(295,1,'2014-11-25 17:04:38','2014-11-25 17:04:38','Seafarers’ Rights International (SRI) has raised concerns about the implications for masters of the recent reports of the launch of the new EU Frontex operation ‘Triton’ which will apparently have a reduced budget and focus on border control in place of the Italian ‘Mare Nostrum’ that is credited with saving more than 150,000 migrants in the Mediterranean.\r\n\r\nDeirdre Fitzpatrick, Executive Director of Seafarers’ Rights International (SRI) said:\r\n<em>“The commendable practice of merchant ships of the world rendering assistance to persons in distress at sea was enshrined in the Safety of Life at Sea Convention (SOLAS Convention) 1914 which was enacted in direct response to the Titanic disaster. Since that time, the SOLAS Convention in its successive forms has obligated masters to provide assistance to distressed persons, irrespective of their nationality or status or the circumstances in which they are found. The obligation is enshrined in the United Nations Law of the Sea Convention 1982, as well as in the international Salvage Convention of 1989.”</em>\r\n\r\n“This is a serious obligation on masters and under many national laws, the master who fails to render assistance to any person in danger of being lost at sea could face prosecution, and on conviction, a jail sentence. However, a master must be equally cognisant of his duty to protect the lives of his own crew and passengers and not to expose them to risks including risks of infection such as Ebola that may arise when he rescues people at sea.”\r\n\r\nIn his opening address to the Maritime Safety Committee on 17 November 2014, the Secretary General of the IMO said that figures that he had seen suggest that, so far this year, more than 600 merchant ships diverted from their routes to rescue persons at sea. These deviations are detrimental to shipping and are not offset by any realistic prospects of salvage awards.\r\n\r\nThe obligation of masters to render assistance to persons in danger of being lost at sea can be seen alongside the obligation of governments to ensure that assistance be provided to any person in distress at sea. Under the 1979 International Convention on Maritime Search and Rescue governments must “ensure that necessary arrangements are made for the provision of adequate search and rescue services for persons in distress at sea round their coast.” Any reduction in search and rescue by governments may increase the number of incidents to which merchant ships have to respond, with consequent burdens and legal responsibilities on masters and crews.\r\n\r\nBrian Orrell OBE, Chairman of the Advisory Board of SRI said:\r\n<em>“The obligation of masters to assist persons in distress at sea is steeped in maritime tradition and legal history. It is therefore of concern if budgets for search and rescue in the Mediterranean are being reduced. This may increase the number of search and rescue missions that masters have to undertake, as well as their risks of criminal prosecution for any perceived failure to attend to persons endangered at sea.“</em>\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','SRI Concerns about reports of reduced resources for search and rescue in the mediterranean','Seafarers’ Rights International (SRI) has raised concerns about the implications for masters of the recent reports of the launch of the new EU Frontex operation ‘Triton’ which will apparently have a reduced budget and focus on border control in place of the Italian ‘Mare Nostrum’ that is credited with saving more than 150,000 migrants in the Mediterranean.','publish','open','open','','sri-concerns-about-reports-of-reduced-resources-for-search-and-rescue-in-the-mediterranean','','','2014-11-26 13:34:24','2014-11-26 13:34:24','',0,'http://myseatime.com/blog/?p=295',0,'post','',0,40),(296,1,'2014-11-25 17:03:59','2014-11-25 17:03:59','','Sea_search_and_rescue_exercise','','inherit','open','open','','sea_search_and_rescue_exercise','','','2014-11-25 17:03:59','2014-11-25 17:03:59','',295,'http://myseatime.com/blog/wp-content/uploads/2014/11/Sea_search_and_rescue_exercise.jpg',0,'attachment','image/jpeg',0,0),(297,1,'2014-11-25 17:04:38','2014-11-25 17:04:38','Seafarers’ Rights International (SRI) has raised concerns about the implications for masters of the recent reports of the launch of the new EU Frontex operation ‘Triton’ which will apparently have a reduced budget and focus on border control in place of the Italian ‘Mare Nostrum’ that is credited with saving more than 150,000 migrants in the Mediterranean.\r\n\r\nDeirdre Fitzpatrick, Executive Director of Seafarers’ Rights International (SRI) said:\r\n<em>“The commendable practice of merchant ships of the world rendering assistance to persons in distress at sea was enshrined in the Safety of Life at Sea Convention (SOLAS Convention) 1914 which was enacted in direct response to the Titanic disaster. Since that time, the SOLAS Convention in its successive forms has obligated masters to provide assistance to distressed persons, irrespective of their nationality or status or the circumstances in which they are found. The obligation is enshrined in the United Nations Law of the Sea Convention 1982, as well as in the international Salvage Convention of 1989.”</em>\r\n\r\n“This is a serious obligation on masters and under many national laws, the master who fails to render assistance to any person in danger of being lost at sea could face prosecution, and on conviction, a jail sentence. However, a master must be equally cognisant of his duty to protect the lives of his own crew and passengers and not to expose them to risks including risks of infection such as Ebola that may arise when he rescues people at sea.”\r\n\r\nIn his opening address to the Maritime Safety Committee on 17 November 2014, the Secretary General of the IMO said that figures that he had seen suggest that, so far this year, more than 600 merchant ships diverted from their routes to rescue persons at sea. These deviations are detrimental to shipping and are not offset by any realistic prospects of salvage awards.\r\n\r\nThe obligation of masters to render assistance to persons in danger of being lost at sea can be seen alongside the obligation of governments to ensure that assistance be provided to any person in distress at sea. Under the 1979 International Convention on Maritime Search and Rescue governments must “ensure that necessary arrangements are made for the provision of adequate search and rescue services for persons in distress at sea round their coast.” Any reduction in search and rescue by governments may increase the number of incidents to which merchant ships have to respond, with consequent burdens and legal responsibilities on masters and crews.\r\n\r\nBrian Orrell OBE, Chairman of the Advisory Board of SRI said:\r\n<em>“The obligation of masters to assist persons in distress at sea is steeped in maritime tradition and legal history. It is therefore of concern if budgets for search and rescue in the Mediterranean are being reduced. This may increase the number of search and rescue missions that masters have to undertake, as well as their risks of criminal prosecution for any perceived failure to attend to persons endangered at sea.