passport and seafarer license, right from India.

1. Research and Preparation:

Start by familiarizing yourself with Panama's maritime laws and regulations.

Explore the benefits of Panama's ship registry, known for its efficiency and global recognition.

Contact the Embassy of Panama in New Delhi or consulate offices for detailed information.

2. Meeting Requirements:

Ensure you meet the eligibility criteria for obtaining a Panamanian passport and seafarer license.

Gather necessary documents such as identity proofs, educational certificates, and medical fitness certificates.

3. Application Process:

Submit your application for a Panamanian passport at the Embassy of Panama in New Delhi or consulate offices.

Follow the prescribed procedures diligently and provide all requested documents.

Simultaneously, initiate the process for obtaining a seafarer license through Panama's maritime authorities.

4. Legal Formalities:

Adhere to all legal requirements and regulations stipulated by both Indian and Panamanian authorities.

Seek legal advice if needed to navigate through complex documentation and procedures.

5. Language Proficiency and Training:

Polish your language skills, especially English and Spanish, as they are crucial for maritime communication.

Undertake required training programs and certifications to meet Panama's maritime standards.

6. Visa Formalities:

Check the visa requirements for traveling to Panama from India.

Liaise with the Embassy of Panama in New Delhi for visa application procedures and support.

7. Professional Assistance:

Consider seeking assistance from reputable agencies specializing in maritime services and immigration procedures.

They can streamline the process and provide valuable guidance at every step.

8. Stay Informed and Updated:

Keep yourself updated with the latest developments and changes in Panama's maritime laws and regulations.

Stay connected with the Embassy of Panama in New Delhi or consulate offices for any updates or clarifications.

9. Patience and Persistence:

Understand that the process might involve bureaucratic hurdles and delays.

Exercise patience and persistence, staying committed to your goal of obtaining both the passport and seafarer license.

10. Celebrate Your Achievement:

Once you receive your Panamanian passport and seafarer license, celebrate your achievement!

Embrace the opportunities that lie ahead in the vast seas under the Panama flag.

Embark on your journey towards a promising maritime career with a Panamanian passport and seafarer license obtained right from India. Smooth sailing awaits as you navigate through the waves of paperwork and procedures towards your goals.

Mongolia is the world’s second-largest landlocked country. On paper, though, it sails more than 3,000 ships. The North Asian country has established a shipping registry that, like other nations taking advantage of shipping’s sketchy rules, has become a preferred choice for a dubious clientele of shipowners.

The decades after the 1920s—when some U.S. companies began reflagging their ships to Panama to be able to serve passengers alcohol—saw decidedly modest maritime powers such as Panama, Liberia, and the Marshall Islands establish the concept of “flag of convenience,” as they allowed shipping companies from any country to register their vessels under their flags. The flag-of-convenience states made money, and the shipping companies could circumvent their own countries’ pesky rules and regulations. Today, Panama, Liberia, and the Marshall Islands are the world’s top three shipping countries measured by dead-weight tonnage.

Now Mongolia is gaining clients—especially shipping companies transporting sanctioned Russian goods. In the shipping industry, Mongolia is one of the world’s most notorious flag-of-convenience states, and now it seems to be flaunting its sorry record to undermine international sanctions. But not even Mongolia’s egregious behavior is likely to put an end to the shipping world’s favorite dodge. It’s more likely to cause lethal maritime accidents.

“The sign says ‘Maritime Administration’ over the door of the one room office which has a handful of computers, a fax machine, ship models for décor, and two civil servants that oversee the ‘Mongolia Ship Registry,’” the Maritime Executive reported in July 2004.

The Maritime Executive was baffled at Mongolia’s arrival in the flag-of-convenience community. Mongolia is the world’s largest landlocked country, a sparsely populated nation mostly known for having more horses than its 3.2 million people, and of course for a famous medieval ruler named Genghis Khan. “A Mongol without a horse is like a bird without wings,” a local saying goes.

The new Mongolian registry, the Maritime Executive found during its 2004 visit, was owned by a Singaporean company that had for years operated Cambodia’s shipping registry, which in turn had lent its flag to many North Korean ships. The year before, the North Korean freighter Sosun had been intercepted carrying 15 scud missiles, conventional warheads, and rocket propellant while sailing under Cambodian flag. When Cambodia reformed its ship registry and Japan introduced more stringent checks on North Korean-flagged ships around the same time, the number of Mongolia-flagged ships quintupled.

It was an unorthodox start for a country wishing to capitalize on fast-accelerating globalization and its most indispensable component, global shipping. “Mongolia is registering anything that floats and can pay the fee,” the Maritime Executive concluded.

And so it continued. Even as the traditionally pastoral country embarked on an economic transformation that has seen it become a major exporter of minerals, it kept wooing regulations-shy shipping companies with its decidedly laissez-faire ship registry. “The Mongolia Ship Registry is the extreme end,” Neil Roberts, head of marine and aviation at Lloyd’s Market Association, told Foreign Policy. “Underwriters are very cautious or averse to this one and similar third-division division flag-of-convenience countries.”

The registry—administered by a for-profit company—isn’t even located in Mongolia; it instead operates out of a Singapore address. So poor is the Mongolia Ship Registry’s standards that the International Chamber of Shipping gave it seven red flags in its 2022-23 Shipping Industry Flag State Performance Table. Panama, Liberia, and the Marshall Islands received no red flags. In its most recent annual report, the Tokyo MOU—a multilateral organization monitoring maritime safety—blacklisted Mongolia as well as Togo, Sierra Leone, and Dominica.

But insurance by fine Western underwriters seemingly matters little to the kinds of shipping companies attracted to the Mongolian registry. “As of today, Mongolia Ship Registry registered approximately 3000 vessels while around 500 vessels having [sic] regular registration. Although Mongolia is a landlocked country, the total tonnage and number of Mongolia registered vessels are more than that of some countries which have sea access,” the registry proudly explains on its website.

And in recent months, the registry has added a slew of new entrants. The Mumbai-based ship operator Gatik Ship Management saw St. Kitts and Nevis—a flag-of-convenience state—cancel the flag registrations of 36 of its ships after it emerged that Gatik was using them to transport sanctioned Russian oil. But no matter: Gatik quickly registered at least four of those ships, including two named Horai and Mercury, in Mongolia, Lloyd’s List Intelligence reports. (Other sanctions-busting Gatik ships have found refuge in Gabon’s registry, which is based in the United Arab Emirates.)

