
Relatives wait for remains after Air India crash
16 June 2025 09:06
AHMEDABAD (AFP) Indian health officials have begun handing relatives the bodies of their loved ones after one of the world's worst plane crashes in decades, but most families were still waiting Monday for results of DNA testing.While mourners have held funerals for some of the 279 people killed when the Air India jet crashed in the western city of Ahmedabad, others are facing an anguished wait.There was one survivor out of 242 passengers and crew on board the London-bound plane Thursday when it slammed into a residential area of Ahmedabad, killing at least 38 people on the ground as well.As of late Sunday, 80 crash victims had been identified, according to Rajnish Patel, a doctor at Ahmedabad's civil hospital."This is a meticulous and slow process, so it has to be done meticulously only," Patel said.Witnesses reported seeing badly burnt bodies and scattered remains.Workers went on clearing debris from the site on Sunday, while police inspected the area.The Boeing 787-8 Dreamliner erupted into a fireball when it went down moments after takeoff, smashing into buildings used by medical staff.Air India said there were 169 Indian passengers, 53 British, seven Portuguese and a Canadian on board the flight, as well as 12 crew members.
Black Box Indian authorities have yet to identify the cause of the disaster and have ordered inspections of Air India's Dreamliners.Authorities announced Sunday that the second black box, the cockpit voice recorder, had been recovered, which may offer investigators more clues about what went wrong.
Aviation Minister, Ram Mohan Naidu Kinjarapu, said Saturday he hoped decoding the first black box, the flight data recorder, would "give an in-depth insight" into the circumstances of the crash.
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Gulf Today
15 hours ago
- Gulf Today
Bangladeshi workers risk lives in shipbreaking yards
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Shipbreaking yards employ 20,000 to 30,000 people directly or indirectly in the sprawling port on the Bay of Bengal. But the human and environmental cost of the industry is also immense, experts say. The Hong Kong Convention on the Recycling of Ships, which is meant to regulate one of the world's most dangerous industries, is set to come into effect on June 26. But many question whether its rules on handling toxic waste and protecting workers are sufficient or if they will ever be properly implemented. Only seven out of Chittagong's 30 yards meet the new rules about equipping workers with helmets, harnesses and other protection as well as protocols for decontaminating ships of asbestos and other pollutants and storing hazardous waste. Chittagong was the final destination of nearly a third of the 409 ships dismantled globally last year, according to the NGO coalition Shipbreaking Platform. Most of the others ended up in India, Pakistan, or Turkey. But Bangladesh — close to the Asian nerve centre of global maritime commerce — offers the best price for buying end-of-life ships due to its extremely low labour costs, with a minimum monthly wage of around $133 (115 euros). Chittagong's 25-kilometre stretch of beach is the world's biggest ship graveyard. Giant hulks of oil tankers or gas carriers lie in the mud under the scorching sun, an army of workers slowly dismembering them with oxyacetylene torches. "When I started (in the 2000s) it was extremely dangerous," said Mohammad Ali, a thickset union leader who long worked without protection dismantling ships on the sand. "Accidents were frequent, and there were regular deaths and injuries." He was left incapacitated for months after being hit on the head by a piece of metal. "When there's an accident, you're either dead or disabled," the 48-year-old said. At least 470 workers have been killed and 512 seriously injured in the shipbreaking yards of Bangladesh, India and Pakistan since 2009, according to the Shipbreaking Platform NGO. No official death toll is kept in Chittagong. But between 10 and 22 workers a year died in its yards between 2018 and 2022, according to a count kept by Mohamed Ali Sahin, founder of a workers' support centre. There have been improvements in recent years, he said, especially after Dhaka ratified the Hong Kong Convention in 2023, Sahin said. But seven workers still died last year and major progress is needed, he said. The industry is further accused of causing major environmental damage, particularly to mangroves, with oil and heavy metals escaping into the sea from the beach. Asbestos -- which is not illegal in Bangladesh -- is also dumped in open-air landfills. Shipbreaking is also to blame for abnormally high levels of arsenic and other metalloids in the region's soil, rice and vegetables, according to a 2024 study in the Journal of Hazardous Materials. PHP, the most modern yard in the region, is one of few in Chittagong that meets the new standards. Criticism of pollution and working conditions in Bangladesh yards annoys its managing director Mohammed Zahirul Islam. "Just because we're South Asian, with dark skin, are we not capable of excelling in a field?" he told AFP. "Ships are built in developed countries... then used by Europeans and Westerners for 20 or 30 years, and we get them (at the end) for four months. "But everything is our fault," he said as workers in helmets, their faces shielded by plastic visors to protect them from metal shards, dismantled a Japanese gas carrier on a concrete platform near the shore. "There should be a shared responsibility for everyone involved in this whole cycle," he added. 