“</em>\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','SRI Concerns about reports of reduced resources for search and rescue in the mediterranean','','inherit','open','open','','295-revision-v1','','','2014-11-25 17:04:38','2014-11-25 17:04:38','',295,'http://myseatime.com/blog/?p=297',0,'revision','',0,0),(298,1,'2014-11-26 13:29:15','2014-11-26 13:29:15','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe Australian Maritime Safety Authority (AMSA) has issued a direction to Indonesian flagged container ship Territory Trader (IMO 8812899) not to enter or use any port in Australia for three months.\r\n\r\nThe direction for the multi-purpose vessel is a result of repeated detentions and a history of machinery and equipment malfunctions, and breakdowns.\r\n\r\nTerritory Trader has been detained by AMSA on three occasions since July 2013, prompting serious concerns the vessel is not being operated or managed to meet applicable standards.\r\n\r\nAustralia is a signatory to International Maritime Organization (IMO) and International Labour Organization conventions and AMSA takes its responsibilities for ensuring compliance with all international safety conventions seriously with respect to securing compliance of ships visiting its ports.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said the vessel is a regular caller into the port of Cairns, with 12 port visits this year.\r\n\r\n<em>“This vessel has a poor history of complying with international safety conventions in Australia and is known to transit the environmentally sensitive and highly protected Great Barrier Reef and Torres Strait area,”</em> Mr Kinley said.\r\n\r\n<em>“For these reasons the vessel was considered high risk and a non-scheduled port state control inspection was undertaken.”</em>\r\n\r\nThe direction was made under the Navigation Act 2012 and expires on February 18, 2015.\r\nThe vessel is required to rectify deficiencies identified during the inspection before departing Cairns.\r\n\r\nThis is the second vessel banned from Australian ports since the revised Navigation Act came into effect last year.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Robert Scott / Marinetraffic.com\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans repeat offender from Australian ports','The Australian Maritime Safety Authority (AMSA) has issued a direction to Indonesian flagged container ship Territory Trader (IMO 8812899) not to enter or use any port in Australia for three months.','inherit','open','open','','292-revision-v1','','','2014-11-26 13:29:15','2014-11-26 13:29:15','',292,'http://myseatime.com/blog/?p=298',0,'revision','',0,0),(299,1,'2014-11-26 13:34:24','2014-11-26 13:34:24','Seafarers’ Rights International (SRI) has raised concerns about the implications for masters of the recent reports of the launch of the new EU Frontex operation ‘Triton’ which will apparently have a reduced budget and focus on border control in place of the Italian ‘Mare Nostrum’ that is credited with saving more than 150,000 migrants in the Mediterranean.\r\n\r\nDeirdre Fitzpatrick, Executive Director of Seafarers’ Rights International (SRI) said:\r\n<em>“The commendable practice of merchant ships of the world rendering assistance to persons in distress at sea was enshrined in the Safety of Life at Sea Convention (SOLAS Convention) 1914 which was enacted in direct response to the Titanic disaster. Since that time, the SOLAS Convention in its successive forms has obligated masters to provide assistance to distressed persons, irrespective of their nationality or status or the circumstances in which they are found. The obligation is enshrined in the United Nations Law of the Sea Convention 1982, as well as in the international Salvage Convention of 1989.”</em>\r\n\r\n“This is a serious obligation on masters and under many national laws, the master who fails to render assistance to any person in danger of being lost at sea could face prosecution, and on conviction, a jail sentence. However, a master must be equally cognisant of his duty to protect the lives of his own crew and passengers and not to expose them to risks including risks of infection such as Ebola that may arise when he rescues people at sea.”\r\n\r\nIn his opening address to the Maritime Safety Committee on 17 November 2014, the Secretary General of the IMO said that figures that he had seen suggest that, so far this year, more than 600 merchant ships diverted from their routes to rescue persons at sea. These deviations are detrimental to shipping and are not offset by any realistic prospects of salvage awards.\r\n\r\nThe obligation of masters to render assistance to persons in danger of being lost at sea can be seen alongside the obligation of governments to ensure that assistance be provided to any person in distress at sea. Under the 1979 International Convention on Maritime Search and Rescue governments must “ensure that necessary arrangements are made for the provision of adequate search and rescue services for persons in distress at sea round their coast.” Any reduction in search and rescue by governments may increase the number of incidents to which merchant ships have to respond, with consequent burdens and legal responsibilities on masters and crews.\r\n\r\nBrian Orrell OBE, Chairman of the Advisory Board of SRI said:\r\n<em>“The obligation of masters to assist persons in distress at sea is steeped in maritime tradition and legal history. It is therefore of concern if budgets for search and rescue in the Mediterranean are being reduced. This may increase the number of search and rescue missions that masters have to undertake, as well as their risks of criminal prosecution for any perceived failure to attend to persons endangered at sea.“</em>\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','SRI Concerns about reports of reduced resources for search and rescue in the mediterranean','Seafarers’ Rights International (SRI) has raised concerns about the implications for masters of the recent reports of the launch of the new EU Frontex operation ‘Triton’ which will apparently have a reduced budget and focus on border control in place of the Italian ‘Mare Nostrum’ that is credited with saving more than 150,000 migrants in the Mediterranean.','inherit','open','open','','295-revision-v1','','','2014-11-26 13:34:24','2014-11-26 13:34:24','',295,'http://myseatime.com/blog/?p=299',0,'revision','',0,0),(300,1,'2014-11-26 18:48:28','2014-11-26 18:48:28','BIMCO has now announced its intention to develop a standard term sheet to assist the shipping industry in the creation of ship financing documentation.\r\n\r\nThe aim of developing this document would be to offer lenders and borrowers a comprehensive and simple standard which would become well-known – and could replace the many individually drafted term sheets developed by banks and other financial institutions. As a result, this standard would have the potential to facilitate the provision of ship financing, increase predictability and reduce cost.\r\n\r\nA term sheet usually contains a number of provisions for a term loan facility, revolving credit facility, or a combination of both, and further provisions on particular issues such as currency, interest, fees, guarantee, security, prepayment, and cancellation.\r\n\r\nAngus Frew, Secretary General of BIMCO, commented on the decision and next steps:\r\n\r\n“This decision is an important step towards developing a standard term sheet that will simplify ship financing documentation for our members and users of BIMCO documents, saving them time and money.\r\n\r\n“We think that both lenders and borrowers will see the benefits of having this kind of standard available.\r\n\r\n“BIMCO will now set up a dedicated sub-committee to draft the term sheet.\r\n\r\n“Our goal is always to provide clearly drafted and balanced documents for industry to use and so the sub-committee will include both bank and shipowner representatives and their lawyers.