“In registering its vessels with Mongolia, Gatik is scraping the absolute bottom,” Michelle Bockmann, the Lloyd’s List Intelligence analyst who first reported on the transfers, told me. “And Gatik is also sending an incredibly provocative signal to the shipping world. They’re essentially saying, ‘You won’t insure us, you won’t flag us, but what are you going to do about it? We’re going to do as we like anyway.’”

Mongolia’s vessels—both the longtime members and the newly registered ones—are busy. When I checked their movements during the last days of May, the Horai was in the North Sea on a journey from the Russian port of Primorsk to Maceio, Brazil. Previously named Lisca Bianca M and sailing under Italian flag, the Horai was bought by Gatik earlier this year. The Mercury had traveled from Primorsk and was heading into the Suez Canal. Another tanker, the Irbis, which had traveled from Santos, Brazil, was off the British coast and heading in a northern direction.

The longer the sanctions against Russia continue, the busier Mongolia’s ship registry is likely to become. While more prestigious flag-of-convenience countries such as Panama and Liberia may not support the sanctions, their ship registries can’t afford to be involved in activities that are too risky for Western insurers and that may incur penalties from the U.S. Treasury’s Office of Foreign Assets Control, which administers U.S. sanctions.

A bottom-ranked flag-of-convenience state such as Mongolia, by contrast, doesn’t much care about building a reputation or relationships in the world of shipping—especially since it has no ocean shipping. Instead, its registry is merely a cash generator, and the vessels now entering it can, if all else fails, get the cargo insurance now offered by a Russian state agency. “If there’s a regulatory rabbit hole, many shipping companies will jump down it,” Bockmann said. “There are so many ways of evading international maritime rules.”

The existence of flag-of-convenience states has implications far beyond the implementation of sanctions. According to the United Nations Convention on the Law of the Sea, there must be a “genuine link” between the owner of a vessel and the vessel’s flag. An American ship owner, say, should fly its vessels under the U.S. flag. But since the world lacks a maritime police—the International Maritime Organization has no such enforcement powers—the flouting of U.N. convention has been allowed to proliferate. Today nearly three-quarters of the world’s merchant fleet is estimated to sail under flags of convenience. Flag-of-convenience countries are mostly emerging economies (and two EU member states: Cyprus and Malta), and many of them are known to abdicate responsibility during accidents and other crises.

The ammonium that caused a devastating explosion in Beirut three years ago had arrived on a Russian ship sailing under the flag of Moldova, another flag-of-convenience country. The ship’s owners had gotten into trouble and left the ship stranded in Beirut, and Moldova had failed to act; this prompted Lebanese authorities to remove the more than 3,000 tons of ammonium nitrate on board lest the cargo sink with the ship and cause a deadly disaster. Then the Lebanese authorities apparently forgot about the lethal substance they were now holding—and it exploded.

The rickety tankers transporting Russian oil and other dangerous substances under Mongolian flag are also floating hazards. “They’re accidents waiting to happen,” Bockmann said. “The only chance to secure compliance with maritime rules is for countries to conduct checks when these ships call on ports.”

But Russia has no incentive to check the ships, she said. Instead the vessels will enter the world’s oceans. If they break down or have an accident, as the Gabon-flagged sanctions-busting tanker Pablo did in April, the Mongolia Ship Registry (employee count: 11 to 50), is unlikely to fulfil its flag state duties. Good Samaritan countries will have to help. What would Genghis Khan make of his country’s current claim to international fame?

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Services include operating the Panama Canal, logistics, banking, the Colon Free Trade Zone, insurance, container ports, flagship registry, and tourism and Panama is a center for offshore banking. Panama's dollar-based economy rests primarily on a well-developed services sector that accounts for more than three-quarters of GDP. Inadequate access to sanitation contributes to a high incidence of diarrhea in Panama's children, which is one of the main causes of Panama's elevated chronic malnutrition rate, especially among indigenous communities.Ĭhief of state: President Laurentino "Nito" CORTIZO Cohen (since 1 July 2019) Vice President Jose Gabriel CARRIZO Jaen (since 1 July 2019) note - the president is both chief of state and head of government head of government: President Laurentino "Nito" CORTIZO Cohen (since 1 July 2019) Vice President Jose Gabriel CARRIZO Jaen (since 1 July 2019) cabinet: Cabinet appointed by the president elections/appointments: president and vice president directly elected on the same ballot by simple majority popular vote for a 5-year term president eligible for a single non-consecutive term) election last held on (next to be held in 2024) election results: 2019: Laurentino "Nito" CORTIZO Cohen elected president percent of vote - Laurentino CORTIZO Cohen (PRD) 33.3%, Romulo ROUX (CD) 31%, Ricardo LOMBANA (independent) 18.8%, Jose BLANDON (Panamenista Party) 10.8%, Ana Matilde GOMEZ Ruiloba (independent) 4.8%, other 1.3% 2014: Juan Carlos VARELA elected president percent of vote - Juan Carlos VARELA (PP) 39.1%, Jose Domingo ARIAS (CD) 31.4%, Juan Carlos NAVARRO (PRD) 28.2%, other 1.3% The increase in secondary schooling - led by female enrollment - is spreading to rural and indigenous areas, which probably will help to alleviate poverty if educational quality and the availability of skilled jobs improve. Panama has expanded access to education and clean water, but the availability of sanitation and, to a lesser extent, electricity remains poor. The government's large expenditures on untargeted, indirect subsidies for water, electricity, and fuel have been ineffective, but its conditional cash transfer program has shown some promise in helping to decrease extreme poverty among the indigenous population. The indigenous population accounts for a growing share of Panama's poor and extreme poor, while the non-indigenous rural poor have been more successful at rising out of poverty through rural-to-urban labor migration. Panama has one of the fastest growing economies in Latin America and dedicates substantial funding to social programs, yet poverty and inequality remain prevalent. It is in the midst of a demographic transition, characterized by steadily declining rates of fertility, mortality, and population growth, but disparities persist based on wealth, geography, and ethnicity. Panama is a country of demographic and economic contrasts. An ambitious expansion project to more than double the Canal's capacity - by allowing for more Canal transits and larger ships - was carried out between 20. The entire Panama Canal, the area supporting the Canal, and remaining US military bases were transferred to Panama by the end of 1999. With US help, dictator Manuel NORIEGA was deposed in 1989. Certain portions of the Zone and increasing responsibility over the Canal were turned over in the subsequent decades. In 1977, an agreement was signed for the complete transfer of the Canal from the US to Panama by the end of the century. The Panama Canal was built by the US Army Corps of Engineers between 19. With US backing, Panama seceded from Colombia in 1903 and promptly signed a treaty with the US allowing for the construction of a canal and US sovereignty over a strip of land on either side of the structure (the Panama Canal Zone). When the latter dissolved in 1830, Panama remained part of Colombia. Explored and settled by the Spanish in the 16th century, Panama broke with Spain in 1821 and joined a union of Colombia, Ecuador, and Venezuela - named the Republic of Gran Colombia.