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And Walton Pantland, of the global union federation IndustriALL, questioned whether the Hong Kong standards will be maintained once yards get their certification, with inspections left to local officials. Indeed six workers were killed in September in an explosion at SN Corporation's Chittagong yard, which was compliant with the convention. Shipbreaking Platform said it was symptomatic of a lack of adequate "regulation, supervision and worker protections" in Bangladesh, even with the Hong Kong rules. The NGO's director Ingvild Jenssen said shipowners were using the Hong Kong Convention to bypass the Basel Convention, which bans OECD countries from exporting toxic waste to developing nations. She accused them of using it to offload toxic ships cheaply at South Asian yards without fear of prosecution, using a flag of convenience or intermediaries. In contrast, European shipowners are required to dismantle ships based on the continent, or flying a European flag, under the much stricter Ship Recycling Regulation (SRR). At the Belgian shipbreaking yard Galloo near the Ghent-Terneuzen canal, demolition chief Peter Wyntin told AFP how ships are broken down into "50 different kinds of materials" to be recycled. Everything is mechanised, with only five or six workers wearing helmets, visors and masks to filter the air, doing the actual breaking amid mountains of scrap metal. A wind turbine supplies electricity, and a net collects anything that falls in the canal. Galloo also sank 10 million euros into water treatment, using activated carbon and bacterial filters. But Wyntin said it is a struggle to survive with several European yards forced to shut as Turkish ones with EU certification take much of the business. While shipbreakers in the EU have "25,000 pages of legislation to comply with", he argued, those in Aliaga on the western coast of Turkey have only 25 pages of rules to respect to be "third-country compliant under SRR". Wyntin is deeply worried the Hong Kong Convention will further undermine standards and European yards with them. "You can certify yards in Turkey or Asia, but it still involves beaching," where ships are dismantled directly on the shore. "And beaching is a process we would never accept in Europe," he insisted.


Gulf Today
21 hours ago
- Gulf Today
Air India says plane 'well-maintained' before crash
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Khaleej Times
2 days ago
- Khaleej Times
India plane crash: Pilot Clive Kunder cremated in Mumbai
Coping with the death of a loved one, especially a family member, is unimaginable. And on Thursday, in Mumbai, in the financial capital of India, a pale of gloom descended in the Kunder household. First Officer Clive Kunder, who lost his life in the ill-fated Air India crash last week, was cremated. The 32-year-old Clive Kunder's last remains were flown in from Ahmedabad in the morning and was kept at his residence in Goregaon West, the western suburbs, for family, friends and others to pay their last respects. And in a touching tribute, Air India remembered Clive's dedication and his passion for flying. "With heavy hearts, we bid farewell to First Officer Clive Kunder —- a young aviator full of promise, a valued colleague, and a deeply cherished member of the Air India family," the airline said in a post on X. #WATCH | Mumbai | Mortal remains of Clive Kunder, co-pilot of the Air India plane that crashed in Ahmedabad on June 12, being taken for last rites — ANI (@ANI) June 19, 2025 "Clive's quiet dedication, grace, and passion for flying earned him the admiration of everyone who had the privilege of working alongside him. At his prayer and funeral service, senior leaders from Tata Group and Air India stood beside his family, friends, and loved ones — to honour his memory, share in their grief, and offer strength during this incredibly difficult time. We extend our deepest condolences to Clive's family. In this moment of profound loss, we stand with you — in remembrance, in sorrow, and in solidarity. Clive's spirit, warmth, and legacy will always remain a part of Air India. You will be remembered. You will be missed," the flagship carrier added. On Tuesday, the flight's captain Sumeet Sabharwal's cremation had taken place in Mumbai. Both the pilots had a combined flying experience of 9,300 hours. Captain Sabharwal had a flying time of 8,200 hours, while Kundar had 1,100 hours. Air India flight AI 171 bound for Gatwick, London, had just taken off from Runway 23 of the Sardar Vallabhbhai Patel International Airport in Ahmedabad on June 12, before the Boeing 787-8 Dreamliner plunged into a residential area of Meghani Nagar.