\r\n\r\n“We expect the first meeting of the sub-committee to be in Spring 2015.”\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> BIMCO','BIMCO to develop standard term sheet for ship finance','','publish','open','open','','bimco-to-develop-standard-term-sheet-for-ship-finance','','','2015-01-21 10:24:50','2015-01-21 10:24:50','',0,'http://myseatime.com/blog/?p=300',0,'post','',0,43),(302,1,'2014-11-26 18:48:28','2014-11-26 18:48:28','BIMCO has now announced its intention to develop a standard term sheet to assist the shipping industry in the creation of ship financing documentation.\r\n\r\nThe aim of developing this document would be to offer lenders and borrowers a comprehensive and simple standard which would become well-known – and could replace the many individually drafted term sheets developed by banks and other financial institutions. As a result, this standard would have the potential to facilitate the provision of ship financing, increase predictability and reduce cost.\r\n\r\nA term sheet usually contains a number of provisions for a term loan facility, revolving credit facility, or a combination of both, and further provisions on particular issues such as currency, interest, fees, guarantee, security, prepayment, and cancellation.\r\n\r\nAngus Frew, Secretary General of BIMCO, commented on the decision and next steps:\r\n\r\n“This decision is an important step towards developing a standard term sheet that will simplify ship financing documentation for our members and users of BIMCO documents, saving them time and money.\r\n\r\n“We think that both lenders and borrowers will see the benefits of having this kind of standard available.\r\n\r\n“BIMCO will now set up a dedicated sub-committee to draft the term sheet.\r\n\r\n“Our goal is always to provide clearly drafted and balanced documents for industry to use and so the sub-committee will include both bank and shipowner representatives and their lawyers.\r\n\r\n“We expect the first meeting of the sub-committee to be in Spring 2015.”\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> BIMCO','BIMCO to develop standard term sheet for ship finance','','inherit','open','open','','300-revision-v1','','','2014-11-26 18:48:28','2014-11-26 18:48:28','',300,'http://myseatime.com/blog/?p=302',0,'revision','',0,0),(308,1,'2014-11-27 10:52:24','2014-11-27 10:52:24','IMO\'s Maritime Safety Committee (MSC), which met at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, approved draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low- flashpoint Fuels (IGF Code); adopted other SOLAS amendments; continued its work on its action plan on passenger ship safety; and approved and adopted a number of items put forward by the sub-committees.\r\n\r\nThe MSC also adopted the Polar Code and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory (See briefing 38/2014)​.\r\n\r\nSOLAS amendments to make IGF code mandatory approved\r\nThe MSC approved, in principle, the draft International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), and also approved proposed amendments to make the Code mandatory under SOLAS, with a view to adopting both the IGF Code and SOLAS amendments at the next session, MSC 95, scheduled to meet in June 2015.\r\n\r\nAssociated draft amendments to the 1978 and 1988 Protocols were also approved.\r\n\r\nThe IGF Code will provide mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on liquefied natural gas (LNG), to minimize the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved.\r\n\r\nThe Code addresses all areas that need special consideration for the usage of low-flashpoint fuels, based on a goal-based approach, with goals and functional requirements specified for each section forming the basis for the design, construction and operation of ships using this type of fuel.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> IMO','IGS Code approved by IMO','IMO\'s Maritime Safety Committee (MSC), which met at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, approved draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low- flashpoint Fuels (IGF Code); adopted other SOLAS amendments; continued its work on its action plan on passenger ship safety; and approved and adopted a number of items put forward by the sub-committees.','publish','open','open','','igs-code-approved-by-imo','','','2015-01-21 14:41:33','2015-01-21 14:41:33','',0,'http://myseatime.com/blog/?p=308',0,'post','',0,95),(310,1,'2014-11-27 10:52:24','2014-11-27 10:52:24','IMO\'s Maritime Safety Committee (MSC), which met at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, approved draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low- flashpoint Fuels (IGF Code); adopted other SOLAS amendments; continued its work on its action plan on passenger ship safety; and approved and adopted a number of items put forward by the sub-committees.\r\n\r\nThe MSC also adopted the Polar Code and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory (See briefing 38/2014)​.\r\n\r\nSOLAS amendments to make IGF code mandatory approved\r\nThe MSC approved, in principle, the draft International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), and also approved proposed amendments to make the Code mandatory under SOLAS, with a view to adopting both the IGF Code and SOLAS amendments at the next session, MSC 95, scheduled to meet in June 2015.\r\n\r\nAssociated draft amendments to the 1978 and 1988 Protocols were also approved.\r\n\r\nThe IGF Code will provide mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on liquefied natural gas (LNG), to minimize the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved.\r\n\r\nThe Code addresses all areas that need special consideration for the usage of low-flashpoint fuels, based on a goal-based approach, with goals and functional requirements specified for each section forming the basis for the design, construction and operation of ships using this type of fuel.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> IMO','IGS Code approved by IMO','','inherit','open','open','','308-revision-v1','','','2014-11-27 10:52:24','2014-11-27 10:52:24','',308,'http://myseatime.com/blog/?p=310',0,'revision','',0,0),(312,1,'2014-12-21 19:07:20','2014-12-21 19:07:20','','belgian-port','','inherit','open','open','','belgian-port-2','','','2014-12-21 19:07:20','2014-12-21 19:07:20','',287,'http://myseatime.com/blog/wp-content/uploads/2014/11/belgian-port.gif',0,'attachment','image/gif',0,0),(313,1,'2014-12-21 19:08:09','2014-12-21 19:08:09','<p>Inchcape Shipping Services (ISS) is advising that port workers in Belgium today (24 November 2014), started a 24 hour strike which will end at midnight 00:00hrs.</p>\r\n<p>The strike by port labourers has been called by three national unions, in protest over the erosion of index-linked pay rises and tax increases.</p>\r\n<p>Currently the strike is having a major effect on shipping operations in the area with the ports of Zeebrugge, Ghent and Antwerp particularly affected. ISS Belgium has advised that there is a backlog of 65 ships waiting at anchorage to call the Port of Antwerp with a further 12 vessels waiting to depart.</p>\r\n<p>It is anticipated that this current 24 hour strike will be followed by a national general strike on 15 December 2014.