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Compliance Guardians

Merchant vessels plying international waters carry flags of the states where they are registered. The Flag State provides the nationality of the vessel and the jurisdiction under whose laws the vessel is registered or licensed. It has the authority and responsibility to enforce national and international regulations including those under IMO and the Law of the Sea.

"The core function of a ship registry is to ensure compliance with national and international regulations and conventions applicable to ships registered in their country,” explains Nick Sansom, Chief Business Development Officer of the Bermuda Shipping and Maritime Authority.

He adds that “Bermuda goes a step further in providing solution-based support to help shipowners comply and meet port state requirements through having its own experienced staff of former chief engineers, captains and naval architects with a deep understanding of clients' operations and requirements. This is reflected in Bermuda's top five position on the Paris MOU list and membership in the USCG’s QUALSHIP 21 program.”

The register of vessels maintained by the Flag State allows owners to register ownership and lenders to register securities held on the vessels.

Under the principle of Port State Control (PSC), vessels must also comply with the laws and regulations of the ports in the countries they call at. PSC operates under the purview of the Paris and Tokyo MOUs, whose principal goal is to eliminate the operation of substandard ships through a harmonized system of regulations and requirements.

FOCs – Flags of Convenience or Compliance?

An open registry is one where the vessel’s owner is in a country other than the Flag State and where seafarers of any nationality may be used aboard its ships.

One of the oldest and most reputable open registries is the U.K. Ship Register (UKSR), part of the Maritime and Coastguard Agency.

“The UKSR is an international register with eligibility available to over 120 countries and, as a government entity, there is no profit-making agenda,” says Katy Ware, Director of UK Maritime Services and Permanent Representative of the U.K. at the IMO. “The focus is on the safety of ships and seafarers and the impact on the environment. Those sailing under the U.K. flag know their safety is the top priority regardless of whether a vessel is domestically or internationally operated.”

There’s considerable misunderstanding regarding use of the term “Flags of Convenience,” which was coined as a pejorative phrase several decades ago when there was a shift from traditional maritime nations and national flags such as the U.S. and European flags to the open registries of nations like Panama and Liberia. 

The term was used to describe all ship registries that operate as an open registry as opposed to a closed or domestic registry, i.e., one that only allows national companies to register vessels. The implication was that these were substandard and unsafe registries used solely to skirt safety rules and prevent owners from needing to provide for their crews – falsehoods that have been refuted given the high rankings of many so-called “FOCs” versus national flags. 

In the 2021 International Chamber of Shipping survey of vessel deficiencies identified by Flag States, vessels flying the flags of Panama, Liberia and the Republic of the Marshall Islands (RMI) – the three most popular ship registries – along with many others operating on an open registry basis scored positive results and are included on the Tokyo MOU and Paris MOU White Lists as well as the USCG’s QUALSHIP 21 program, often ranking higher than many traditional national flags.

RMI is the only registry in the world to achieve 17 consecutive years of recognition by the USCG’s QUALSHIP 21 program.

Alfonso Castillero, Chief Operating Officer of the Liberian Registry, says: “Ship registries have a great responsibility to ensure that the vessels flying their flag are fully compliant with the national and international regulations and conventions to which that State is a party. This high commitment to compliance and safety should not be confused with the demonized word “convenience,” used by those who push the archaic ‘Flag of Convenience’         line. The proof is in the Port State Control rankings. These so-called FOCs are actually ‘Flags of Compliance.’ Those who actually understand the maritime industry already know this fact well.”

Bill Gallagher, President of International Registries/RMI, adds, “The RMI registry, the youngest and greenest in the world (more than 50 percent of RMI’s gross tonnage uses green technology as categorized by Clarksons) and the best performer in PSC rankings of the top 10, has invested heavily in technical resources worldwide to provide its hallmark service and support to the industry as it continues to innovate and change.”

Each registry brings unique propositions to shipowners. Panos Kirnidis, CEO of the Palau International Ship Registry (PISR), a relative newcomer founded in 2012, says its proprietary software platform (ePISR) allows speedy same-day electronic delivery of certificates and documentation for its vessels. Additionally, its Deficiency Prevention System assists vessels prior to and during a PSC inspection.

Cabotage and the Jones Act

Most countries (e.g., the U.S., Nigeria, Indonesia, Malaysia among others) protect their domestic shipping by confining domestic shipping routes to only those vessels flying their flags. This is called cabotage, and it’s implemented under the countries’ merchant shipping laws. In the U.S., cabotage is enforced under the Jones Act.

Benedict Oregbemhe of Benfield Attorneys Nigeria notes that a peculiarity of the Nigerian cabotage regime is that the vessel must be built in Nigeria. Indonesia’s regime covers Indonesian-registered vessels with domestic ownership requirements but also covers specified commodities.

Nicole Andrescavage of Lewis Brisbois Bisgaard & Smith in the U.S. explains that the Jones Act generally requires that vessels engaged in domestic trade be built and flagged in the U.S. and owned by U.S. citizens. The law also limits foreign repair work and sets requirements for crew: All officers and three-fourths of crew members must be U.S. citizens or permanent residents. Different aspects of the Jones Act are enforced by both the U.S. Coast Guard and Customs & Border Protection.

Katy Ware says that, since withdrawing from the E.U., the U.K. has maintained an open coast policy and places no restrictions on foreign vessels conducting maritime cabotage operations within its waters.

Some Flag States register bareboat charters, e.g., Singapore, U.K., Italy. In the U.S., according to Andrescavage, these registrations are slightly different as the owner’s Flag State has permanent oversight over its vessels. For bareboat charter registration to take place, the owner’s Flag State must suspend its registration for the duration of the charter.

Green Shipping

“We believe Flag States have an important role to play in promoting green shipping and helping the industry meet IMO environmental targets,” says Cameron Mitchell, Director of the Isle of Man Ship Registry. “It’s our collective responsibility to respond to the climate emergency by taking action to effect real change for the benefit of our environment and industry. The Getting to Zero Coalition brings together a diverse range of organizations, and we look forward to working closely with them to help make commercially viable, zero-emission vessels a scalable reality.”

Mitchell could be speaking for many others as well as ship registries up their game and take ownership of their role in bringing about sustainable change.