</p>\r\n<p><strong>Press Release</strong></p>\r\n<p><strong>Image Credit</strong>: Wikimedia</p>\r\n','24 hours strike by Belgian Port Workers','','inherit','open','open','','287-revision-v1','','','2014-12-21 19:08:09','2014-12-21 19:08:09','',287,'http://myseatime.com/blog/?p=313',0,'revision','',0,0),(314,1,'2014-12-21 19:12:59','2014-12-21 19:12:59','Inchcape Shipping Services (ISS) is advising that port workers in Belgium today (24 November 2014), started a 24 hour strike which will end at midnight 00:00hrs.\r\n\r\nThe strike by port labourers has been called by three national unions, in protest over the erosion of index-linked pay rises and tax increases.\r\n\r\nCurrently the strike is having a major effect on shipping operations in the area with the ports of Zeebrugge, Ghent and Antwerp particularly affected. ISS Belgium has advised that there is a backlog of 65 ships waiting at anchorage to call the Port of Antwerp with a further 12 vessels waiting to depart.\r\n\r\nIt is anticipated that this current 24 hour strike will be followed by a national general strike on 15 December 2014.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit</strong>: Wikimedia','24 hours strike by Belgian Port Workers','','inherit','open','open','','287-revision-v1','','','2014-12-21 19:12:59','2014-12-21 19:12:59','',287,'http://myseatime.com/blog/?p=314',0,'revision','',0,0),(317,8,'2014-12-25 13:11:02','0000-00-00 00:00:00','We urgently require Master for Chemical tanker','myseatime_549c0ce6489eb','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(318,8,'2014-12-25 13:11:04','0000-00-00 00:00:00','We urgently require Master for Chemical tanker','myseatime_549c0ce8c4b86','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(319,8,'2014-12-25 13:11:06','0000-00-00 00:00:00','We urgently require Master for Chemical tanker','myseatime_549c0cea329e5','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(320,8,'2014-12-25 13:11:07','0000-00-00 00:00:00','We urgently require Master for Chemical tanker','myseatime_549c0ceb813f8','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(321,8,'2014-12-25 13:11:18','0000-00-00 00:00:00','We urgently require Master for Chemical tanker','myseatime_549c0cf62520e','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(323,6,'2014-12-29 13:03:07','0000-00-00 00:00:00','Nice atmosphere here in Indian Island.. Great view','myseatime_54a1510bcb0fb','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(324,6,'2014-12-30 18:34:06','0000-00-00 00:00:00','Signing on today','myseatime_54a2f01e3356e','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(328,1,'2015-01-02 07:06:26','2015-01-02 07:06:26','IMO\'s Maritime Safety Committee (MSC), which met at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, approved draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low- flashpoint Fuels (IGF Code); adopted other SOLAS amendments; continued its work on its action plan on passenger ship safety; and approved and adopted a number of items put forward by the sub-committees.\r\n\r\nThe MSC also adopted the Polar Code and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory (See briefing 38/2014)​.\r\n\r\nSOLAS amendments to make IGF code mandatory approved\r\nThe MSC approved, in principle, the draft International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), and also approved proposed amendments to make the Code mandatory under SOLAS, with a view to adopting both the IGF Code and SOLAS amendments at the next session, MSC 95, scheduled to meet in June 2015.\r\n\r\nAssociated draft amendments to the 1978 and 1988 Protocols were also approved.\r\n\r\nThe IGF Code will provide mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on liquefied natural gas (LNG), to minimize the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved.\r\n\r\nThe Code addresses all areas that need special consideration for the usage of low-flashpoint fuels, based on a goal-based approach, with goals and functional requirements specified for each section forming the basis for the design, construction and operation of ships using this type of fuel.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> IMO','IGS Code approved by IMO','IMO\'s Maritime Safety Committee (MSC), which met at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, approved draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low- flashpoint Fuels (IGF Code); adopted other SOLAS amendments; continued its work on its action plan on passenger ship safety; and approved and adopted a number of items put forward by the sub-committees.','inherit','open','open','','308-revision-v1','','','2015-01-02 07:06:26','2015-01-02 07:06:26','',308,'http://myseatime.com/blog/308-revision-v1/',0,'revision','',0,0),(330,2,'2015-01-08 09:25:02','2015-01-08 09:25:02','There is sometimes great confusion as to the actual identity of shipper, consignee and notify party. Here I explain these terms which are widely used in shipping specially in the bill of ladings.\r\n\r\n<b>Shipper: Who is this guy ??</b>\r\n\r\nMany believe “Shipper” is the supplier or owner of the goods being supplied. It is true but not always.  The business directory defines shipper as  the party responsible for the shipment. When a buyer of goods enters into a contract with seller of the goods through sale contract, apart from other things they also decide who would arrange for the transport. In the multi-modal transport, they may decide which leg of transport is under whom. Who bears what risk is also the basis of various <a title=\"Incoterms: Guide of everything you want to know about\" href=\"http://www.myseatime.com/blog/detail/incoterms-guide-of-everything-you-want-to-know-about\" target=\"_blank\">INCOTERMS</a> defined by the International Chamber of Commerce.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/samsung.jpg\"><img class=\"aligncenter size-full wp-image-946\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/samsung.jpg\" alt=\"samsung\" width=\"680\" height=\"425\" /></a>\r\n\r\nIf the buyer of the goods is responsible for sea transport, he would arrange for a ship to carry the goods and enter into a “Contract of carriage” with the carrier. The buyer here would be “Shipper” under “Contract of carriage”.\r\n\r\nShipper is a term related to “Contract of carriage” but is also closely related to sale contract. So the Shipper bears two hats. He is shipper under “contract of carriage” but he is buyer (or seller) under sale contract.\r\n\r\n<b>Consignee: </b>Consignee is the person to whom the carrier (Ship) is supposed to deliver the goods. In most cases the consignee is the Buyer of the goods but not always. Consignee could be the agent nominated by the buyer. Consignee could also be the buyer’s bank.\r\n\r\nAnother principle different between the terms “Consignee” and “buyer” is that while “Consignee” is the term used in “contract of carriage”, the term “buyer” is used in “sale contract”.\r\n\r\n<b>Notify Party: </b>Notify party is the party to whom the carrier is suppose to notify regarding the arrival ETA’s of the vessel. Notify party is then responsible for arranging the arrival formalities of the vessel. By now you must have guessed it rightly that notify party could be agent ,  receiver of the cargo or any other person/entity who has the interest in the arrival of the cargo.\r\n\r\nWhile the shipper or carrier has the responsibility to keep the notify party abreast of the arrival details of the vessel and failing to do so may lead to unpleasant situations, you may sometimes find on bill of lading a clause where shipper and carrier assume no responsibility for failure to notify. This clause is particularly common in liner shipping.