The Bahamas Maritime Authority registered Carnival's Mardi Gras, the first LNG-powered cruise ship operating in the Americas. LNG-powered vessels feature less energy consumption and leave a much smaller environmental footprint than traditional diesel-powered ships.

“Innovation is key to a Flag’s maintaining its status,” says Katy Ware. “The UK Ship Register is acutely aware of the need – and growing desire in the industry – for more sustainable shipping technology, and we’re working towards achieving this with our dedicated Maritime Future Technologies team.” 

Philip Teoh is an international lawyer and maritime arbitrator based in Kuala Lumpur, Malaysia, and a frequent contributor to The Maritime Executive.

from Storage Containers https://maritime-executive.com/article/compliance-guardians via http://www.rssmix.com/

what is the meaning of Flags of Convenience or open registry in the law of the sea and customary international law?

While there is no generally agreed definition, ‘flag of convenience’ or ‘open registry’ States refer, in essence, to States that permit foreign shipowners, having very little or virtually no real connection with those States, to register their ships under the flags of those States. The flag of convenience States allow shipowners to evade national taxation and to avoid the qualifications required of the crews of their ships. In so doing, flag of convenience States give shipowners an opportunity to reduce crew costs by employing inexpensive labour, while these States receive a registry fee and an annual fee. As one of the few variables in shipping costs is crew costs, a highly competitive market within the international shipping industry prompts shipowners to resort to open registry States. In relation to this, attention must also be drawn to a mechanism of ‘second’ or ‘international’ registries that allow for the use of the national flag, albeit under conditions which are different from those applicable for the first national registry. Examples include the Norwegian International Ship Register (NIS), the Danish International Register of Shipping (DIS) and the French International Register (RIF). The NIS and the RIF cater to some foreigncontrolled tonnage, while the DIS is almost only used by Danish-controlled ships. The ten largest open and international registry States that cater almost exclusively to foreigncontrolled ships are: Panama, Liberia, Bahamas, Marshall Islands, Malta, Cyprus, Isle of Man, Antigua and Barbuda, Bermuda, and Saint Vincent and the Grenadines. Even though non-compliance with relevant rules is by no means peculiar to flags of convenience, there is rightly the concern that open registry States do not commit themselves to effectively enforce the observance of relevant rules and standards by vessels flying their flag with regard to, inter alia, safety of navigation, labour conditions of the crew, the regulation of fisheries and marine pollution, since strict law enforcement will have a negative effect on the economic policy of attracting ships to register. Illegal fishing by the flags of convenience is also a matter of pressing concern. In 1986, the UN Registration Convention was adopted under the auspices of the UN Conference on Trade and Development (UNCTAD) with a view to tightening a genuine link between the flag State and the ships flying its flag. The UN Registration Convention elaborates several conditions with which the flag State shall comply. In particular, ownership of ships, manning of ships, and the management of ships and ship-owning companies constitute key elements of the tightening of a genuine link between the flag State and the ships flying its flag. However, this Convention has not entered into force. Furthermore, it appears to be questionable whether the flag of convenience States will ratify this Convention. The problem of flags of convenience seems, broadly, to derive from international competition in the shipping and fishing industry, in which case, it is debatable whether the tightening of the requirement of a genuine link would provide an effective solution. A further issue involves legal consequences arising from the absence of a genuine link between the flag State and the ship concerned. Should a foreign State be free not to recognise the right of the ship to fly the flag of the flag State because of the absence of a genuine link between the ship and the flag State? Considering this question, four cases merit attention. The first example is the Magda Maria case of 1986. On 1 August 1981, the Magda Maria flying the Panamanian flag was seized by the Dutch authorities on the high seas 9 miles off the Dutch coast because of unauthorised broadcasting from the high seas. The Magda Maria was brought into port at Amsterdam harbour and broadcasting equipment on board was seized. Although the District Court of The Hague upheld the validity of the seizure by the Dutch authority, the Supreme Court quashed the decision of the District Court and remitted the case to the Court of Appeal of The Hague for retrial and decision. Before the Court of Appeal, the Procurator-General claimed that in view of the absence of a genuine link as referred to in Article 5 of the Convention on the High Seas, the Magda Maria had become stateless. Nonetheless, the Court of Appeal dismissed this claim. According to the Court, the concept of the genuine link obliges Panama as the flag State only to exercise its jurisdiction effectively. However, ‘t does not imply that the Dutch Government has the right to recognise or otherwise the right to fly the Panamanian flag which was granted to the ship by Panama’. Thus, the Court of Appeal held that ‘it cannot be said on the basis of the examination at the sitting that the MS Magda Maria was stateless on account of the absence of a genuine link’. The second case involves the Advisory Opinion in the Constitution of the Maritime Safety Committee of the Inter-Governmental Maritime Consultative Organisation (IMCO) of 1960. In this case, the ICJ was asked to answer to the question with regard to the validity of the constitution of the Maritime Safety Committee of the IMCO. Under Article 28(a) of the Convention of the IMCO, the members of the Maritime Safety Committee consisted of fourteen members elected by the Assembly which included the world’s eighth largest shipowning countries. Nonetheless, Liberia and Panama were not elected to the Committee, although they ranked third and eighth on the world tonnage scale at that time. In the course of arguments, it was contended that the Assembly was entitled to take the concept of a genuine link into consideration in assessing the ship-owning size of each country. However, the ICJ ruled that the concept of the genuine link was irrelevant for the purpose of the Advisory Opinion; and that the determination of the largest ship-owning nations depends solely upon the tonnage registered in the countries in question. Hence, the Court concluded, by nine votes to five, that the Maritime Safety Committee of the IMCO was not constituted in accordance with the Convention for the Establishment of the Organisation. The third case is the 1999 M/V ‘Saiga’ (No. 2) decision. In this case, Guinea claimed that there was no genuine link between the Saiga and Saint Vincent and the Grenadines, and, consequently, it was not obliged to recognise the claims of Saint Vincent and the Grenadines in relation to the ship. ITLOS noted the fact that, in the legislative process of Article 5(1) of the Geneva Convention on the High Seas, the proposal that the existence of a genuine link should be a basis for the recognition of nationality was not adopted. Article 91 of the LOSC followed the approach of the Convention on the High Seas. Hence ITLOS concluded that the purpose of Article 91 was not to establish criteria by reference to which the validity of the registration of ships in a flag State may be challenged by other States. The fourth example is the 2014 M/V Virginia G case between Panama and Guinea- Bissau. In this case, ITLOS reaffirmed the dictum in the M/V ‘Saiga’ (No. 2) decision, stating that Article 91(1), third sentence, of the LOSC requiring a genuine link between the flag State and the ship, ‘should not be read as establishing prerequisites or conditions to be satisfied for the exercise of the right of the flag State to grant its nationality to ships’. Overall the jurisprudence seems to suggest that a State cannot refuse to recognise the right of the ship to fly the flag of the flag State because of the absence of a genuine link. If this is the case, the only remedy for the violation of the obligation to ensure a genuine link is to report the facts concerning the absence of proper jurisdiction and control to the flag State as provided for in Article 94(6) of the LOSC. However, some doubts can be expressed regarding whether the right to report under Article 94(6) alone would be adequate to secure effective implementation of the duties of the flag State. Thus ITLOS, in its Advisory Opinion of 2015, added an obligation which is not explicitly provided in Article 94(6), stating that the flag State that received a report is: obliged to investigate the matter upon receiving such a report and, if appropriate, take any action necessary to remedy the situation. The Tribunal is of the view that the flag State is under the obligation to inform the reporting State about the action taken. If this does not occur, State responsibility for the breach of obligations of the flag State will arise. Read the full article

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Japanese Owner Of Wakashio Oil Spill Ship Continues To Hide Behind Corporate Secrecy

New Post has been published on https://perfectirishgifts.com/japanese-owner-of-wakashio-oil-spill-ship-continues-to-hide-behind-corporate-secrecy/

Japanese Owner Of Wakashio Oil Spill Ship Continues To Hide Behind Corporate Secrecy

Four months on, and despite the rear of the Wakashio remaining on Mauritius’ reefs, many questions … [] about how the ship got stuck on Mauritius’ reefs remain

More than four months since the major oil spill event on the Indian Ocean island of Mauritius, many questions still swirl around how the Japanese vessel, the Wakashio ended up grounded on Mauritius’ coral reefs in July.

Japan’s Foreign Minister Toshimitsu Motegi is on a two day visit to Mauritius on December 12 and 13 … [] to visit the site of the Wakashio wreck

Now the Japanese shipowner behind the Wakashio, Nagashiki Shipping, is attempting to hide behind a screen of corporate secrecy to not disclose material information to the shipwreck inquiry, following an investigation published in Forbes.

This follows two stories published in Forbes on November 25 and November 26 that highlighted the nearly 100 safety flaws with the Wakashio (which is an unusually high number), and statements by the CEO of Nagashiki Shipping which could not be corroborated with public shipping safety databases that the EU runs, called EQUASIS (Electronic Quality Shipping Information System).

The EU’s Electronic Quality Shipping Information System was designed to ensure transparency in the … [] global shipping industry

This is despite Mauritius currently being in a state of National Environmental Emergency, and the visit of Japan’s Foreign Minister, Toshimitsu Motegi, who is currently in Mauritius visiting the wreck of Wakashio, the stern of which is still stuck on Mauritius’ coral reefs.

It is precisely the use of offshore ‘Flags of Convenience’ that are causing shipowners to shield their risky fleets in these jurisdictions like Panama behind a complex and secret web of corporate shell companies.

The conduct of the shipowners and operators involved with the Wakashio disaster highlight just why the shipping laws that use offshore ‘Flags of Convenience’ registrations need to be reformed, to bring more transparency and safety into the sector.

This is the incomplete part of the work that the G20 led on offshore tax havens over the past decade, but inexplicably did not include global ship registration reform.

Hiding behind claims of ‘Commercial Sensitivity’

11 Aug 2020: A statement by Nagashiki Shipping CEO reveals that 11 vessels were owned by Nagashiki … [] Shipping

At a MOL-Nagashiki Shipping Press Conference on the Wakashio oil spill, hosted at MOL’s Headquarters in Tokyo on August 9, Nagashiki Shipping’s President and CEO Yoshiaki Nagashiki publicly stated that Nagashiki Shipping owns 11 vessels, which he specified as bulk carriers, container ships and tankers. 

He was giving a joint press conference along with MOL’s Executive Vice President, Akihiko Ono, and MOL’s Head of Safe Operations Division, Masanori Kato.

However, using the EU’s shipping database, EQUASIS, it is only possible to identify five vessels owned by Nagashiki Shipping (one of which was added on November 1, the Admiral Jimmu).

The EU Shipping Database can only identify five vessels owned by Nagashiki Shipping despite the CEO … [] claiming 11 vessels are owned to the company

In response to clarifications about Nagshiki Shipping’s vessel ownership asked by Forbes on November 26, a spokesperson for Nagashiki Shipping responded on December 1, with “As these questions are commercially sensitive and do not directly relate to the incident we are unable to provide the requested information.”

The Wakashio had nearly 100 deficiencies

Wakashio was by far the riskiest vessel in Nagashiki Shipping’s fleet

The EU EQUASIS database also identified nearly 100 safety deficiencies with the Wakashio, several of which were very serious. This is many times higher than other vessels in Nagashiki Shipping’s stated fleet from their website.

Several serious safety flaws were identified with the Wakashio

An investigation by Forbes has identified further systemic risks with the Navigation Systems on almost all the vessels named by Nagashiki Shipping on its website.

There were historic and systematic risks identified with the navigation systems across most of … [] Nagashiki Shipping’s vessels in the EU database, EQUASIS

However, upon a closer examination, it turned out that many of these vessels did not appear to be owned by Nagashiki Shipping.

A search through several shipping databases cannot identify the 11 vessels that the CEO of Nagashiki Shipping is referring to which Nagashiki Shipping said they owned. In fact, only five vessels could be identified that are owned by Nagashiki Shipping, with the rest being linked to several of the biggest shipping companies in Japan.

Several changes and inconsistencies were observed between the vessels listed on Nagashiki Shipping’s … [] website and what was discovered in public databases available on ship safety

Changes to the records of the Wakashio

It was then noticed that several changes had been made to the public EQUASIS database around entries relating to the Wakashio.

Changes were made to Nagashiki Shipping’s records on 25 August and 27 October 2020, three months … [] after the vessel was declared a total loss

There was also an inexplicable entry that showed the insurance for the Wakashio beginning on August 7, the day after the oil spill began, and 13 days after the vessel had run aground on Mauritius’ coral reefs.

Wakashio’s insurance shows it being started on 7 August, the day after the oil spill. No … [] explanation has been given for this.

No explanation has been given for these changes.

In response to questions by Forbes whether Nagashiki Shipping issued any instructions to alter any documentation for the Wakashio since its grounding on July 25, a spokesperson for Nagashiki Shipping responded with one word, “No,” on November 1.

In response to questions about the inexplicable changes to vessels held by Nagashiki Shipping, including the subsidiary shell company Okiyo Maritime which the Wakashio was being held under, the spokesperson for Nagashiki Shipping responded with, “There has not been any restructure of our business.”