\r\n\r\n* Though very unusual, however there is no restriction on having more than one notify parties. Usually there is only one notify party, who in turn informs all other interested parties regarding the arrival notifications of the vessel and cargo.','Shipper, consignee and Notify party, explained.','','publish','open','open','','shipper-consignee-and-notify-party-explained','','','2015-12-25 11:43:46','2015-12-25 11:43:46','',0,'http://myseatime.com/blog/?p=330',0,'post','',0,635),(332,1,'2015-01-08 09:25:02','2015-01-08 09:25:02','There is sometimes great confusion as to the actual identity of shipper, consignee and notify party. Here I explain these terms widely used in shipping and one would must have read these terms in the bill of ladings.\r\n\r\n<b>Shipper: Who is this guy ??</b>\r\n\r\nMany believe “Shipper” is the supplier or owner of the goods being supplied.\r\n\r\nIn reality here is how it goes.\r\n\r\nWhen a buyer of goods enters into a contract with seller of the goods through sale contract, apart from other things they also decide who would arrange for the transport. In the multi-modal transport, they may decide which leg of transport is under whom. Who bears what risk decides are the basis of various INCOTERMS defined by the International Chamber of Commerce.\r\n\r\nIf the buyer of the goods is responsible for sea transport, he would arrange for a ship to carry the goods and enter into a “Contract of carriage” with the carrier. The buyer here would be “Shipper” under “Contract of carriage”.\r\n\r\nShipper is a term related to “Contract of carriage” but is also closely related to sale contract. So the Shipper bears two hats. He is shipper under “contract of carriage” but he is buyer (or seller) under sale contract.\r\n\r\n<b>Consignee: </b>Consignee is the person to whom the carrier (Ship) is supposed to deliver the goods. In most cases the consignee is the Buyer of the goods but not always. Consignee could be the agent nominated by the buyer. Consignee could also be the buyer’s bank.\r\n\r\nAnother principle different between the terms “Consignee” and “buyer” is that while “Consignee” is the term used in “contract of carriage”, the term “buyer” is used in “sale contract”.\r\n\r\n<b>Notify Party: </b>Notify party is the party to whom the carrier is suppose to notify regarding the arrival ETA’s of the vessel. Notify party is then responsible for arranging the arrival formalities of the vessel. By now you must have guessed it rightly that notify party could be agent ,  receiver of the cargo or any other person/entity who has the interest in the arrival of the cargo.\r\n\r\nWhile the shipper or carrier has the responsibility to keep the notify party abreast of the arrival details of the vessel and failing to do so may lead to unpleasant situations, you may sometimes find on bill of lading a clause where shipper and carrier assume no responsibility for failure to notify. This clause is particularly common in liner shipping.\r\n\r\n* Though very unusual, however there is no restriction on having more than one notify parties. Usually there is only one notify party, who in turn informs all other interested parties regarding the arrival notifications of the vessel and cargo.','Shipper, consignee and Notify party, explained.','','inherit','open','open','','330-revision-v1','','','2015-01-08 09:25:02','2015-01-08 09:25:02','',330,'http://myseatime.com/blog/330-revision-v1/',0,'revision','',0,0),(339,8,'2015-01-15 07:48:36','0000-00-00 00:00:00','We are organising a seafarer\'s get together at JW Mariotte hotel in sector 35 Chandigarh. All senior seafarers are welcomed to attend this.','myseatime_54b770d4a9590','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(340,8,'2015-01-15 07:52:25','0000-00-00 00:00:00','IMO\'s Maritime Safety Committee (MSC), which met at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, approved','myseatime_54b771b9b0128','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(342,8,'2015-01-20 13:26:28','0000-00-00 00:00:00','yujugy','myseatime_54be5784662ae','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(343,8,'2015-01-20 13:27:36','0000-00-00 00:00:00','yujugyhjbhhgh','myseatime_54be57c86e82c','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(344,8,'2015-01-20 13:27:41','0000-00-00 00:00:00','yujugyhjbhhgh','myseatime_54be57cd46dbc','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(345,8,'2015-01-20 13:27:42','0000-00-00 00:00:00','yujugyhjbhhgh','myseatime_54be57ceec34f','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(346,1,'2015-01-21 10:24:12','2015-01-21 10:24:12','bimco.org','BIMCO_House_PressPhoto_opt-2','','inherit','open','open','','bimco_house_pressphoto_opt-2','','','2015-04-26 08:08:44','2015-04-26 08:08:44','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/BIMCO_House_PressPhoto_opt-2.jpg',0,'attachment','image/jpeg',0,0),(347,1,'2015-01-21 10:46:28','2015-01-21 10:46:28','','Greek_tanker_ship_opt','','inherit','open','open','','greek_tanker_ship_opt','','','2015-01-21 10:46:28','2015-01-21 10:46:28','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/Greek_tanker_ship_opt.png',0,'attachment','image/png',0,0),(348,1,'2015-01-21 10:55:22','2015-01-21 10:55:22','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n<ol>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers.</li>\r\n</ol>\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2015-01-21 10:55:22','2015-01-21 10:55:22','',278,'http://myseatime.com/blog/278-revision-v1/',0,'revision','',0,0),(349,1,'2015-01-21 10:56:14','2015-01-21 10:56:14','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2015-01-21 10:56:14','2015-01-21 10:56:14','',278,'http://myseatime.com/blog/278-revision-v1/',0,'revision','',0,0),(350,1,'2015-01-21 10:58:18','2015-01-21 10:58:18','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n<ul>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers.</li>\r\n</ul>\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2015-01-21 10:58:18','2015-01-21 10:58:18','',278,'http://myseatime.com/blog/278-revision-v1/',0,'revision','',0,0),(351,1,'2015-01-21 10:59:22','2015-01-21 10:59:22','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n\r\nMonitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006\r\n\r\nencourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers.\r\n\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2015-01-21 10:59:22','2015-01-21 10:59:22','',278,'http://myseatime.com/blog/278-revision-v1/',0,'revision','',0,0),(352,1,'2015-01-21 11:04:15','2015-01-21 11:04:15','','arctic ship_opt','','inherit','open','open','','arctic-ship_opt','','','2015-01-21 11:04:59','2015-01-21 11:04:59','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/arctic-ship_opt.jpg',0,'attachment','image/jpeg',0,0),(353,1,'2015-01-21 11:11:17','2015-01-21 11:11:17','','Stena-Carron_opt','','inherit','open','open','','stena-carron_opt','','','2015-01-21 11:11:17','2015-01-21 11:11:17','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/Stena-Carron_opt.jpg',0,'attachment','image/jpeg',0,0),(354,1,'2015-01-21 11:20:45','2015-01-21 11:20:45','','Oil_Rig_In_The_Arabian_Sea_opt','','inherit','open','open','','oil_rig_in_the_arabian_sea_opt','','','2015-01-21 11:20:45','2015-01-21 11:20:45','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/Oil_Rig_In_The_Arabian_Sea_opt.jpg',0,'attachment','image/jpeg',0,0),(355,1,'2015-01-21 11:21:38','2015-01-21 11:21:38','<p>NEW ORLEANS - The Bureau of Safety and Environmental Enforcement (BSEE) is actively investigating an explosion aboard a production platform at West Delta 105, operated by Fieldwood Energy. The explosion resulted in one fatality and three injured.