At the time of the Wakashio’s grounding, there were two vessels registered with Okiyo Maritime. Now, there are none.

Mitsui’s relationship with the Wakashio

Mitsui OSK Lines President and CEO Junichiro Ikeda attends a press conference at the company’s … [] headquarters in Tokyo on September 11, 2020. What did MOL know about the Wakashio?

There are also questions about what MOL knew about the Wakashio. Many of these questions also extend to how the vessel was operated and the risks entailed there.

On, September 14, a spokesperson for MOL said in response to questions from Forbes, “Our relationship with Wakashio had started since her delivery in May, 2007 as Charterer from Nagashiki Shipping’s point of view. We had also sublet the vessel to a different Charterer, which in this contract we would be considered the operator from sublet Charterers point of view.”

Hidden corporate structures used in shipping

Panama City: the global headquarters for offshore ship registrations

At the core of shipping safety is the use of offshore ‘Flags of Convenience.’ 70% of global shipping continues to be registered in six jurisdictions that have increased the risk to ship safety.

The largest ship registry is Panama, which is where the Wakashio was registered. Several other vessels that were registered with Panama had major shipping incidents this summer leading to the deaths of 41 crew, 6000 cattle and narrowly avoiding a major ecological disaster by a Panama-registered oil supertanker off the coast of Sri Lanka.

A spokesperson for MOL clarified the relationship between MOL and Nagashiki Shipping on September 14, with “This charter had already expired, and at the time of the incident as she was on a ballast voyage and had no cargo. The Charter chain was simply MOL as Charterer and Nagashiki Shipping as Owner. If she was laden, we would have been the Operator, Nagashiki shipping would be the Owner, and whom ever that had taken her on a spot voyage would have been the Charterer.”

Forbes has since asked for clarification for who the operator would have been for the return journey from Brazil, when presumably the Wakashio would have been laden and also passing by Mauritius. No response has been received by MOL.

A campaign for shipping reform

19 Oct 2020: Protests against secretive shipping laws have taken place around the world, seen here … [] outside the UN’s IMO by activist group Ocean Rebellion

Once more, the actions of Nagashiki Shipping and Mitsui OSK Lines epitomizes why global shipping laws need to be reformed to have greater transparency and safety.

The Wakashio is an example where a shipping incident has caused a State of National Environmental Emergency to be declared in a nation (still ongoing), provoked over 100,000 people to march on the streets of Mauritius and triggered protests around the world, prompting a major political crisis, put in danger dozens of the world’s rarest species, and yet a Japanese company finds that it is too ‘commercially sensitive’ to disclose material information that could already not be corroborated.

Japan has already been under fire for pushing forward with targets at the UN’s shipping agency last month that broke the Paris Climate Agreement.

This is not compatible with statements made by the Government of Japan when they declared they would meet 2050 climate targets with trust and transparency.

With Japan’s Foreign Minister Motegi’s visit in Mauritius, the real test will be how much transparency is now revealed about the events that led to the Wakashio’s grounding.

From Manufacturing in Perfectirishgifts

What are the Paradise Papers?

The world’s biggest businesses, heads of state and global figures in politics, entertainment and sport who have sheltered their wealth in secretive tax havens are being revealed this week in a major new investigation into Britain’s offshore empires.

The details come from a leak of 13.4m files that expose the global environments in which tax abuses can thrive – and the complex and seemingly artificial ways the wealthiest corporations can legally protect their wealth.

The material, which has come from two offshore service providers and the company registries of 19 tax havens, was obtained by the German newspaper Süddeutsche Zeitung and shared by the International Consortium of Investigative Journalists with partners including the Guardian, the BBC and the New York Times.

The project has been called the Paradise Papers. It reveals:

Millions of pounds from the Queen’s private estate has been invested in a Cayman Islands fund – and some of her money went to a retailer accused of exploiting poor families and vulnerable people.

Extensive offshore dealings by Donald Trump’s cabinet members, advisers and donors, including substantial payments from a firm co-owned by Vladimir Putin’s son-in-law to the shipping group of the US commerce secretary, Wilbur Ross.

How Twitter and Facebook received hundreds of millions of dollars in investments that can be traced back to Russian state financial institutions.

The tax-avoiding Cayman Islands trust managed by the Canadian prime minister Justin Trudeau’s chief moneyman.

A previously unknown $450m offshore trust that has sheltered the wealth of Lord Ashcroft.

Aggressive tax avoidance by multinational corporations, including Nike and Apple.

How some of the biggest names in the film and TV industries protect their wealth with an array of offshore schemes.

The billions in tax refunds by the Isle of Man and Malta to the owners of private jets and luxury yachts.

The secret loan and alliance used by the London-listed multinational Glencore in its efforts to secure lucrative mining rights in the Democratic Republic of the Congo.

The complex offshore webs used by two Russian billionaires to buy stakes in Arsenal and Everton football clubs.

The disclosures will put pressure on world leaders, including Trump and the British prime minister, Theresa May, who have both pledged to curb aggressive tax avoidance schemes.

The publication of this investigation, for which more than 380 journalists have spent a year combing through data that stretches back 70 years, comes at a time of growing global income inequality.

Meanwhile, multinational companies are shifting a growing share of profits offshore – €600bn in the last year alone – the leading economist Gabriel Zucman will reveal in a study to be published later this week.

“Tax havens are one of the key engines of the rise in global inequality,” he said. “As inequality rises, offshore tax evasion is becoming an elite sport.”

At the centre of the leak is Appleby, a law firm with outposts in Bermuda, the Cayman Islands, the British Virgin Islands, the Isle of Man, Jersey and Guernsey. In contrast to Mossack Fonseca, the discredited firm at the centre of last year’s Panama Papers investigation, Appleby prides itself on being a leading member of the “magic circle” of top-ranking offshore service providers.

It acted for the establishment offshore, providing the structures that helped to legally reduce their tax bills.

Appleby says it has investigated all the allegations, and found “there is no evidence of any wrongdoing, either on the part of ourselves or our clients”, adding: “We are a law firm which advises clients on legitimate and lawful ways to conduct their business. We do not tolerate illegal behaviour.” Source:- https://www.theguardian.com/news/2017/nov/05/paradise-papers-leak-reveals-secrets-of-world-elites-hidden-wealth

The Future of Offshore Banking as well as Offshore Corporations

Initially, it requires to be mentioned that nobody has clairvoyance that predicts the future. These ideas are just a point of view as well as need to be taken thus not as lawful or tax obligation advice. We will attempt to show the political positions of the nations that are not for the tax place offshore territories as well as the position of the tax obligation sanctuary countries. The country's most outspoken versus offshore banking and offshore corporations are Australia, the UK, and the U.S.A.  

https://particular-abysss.tumblr.com/post/615215462607962112/setting-up-an-account-overseas

Today there is an excellent uproar from these as well as other nations about the tax-saving advantages managed to citizens of particular nations by going offshore. These countries declare that their components are cheating them out of billions of dollars of tax obligations by going offshore.