</p>\r\n<p>As reported to BSEE by the operator, the incident happened during routine maintenance operations on its Echo platform around 3pm CST Thursday. Contractors with Turnkey Cleaning Services were cleaning a piece of equipment, called a heater treater, at the time of the incident. Damage to the facility is reported to be limited to the heater treater. The platform had been shut in for more than a week and was not producing at the time of this incident.</p>\r\n<p>The operator reports that all three injured were evaluated and released from the hospital and all other personnel aboard the platform are safe​​.</p>\r\n<p>There has been no reported fire or release of oil or pollution as a result of this incident.</p>\r\n<p>A team of BSEE engineers, inspectors and investigators are currently on the facility conducting an incident investigation. Through the course of the investigation, the BSEE investigation team will interview witnesses and analyze evidence to determine the cause of the explosion.</p>\r\n<p><strong>Press Release</strong></p>\r\n<p><strong>Image Credit:</strong> Wikimedia</p>\r\n','BSEE Investigating Explosion in the Gulf of Mexico that led to one dead and three injured','','inherit','open','open','','262-revision-v1','','','2015-01-21 11:21:38','2015-01-21 11:21:38','',262,'http://myseatime.com/blog/262-revision-v1/',0,'revision','',0,0),(356,1,'2015-01-21 11:37:38','2015-01-21 11:37:38','','EUNAVFOR_opt','','inherit','open','open','','eunavfor_opt','','','2015-01-21 11:37:38','2015-01-21 11:37:38','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/EUNAVFOR_opt.jpg',0,'attachment','image/jpeg',0,0),(357,1,'2015-01-21 11:41:20','2015-01-21 11:41:20','','Garbage Bags(1)_opt','','inherit','open','open','','garbage-bags1_opt','','','2015-01-21 11:41:20','2015-01-21 11:41:20','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/Garbage-Bags1_opt.jpg',0,'attachment','image/jpeg',0,0),(358,1,'2015-01-21 11:44:41','2015-01-21 11:44:41','','800px-Sirius_Star_2008b_opt','','inherit','open','open','','800px-sirius_star_2008b_opt','','','2015-01-21 11:44:41','2015-01-21 11:44:41','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/800px-Sirius_Star_2008b_opt.jpg',0,'attachment','image/jpeg',0,0),(359,1,'2015-01-21 13:47:15','2015-01-21 13:47:15','','761_Rotterdam_ship_and_refinery-102412-71_opt','','inherit','open','open','','761_rotterdam_ship_and_refinery-102412-71_opt','','','2015-01-21 13:47:15','2015-01-21 13:47:15','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/761_Rotterdam_ship_and_refinery-102412-71_opt.jpg',0,'attachment','image/jpeg',0,0),(360,1,'2015-01-21 14:00:33','2015-01-21 14:00:33','','IMO_opt','','inherit','open','open','','imo_opt','','','2015-01-21 14:00:33','2015-01-21 14:00:33','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/IMO_opt.jpg',0,'attachment','image/jpeg',0,0),(361,1,'2015-01-21 14:07:56','2015-01-21 14:07:56','','Containers_opt','','inherit','open','open','','containers_opt','','','2015-01-21 14:07:56','2015-01-21 14:07:56','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/Containers_opt.jpg',0,'attachment','image/jpeg',0,0),(362,1,'2015-01-21 19:27:36','2015-01-21 19:27:36','','Offshore platforms','','inherit','open','open','','offshore-platforms','','','2015-01-21 19:27:36','2015-01-21 19:27:36','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/Offshore-platforms.jpg',0,'attachment','image/jpeg',0,0),(363,1,'2015-01-21 19:33:15','2015-01-21 19:33:15','','USCG_opt','','inherit','open','open','','uscg_opt','','','2015-01-21 19:33:15','2015-01-21 19:33:15','',0,'http://myseatime.com/blog/wp-content/uploads/2015/01/USCG_opt.jpg',0,'attachment','image/jpeg',0,0),(364,1,'2015-01-21 19:34:15','2015-01-21 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19:51:03','','761_Rotterdam_ship_and_refinery-102412-71','','inherit','open','open','','761_rotterdam_ship_and_refinery-102412-71','','','2015-01-27 19:51:03','2015-01-27 19:51:03','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/761_Rotterdam_ship_and_refinery-102412-71.jpg',0,'attachment','image/jpeg',0,0),(379,1,'2015-01-27 20:02:33','2015-01-27 20:02:33','','Seaspan Ferry','','inherit','open','open','','seaspan-ferry-3','','','2015-01-27 20:02:33','2015-01-27 20:02:33','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/197-Seaspan-fwd-stbd_0_opt1.jpg',0,'attachment','image/jpeg',0,0),(380,1,'2015-01-27 20:02:34','2015-01-27 20:02:34','','761_Rotterdam_ship_and_refinery-102412-71','','inherit','open','open','','761_rotterdam_ship_and_refinery-102412-71-2','','','2015-01-27 20:02:34','2015-01-27 20:02:34','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/761_Rotterdam_ship_and_refinery-102412-711.jpg',0,'attachment','image/jpeg',0,0),(381,1,'2015-01-27 20:02:35','2015-01-27 20:02:35','','800px-APM_Terminals_WJ_Grimes_opt','','inherit','open','open','','800px-apm_terminals_wj_grimes_opt','','','2015-01-27 20:02:35','2015-01-27 20:02:35','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/800px-APM_Terminals_WJ_Grimes_opt.jpg',0,'attachment','image/jpeg',0,0),(382,1,'2015-01-27 20:02:38','2015-01-27 20:02:38','','800px-Sirius_Star_2008b_opt','','inherit','open','open','','800px-sirius_star_2008b_opt-2','','','2015-01-27 20:02:38','2015-01-27 20:02:38','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/800px-Sirius_Star_2008b_opt1.jpg',0,'attachment','image/jpeg',0,0),(383,1,'2015-01-27 20:02:39','2015-01-27 20:02:39','','3032911-17','','inherit','open','open','','3032911-17-2','','','2015-01-27 20:02:39','2015-01-27 20:02:39','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/3032911-171.jpg',0,'attachment','image/jpeg',0,0),(384,1,'2015-01-27 20:02:40','2015-01-27 20:02:40','','arctic ship_opt','','inherit','open','open','','arctic-ship_opt-2','','','2015-01-28 06:34:52','2015-01-28 06:34:52','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/arctic-ship_opt1.jpg',0,'attachment','image/jpeg',0,0),(385,1,'2015-01-27 20:02:41','2015-01-27 20:02:41','','ballast water','','inherit','open','open','','ballast-water','','','2015-12-07 19:55:34','2015-12-07 19:55:34','',1216,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/ballast-water.jpg',0,'attachment','image/jpeg',0,0),(386,1,'2015-01-27 20:02:43','2015-01-27 20:02:43','','belgian-port_opt','','inherit','open','open','','belgian-port_opt','','','2015-01-27 20:02:43','2015-01-27 20:02:43','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/belgian-port_opt.jpg',0,'attachment','image/jpeg',0,0),(387,1,'2015-01-27 20:02:46','2015-01-27 20:02:46','','BIMCO_House_PressPhoto_opt-2','','inherit','open','open','','bimco_house_pressphoto_opt-2-2','','','2015-01-27 20:02:46','2015-01-27 20:02:46','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/BIMCO_House_PressPhoto_opt-21.jpg',0,'attachment','image/jpeg',0,0),(388,1,'2015-01-27 20:02:48','2015-01-27 20:02:48','','Containers_opt','','inherit','open','open','','containers_opt-2','','','2015-01-27 20:02:48','2015-01-27 20:02:48','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Containers_opt1.jpg',0,'attachment','image/jpeg',0,0),(389,1,'2015-01-27 20:02:49','2015-01-27 20:02:49','','EUNAVFOR_opt','','inherit','open','open','','eunavfor_opt-2','','','2015-01-27 20:02:49','2015-01-27 20:02:49','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/EUNAVFOR_opt1.jpg',0,'attachment','image/jpeg',0,0),(390,1,'2015-01-27 20:02:50','2015-01-27 20:02:50','','Garbage Bags(1)_opt','','inherit','open','open','','garbage-bags1_opt-2','','','2015-01-27 20:02:50','2015-01-27 