Lots of people established offshore frameworks to do service outside of their home country and also are not in infraction of any regulations the method they perform their service events. Many people reside in other countries and also require to possess an offshore checking account, offshore firms, offshore real estate, and so on. Many individuals use offshore personal privacy to protect themselves from identity theft, kidnapping, blackmail, and possible extortion.

Let me utilize an example to make a point. In Latin America, there is a company of five states called Mercosur. Mercosur includes Argentina, Brazil, Paraguay, Venezuela, and also Uruguay. Mercosur additionally has associate members which are as complies with: Chile, Bolivia, Peru, Columbia, and also Ecuador. The Mercosur countries take part in the open market and also easy border controls without tickets, just national identity cards for border crossings. Mercosur recently mentioned that they would certainly in the future strive to resist any kind of further attempts to get them to spend even more resources on narcotics enforcement that comes from the UN. The UN says its participant countries must pass specific sorts of regulations to control narcotics and states these legislations and also insists on enforcement plans. The Mercosur speaker mentioned that this was an illogical policy considering that it has not helped over a quarter of a century as well as it was seriously draining pipes the sources of their countries.

Essentially they stated they were unwell and also tired of the United States which is the nation driving these plans via the UN, making their issues, the troubles of other nations and they were going to jointly try to legislate narcotics in their countries to free themselves from this heavy worry of narcotics enforcement. The cacao fallen leave is a natural plant product utilized for centuries as a stimulant by individuals living in the high elevations of Bolivia, farmworkers, etc. One can currently see coca tea being marketed openly on the net however I would strongly advise you not to order any since you might get charged with narcotics importation, seriously since it can be lab examined to have the drug.

So my point is a lot of countries have stated OK sufficient suffices when it comes to narcotics. It is not functioning leave us alone, look after your problem. So Mercosur countries are now stressing over their problems extra and less concerning the narcotics issues in the USA and also other nations. I assume you will see even more of the same sort of believing when it concerns offshore banking, offshore companies, offshore structures, offshore stock broker agent accounts, and so on

. Offshore jurisdictions have to go through all type of conformity that is not required in say the USA or the UK. One offshore development agent most likely to the U.S.A. and also could open eight USA checking accounts in one day. In Panama, a checking account can take five days after you gather and also submit the recommendation letters and documents. In the USA and UK, no bank recommendation letters are required to open a savings account, neither are any kind of professional referrals needed. In the UNITED STATES and the UK, they do apply cash laundering protective procedures purely. One can buy USA companies or UK firms without any of the due diligence requirements that are called for from offshore territories.

So the playing field is not precisely degree yet these countries are howling for even more controls not on themselves yet various other nations. It appears that the offshore jurisdictions will certainly shout enough suffices if any more controls are imposed on them as well as withstand them. Certainly one wonders what further regulation they can create that they have not already imposed.

Allow's take a look at background a little to see how things have worn away in the past regarding offshore privacy and also offshore banking. Most of the older offshore tax obligation places are likewise vacationer destinations such as Cayman Islands, Nassau, Bermuda, Grenada, Belize, and so on. These countries typically have little if any natural resources as well as need to bring in everything they take in.

While some of them avoid earnings taxes rather they impose tax obligations on products imported. These nations got greatly associated with tourists as a means to keep their economic climates relocating. A cruise ship docking at these ports typically lugs 2500 people. Each person most likely spends approximately $100 a day when in these ports purchasing tees, duty-free alcohol, tobacco, jewelry, etc. numerous invest a bargain much more. That is $250,000 per cruise liner. These territories receive from 3 ships per week, to 40 ships per week docking there. The money from the cruise ships exceeds what would be earned from their previous offshore financial and incorporation activities.

We likewise have to take into account the hotels these nations have which develop even a lot more work and also produce income in the kind of a hotel room tax constructed right into the prices. These countries additionally charge a head tax on every person coming into their nation. The federal governments of these countries do not make much off of a bank account for instance, in fact, nothing.

They have no revenue or resources gains tax obligations. The offshore companies would pay a couple of hundred bucks a year in tax obligations yet that was it. The banks would pay a few thousand dollars a year for their licenses. These nations offered out on offshore privacy to protect their tourist. If they did refrain so the countries permitting tax-free importation from these nations of traveler purchased things might go away. Visitors returning from these countries by ship or air might find themselves embedded lengthy lines while they are searched and also interrogated by authorities of various affected countries which would swiftly and seriously discourage tourism to these nations. Various other nations like Switzerland, Lichtenstein, as well as Luxembourg, sold out because of the press from the EU. Today we are seeing a reversal ready relating to the EU, not much of a turnaround but at least a sigh of ALRIGHT adequate is enough.

In current months the UNITED STATES was revealed by the New York Times Newspaper in a scandal whereby they were monitoring SWIFT cord deals for some years. SWIFT is a private company that allows financial institutions to connect securely including sending out cord transfers. QUICK makers need a separate incurable and also line to make one of the safest and secure.

The USA served a court order on the SWIFT individuals in New York to pass on all the information they requested as well as gag ordered them to not mention what was going on. It went on for 2 years. This obtained the EU nation's most dismayed. While they have not prosecuted the QUICK people for violating the banking laws of the different European nations affected, there was serious broach it. Whether obeying a U.S.A. court order to break the financial legislations of other nations is a sensible defense that has never been examined in any court, yet anyway. The EU placement on this was they should get the U.S.A. to understand their financial legislations ask for personal privacy. This, of course, is not precisely giving ground for more privacy-invasive laws which is what we indicate by a reversal.

Panama does still permit anonymous bearer share companies that do not need the entrance right into any kind of computer registry of any kind of ownership names or identities. The confidential holder share firms integrated with Panama bank secrecy laws make for the finest privacy in the globe today. Panama is additionally in no tax treaty with any other nation and also is fairly one-of-a-kind in this respect.