20:02:50','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Garbage-Bags1_opt1.jpg',0,'attachment','image/jpeg',0,0),(391,1,'2015-01-27 20:02:54','2015-01-27 20:02:54','','Greek_tanker_ship_opt','','inherit','open','open','','greek_tanker_ship_opt-2','','','2015-01-27 20:02:54','2015-01-27 20:02:54','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Greek_tanker_ship_opt1.png',0,'attachment','image/png',0,0),(392,1,'2015-01-27 20:02:56','2015-01-27 20:02:56','','Hyundai Heavy Industries Completes the World’s Largest Containership_opt','','inherit','open','open','','hyundai-heavy-industries-completes-the-worlds-largest-containership_opt','','','2015-01-27 20:02:56','2015-01-27 20:02:56','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Hyundai-Heavy-Industries-Completes-the-World’s-Largest-Containership_opt.jpg',0,'attachment','image/jpeg',0,0),(393,1,'2015-01-27 20:02:58','2015-01-27 20:02:58','','IMO_opt','','inherit','open','open','','imo_opt-2','','','2015-01-27 20:02:58','2015-01-27 20:02:58','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/IMO_opt1.jpg',0,'attachment','image/jpeg',0,0),(394,1,'2015-01-27 20:03:00','2015-01-27 20:03:00','','LOADLINE','','inherit','open','open','','loadline','','','2015-01-27 20:03:00','2015-01-27 20:03:00','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/LOADLINE.jpg',0,'attachment','image/jpeg',0,0),(395,1,'2015-01-27 20:03:00','2015-01-27 20:03:00','','Oil_Rig_In_The_Arabian_Sea_opt','','inherit','open','open','','oil_rig_in_the_arabian_sea_opt-2','','','2015-01-27 20:03:00','2015-01-27 20:03:00','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Oil_Rig_In_The_Arabian_Sea_opt1.jpg',0,'attachment','image/jpeg',0,0),(396,1,'2015-01-27 20:03:02','2015-01-27 20:03:02','','Stena-Carron_opt','','inherit','open','open','','stena-carron_opt-2','','','2015-01-27 20:03:02','2015-01-27 20:03:02','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Stena-Carron_opt1.jpg',0,'attachment','image/jpeg',0,0),(397,1,'2015-01-27 20:03:03','2015-01-27 20:03:03','','USCG_opt','','inherit','open','open','','uscg_opt-2','','','2015-01-27 20:03:03','2015-01-27 20:03:03','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/USCG_opt1.jpg',0,'attachment','image/jpeg',0,0),(398,1,'2015-01-27 20:07:53','2015-01-27 20:07:53','','120730-n-po203-076-1-','','inherit','open','open','','120730-n-po203-076-1','','','2015-01-28 06:35:09','2015-01-28 06:35:09','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/USS.jpg',0,'attachment','image/jpeg',0,0),(399,1,'2015-01-28 06:20:59','2015-01-28 06:20:59','','Container_opt','','inherit','open','open','','container_opt','','','2015-01-28 06:20:59','2015-01-28 06:20:59','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Container_opt.jpg',0,'attachment','image/jpeg',0,0),(400,1,'2015-01-28 06:25:30','2015-01-28 06:25:30','','Windermere_vessel_opt','','inherit','open','open','','windermere_vessel_opt','','','2015-01-28 06:25:30','2015-01-28 06:25:30','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Windermere_vessel_opt.jpg',0,'attachment','image/jpeg',0,0),(401,1,'2015-01-28 06:28:10','2015-01-28 06:28:10','','homepage-banner-asp_opt','','inherit','open','open','','homepage-banner-asp_opt','','','2015-01-28 06:28:10','2015-01-28 06:28:10','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/homepage-banner-asp_opt.gif',0,'attachment','image/gif',0,0),(402,1,'2015-01-28 06:29:21','2015-01-28 06:29:21','','Hyundai Heavy Industries Completes the World’s Largest Containership_opt','','inherit','open','open','','hyundai-heavy-industries-completes-the-worlds-largest-containership_opt-2','','','2015-01-28 06:29:21','2015-01-28 06:29:21','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Hyundai-Heavy-Industries-Completes-the-World’s-Largest-Containership_opt1.jpg',0,'attachment','image/jpeg',0,0),(403,1,'2015-01-28 06:33:03','2015-01-28 06:33:03','','Seaspan Ferry','','inherit','open','open','','seaspan-ferry','','','2015-01-28 06:33:03','2015-01-28 06:33:03','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/197-Seaspan-fwd-stbd_0_opt2.jpg',0,'attachment','image/jpeg',0,0),(404,3,'2015-01-28 06:56:01','2015-01-28 06:56:01','Maersk McKinney Moller – Maersk Line’s iconic Triple E created a record of sailing with the record load of 18,168 TEU from the port of Algeciras, Spain. The ship is now en route to Tanjung Pelepas in Malaysia.\r\n\r\nWith this, Maersk McKinney Moller becomes the first vessel to have sailed with over 18,000 TEUs and breaks the previous record set by Mary Maersk that also sailed from Algeciras with 17,603 TEU.\r\n\r\nNiels Vestergaard Pedersen, Captain of Maersk McKinney Moller commented, “Personally I am both very proud, and humbled, to be the Captain of the iconic Maersk Mc-Kinney Moller, and to be the first vessel to cross the 18,000 TEU limit. All crew members have shared their excitement with cameras, questions, and of course a lot of planning and calculations.” Stowage on a Triple-E can prove to be an exciting challenge and Maersk McKinney Moller loaded the 11th tier as it crossed the 18,000 TEU mark. “It is not an easy task to fill up a vessel like this. It is difficult to make a record like this, with a few people pushing, and many highlighting the risks. It is 100% team work all over the line, and a lot of planning and thoughts had been done” adds Captain Niels Vestergaard Pedersen.\r\n\r\nA Triple-E vessel loaded to full capacity would invariably mean positive environmental impact. The Triple-E can transport 2,500 more containers than Maersk’s E-class ships – while using 20 percent less fuel and cutting CO2 emissions by 20 percent, thereby making it more energy efficient as a choice.\r\n\r\nMaersk McKinney Moller is iconic as it was the first of the Maersk Triple-E vessels and has been named after Maersk Mc-Kinney Moller (1913-2012), the global shipping leader and the son of A.P. Moller, founder of Maersk Group.\r\n\r\n<strong>Source: mearsklinesocial.com</strong>','Maersk McKinney Moller crosses 18,000 TEU containers: Sets the world record','','publish','open','open','','maersk-mckinney-moller-crosses-18000-teu-containers-sets-the-world-record','','','2015-01-28 09:22:51','2015-01-28 09:22:51','',0,'http://myseatime.com/blogadm/?p=404',0,'post','',0,39),(405,1,'2015-01-28 06:50:08','2015-01-28 06:50:08','','Mearsk_opt','','inherit','open','open','','mearsk_opt-2','','','2015-01-28 06:50:08','2015-01-28 06:50:08','',404,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Mearsk_opt.jpg',0,'attachment','image/jpeg',0,0),(406,1,'2015-01-28 06:56:01','2015-01-28 06:56:01','Maersk McKinney Moller – Maersk Line’s iconic Triple E created a record of sailing with the record load of 18,168 TEU from the port of Algeciras, Spain. The ship is now en route to Tanjung Pelepas in Malaysia.\r\n\r\nWith this, Maersk McKinney Moller becomes the first vessel to have sailed with over 18,000 TEUs and breaks the previous record set by Mary Maersk that also sailed from Algeciras with 17,603 TEU.\r\n\r\nNiels Vestergaard Pedersen, Captain of Maersk McKinney Moller commented, “Personally I am both very proud, and humbled, to be the Captain of the iconic Maersk Mc-Kinney Moller, and to be the first vessel to cross the 18,000 TEU limit. All crew members have shared their excitement with cameras, questions, and of course a lot of planning and calculations.” Stowage on a Triple-E can prove to be an exciting challenge and Maersk McKinney Moller loaded the 11th tier as it crossed the 18,000 TEU mark. “It is not an easy task to fill up a vessel like this. It is difficult to make a record like this, with a few people pushing, and many highlighting the risks. It is 100% team work all over the line, and a lot of planning and thoughts had been done” adds Captain Niels Vestergaard Pedersen.