To begin with, Panama does follow the FATF (Economic Action Task Force) practices. Panama does not precisely have a whole lot of tourist it has rather a small number of tourists, as well as most of their tourist, comes from Latin America, not the EU or the USA. This indicates there is no purposeful tourist that can be taken away. Panama is a tiny nation, as well as 15% to 20% of the labor force, which is utilized by international banks. Panama has 400,000 corporations signed up there who each pay $300 in yearly business taxes. This involves 120,000,000 bucks, as well as this, is for a nation of 2.9 million individuals. Additionally, think about these corporations are paying for resident agents, candidate supervisors, and so on. Then we get involved in Panama Foundations which also accumulate $300 in annual taxes annually plus nominee council member charges. Panama will and also has stood up to attempts to endanger banking privacy and company secrecy.

Once again allow us to look in the direction of history to see what we can discover, this time around focusing on anonymous holder share corporations. The issue with anonymous holder share firms is that when the global cords are monitored it is difficult to tell that the all-natural persons lag the holder share corporations sending out or obtaining the cables. The British Virgin Islands used to offer anonymous bearer share companies.

A few years ago they gave in to press from the UK as well as stopped issuing new bearer share corporations however they did make allowances for the existing bearer share companies to continue to be confidential for 10 years. Of training course, those owning an existing holder share company would be unaffected for ten years as well as these corporations would possibly go up considerably in value on the additional market.

We will attempt to show the political settings of the nations that are not in support of the tax sanctuary offshore jurisdictions as well as the position of the tax obligation place nations. Today there is an excellent protest from these and also various other nations about the tax-saving advantages afforded to people of certain nations by going offshore. Numerous people live in other nations as well as need to possess offshore bank accounts, offshore companies, offshore genuine estate, etc. These countries likewise bill a head tax on every person coming into their country. Vacationers returning from these countries by ship or air could discover themselves stuck in long lines while they are searched and also questioned by authorities of different affected nations which would rapidly and seriously discourage tourism to these nations.

Navigating Panama Seafarer Licenses and Visas: A Comprehensive Guide for Indian Mariners

Introduction: For Indian seafarers dreaming of traversing the world's oceans, Panama presents a gateway to boundless opportunities. With its renowned seafarer licenses and accessible visa procedures, Panama beckons aspiring sailors from India with promising horizons. In this guide, we'll embark on a step-by-step journey through the intricacies of obtaining Panama seafarer licenses and visas, tailored specifically for the Indian maritime community.

Understanding Panama Seafarer Licenses:

What is a Panama Seafarer License?

Types of Licenses Available for Indian Seafarers.

Eligibility Criteria and Requirements.

Application Process and Documentation.

Renewal and Upgradation Procedures.

Essential Documents for Application:

Valid Indian Passport.

Relevant Certificates and Training Documents.

Medical Fitness Certificates.

English Language Proficiency Certification.

Seafarer's Identity Document (SID) if applicable.

Navigating the Panama Visa Process for Indians:

Overview of Panama's Visa Types.

Specifics of Panamanian Visas for Indian Citizens.

Visa Application Procedures from India.

Panama Embassy and Consulate Contacts in India.

Document Checklist and Visa Fees.

Panamanian Passport Possibilities:

Dual Citizenship Considerations for Indian Seafarers.

Benefits and Limitations of a Panamanian Passport.

Procedure for Acquiring Panamanian Citizenship.

Assistance in Mumbai and Delhi:

Services Offered by Panama Consulates in Mumbai and Delhi.

Appointment Booking and Consular Services.

Contact Information and Operational Hours.

Practical Tips and Advice:

Legal Considerations and Compliance.

Cultural Adaptation in Panama.

Resources for Indian Mariners in Panama.

Conclusion: Embarking on a maritime career journey to Panama from India entails a meticulous process of acquiring seafarer licenses and navigating visa requirements. By following this comprehensive guide, Indian seafarers can confidently set sail towards Panama's promising maritime industry, equipped with the necessary knowledge and resources to navigate the seas of opportunity.

Whether it's securing the coveted Panama Seafarer License or obtaining the requisite visa, this guide serves as a beacon for Indian sailors, illuminating the path towards fulfilling their maritime aspirations in the vibrant waters of Panama.

Carnival Valor. New Orleans. by Bernard Spragg Carnival Valor is a post-Panamax Conquest-class cruise ship operated by Carnival Cruise Line. Built by Fincantieri at its Monfalcone shipyard in Friuli-Venezia Giulia, northern Italy, she was floated out on March 27, 2004, and christened by American journalist and author Katie Couric in Miami on December 17, 2004. Wikipedia Launched: March 27, 2004 Length: 952′ Capacity: 2,974 passengers Cost: US$500 million Port of registry: Panama City, Panama Speed: 22.5 knots (41.7 km/h; 25.9 mph) https://flic.kr/p/2hgBCtF

Hubel Marine meets new Panama Team

Hubel Marine meets new Panama Team

July 5, 2019

Panama’s new President Laurentino Cortizo has appointed a new team of experts for the Panama Maritime Authority (AMP) that operate’s the Ship Registry.

Noriel Arauz, a naval architect, will be the new AMP Administrator and Minister of maritime affairs.  He will be accompanied by nautical engineer Samuel Ferreira as deputy administrator; and at the direction of merchant marine and…

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CP Hunter by Tim Webb Via Flickr: CP HUNTER at Northfleet Container Terminal on the 7 September 1980 Containership Built 1969 by Whyalla SB & E Works, Whyalla, Australia.( Yard no 48) for Bulkships Ltd, Sydney as KANIMBLA 12836 GRT / 15133 DWT Length : 156.7 metres x Beam : 22.0metres Propulsion: Single-screw Speed: 17.5 knots. 1971: Owners retitled Bulkships Containter Pty Ltd, vessels name unchanged 1976: New registered owner Hull Investments Ltd, Singapore. Renamed TRANS EUROPA 1977: New registered owner Timur Carriers Pte Ltd, Singapore. Retained name TRANS EUROPA 1978: Same owner, renamed CHESHIRE VENTURE. 1979: Same owner, renamed TRANS EUROPA 1979: Same Owner, renamed SEATRAIN GALVESTON 1980: Same owner, renamed CP HUNTER 1980: New Registered owner Sarum Shipping SA, Panama, renamed COVADONGA 1985: Same owner, renamed PORT OF CHIOGGIA 1987: New Registered owner Melrose Shipping Co Ltd, Valletta, renamed FARO 1989: Same owner, port of registry changed to Piraeus, renamed UAL MONTREAL 1990: Same owner, renamed FARO 1990: Same owner, renamed WATERTOREN 1991: Same owner, renamed HONGKONG GLORY 1990: Same owner, renamed FARO 1996: New registered owner Uniship Hellas, Panama, renamed FARO I Oct 1996: Sold for breaking up at Alang,