\r\n\r\nA Triple-E vessel loaded to full capacity would invariably mean positive environmental impact. The Triple-E can transport 2,500 more containers than Maersk’s E-class ships – while using 20 percent less fuel and cutting CO2 emissions by 20 percent, thereby making it more energy efficient as a choice.\r\n\r\nMaersk McKinney Moller is iconic as it was the first of the Maersk Triple-E vessels and has been named after Maersk Mc-Kinney Moller (1913-2012), the global shipping leader and the son of A.P. Moller, founder of Maersk Group.\r\n\r\n<strong>Source: mearsklinesocial.com</strong>','Maersk McKinney Moller crosses 18,000 TEU containers: Sets the world record','','inherit','open','open','','404-revision-v1','','','2015-01-28 06:56:01','2015-01-28 06:56:01','',404,'http://myseatime.com/blogadm/404-revision-v1/',0,'revision','',0,0),(407,1,'2015-01-28 07:14:27','2015-01-28 07:14:27','','LOADLINE','','inherit','open','open','','loadline-2','','','2015-01-28 07:14:27','2015-01-28 07:14:27','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/LOADLINE1.jpg',0,'attachment','image/jpeg',0,0),(408,1,'2015-01-28 08:42:43','2015-01-28 08:42:43','','shipper consignee','','inherit','open','open','','shipper-consignee','','','2015-01-28 08:42:43','2015-01-28 08:42:43','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/shipper-consignee.jpg',0,'attachment','image/jpeg',0,0),(409,1,'2015-01-28 09:12:19','2015-01-28 09:12:19','','bill of lading','','inherit','open','open','','bill-of-lading','','','2015-01-28 09:12:19','2015-01-28 09:12:19','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/bill-of-lading.jpg',0,'attachment','image/jpeg',0,0),(410,1,'2015-01-28 09:15:47','2015-01-28 09:15:47','','ENOA, USCG','','inherit','open','open','','office_of_cbp_air_and_marine_helicopter_and_boats','','','2015-01-28 09:17:31','2015-01-28 09:17:31','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Office_of_CBP_Air_and_Marine_helicopter_and_boats.jpg',0,'attachment','image/jpeg',0,0),(411,2,'2015-01-28 09:18:41','2015-01-28 09:18:41','ENOA/D stands for “electronic Notice of arrival and Departure”. Both US coast guard (USCG) and “Custom &amp; boarder protection (CBP)” require the vessels to notify them of their arrivals and departure from the US ports. ENOA/D fulfils the Arrival and departure requirements of both USCG as well as CBP.\r\n\r\n<a title=\"By U.S. Coast Guard photo by Public Affairs Specialist 3rd Class Kelly Newlin [Public domain], via Wikimedia Commons\" href=\"https://commons.wikimedia.org/wiki/File%3AUSCG_defender_class_NY_harbor.jpg\"><img src=\"https://upload.wikimedia.org/wikipedia/commons/thumb/4/42/USCG_defender_class_NY_harbor.jpg/1024px-USCG_defender_class_NY_harbor.jpg\" alt=\"USCG defender class NY harbor\" width=\"800\" /></a>\r\n\r\n<b>Who is required to submit eNOAD</b>\r\n\r\nAs per 33 CFR 160.212(3)\r\n<blockquote><em>Except as set out in paragraph (a)(2) of section 160.212 of 33 CFR, all vessels scheduled to arrive at any U.S. port or any port in a U.S. territory, must submit electronic Notification of Arrival/Departure (e-NOA/Ds)</em></blockquote>\r\n<b>What all reports are to be sent</b>\r\n\r\nFirst Arrival notice is to sent before entry into the first US port of the voyage. Subsequently Arrival notice is to be sent before each arrival to the US port. The Departure report is to be sent for last port in US. So if vessel is arriving from a foreign port to US, arrival notice is to be sent every time for each US port but the departure report is to be sent only for the last US port before finally leaving US port for a port outside US.\r\n\r\n<b>How these reports are to be sent</b>\r\n\r\nThere are three ways of submitting these reports\r\n<ol>\r\n	<li>Through the internet, if you have internet onboard. This can be submitted by visiting <a href=\"https://enoad.nvmc.uscg.gov\">https://enoad.nvmc.uscg.gov</a>.</li>\r\n	<li>Through the Microsoft infopath which is usually integrated by your onboard email provider such as amosconnect.</li>\r\n	<li>Through an agent.</li>\r\n</ol>\r\nIn case you are sending it by second option, you must ensure that you have latest version of  eNOAD infopath by enquiring from IT department of your company.\r\n\r\n<b>Arrival Notice</b>\r\n\r\nArrival notice is to be sent for each US port. Below table gives when arrival notice is required to be sent. It is always wise to send the notices well in time to allow time for last minute hiccups.\r\n\r\n<b>Departure Notice</b>\r\n\r\nDeparture notice is to be sent minimum 60 minutes before departing last US port but it is always wise to send the Departure notice after berthing at last US port. If there is a crew change on the last US port , People sometimes wait for sending the departure notice until the sign on crew boards the vessel. This may not be a wise thing to do as crew might board just few minutes before the departure and then the vessel may not comply with the departure notice requirement.\r\n\r\nThere can be number of ways to handle this situation but I preferred sending the departure notice with present crew onboard and then sending the update to the departure notice, once the sign on crew boards the vessel.\r\n\r\nAnother point here is that 60 minutes time is taken from the time pilot boards your vessel and this time is communicated by the pilot and not the vessel. Pilots in USA usually arrive few minutes to few hours before their expected time, so it is very important to send the departure notice well in advance.\r\n\r\n<b>Update to the Arrival or Departure Notice</b>\r\n\r\nUpdate to the notice is to sent if there is any change in data sent in the initial arrival or departure notice including if the ETA (in case of arrival notice) changes to more than 6 hours.  As discussed before, for Departure notice, update may need to be sent if there was a crew change after the initial Departure Notice is sent.\r\n\r\nHowever if your port of arrival has changed, updating the eNOA with new port of Arrival will NOT work. Each arrival and Departure notice is for that particular port only. If the arrival port is changed, a New eNOA with updated arrival port need to be sent and previous notice need to be cancelled by calling agent or NVMC phone number.\r\n\r\nThere are Few common mistakes which ship staff could make when sending eNOA.\r\n\r\n<b>Errors in crew manifest in eNOAD</b>: The important thing here is that crew names has to be as per their US Visa and not as per their passport. Other common typo errors include that in Passport numbers and date of birth. CBP can issue penalties of USD 5000 in case any such errors are spotted in the eNOAD from the vessel. Crew details should be checked multiple times before submitting the eNOA.\r\n\r\n<b>Confusion for Port of Arrival: </b>Different USCG COTP interpret the “Port of Arrival” differently. Some consider it to be the designated anchorage of the port and other consider it to be the particular berth that vessel is arriving. The vessels ETA can vary drastically for both interpretation of port of arrival. Master or person responsible for sending eNOAD must clarify same in advance with the agent of the port.\r\n\r\n<b>Filling some information thinking you know this: </b>\r\n\r\n<b></b>While filling up eNOA, it is always advisable to confirm Arrival port information (like City, state, Arrival port, Arrival place, Anchorage &amp; receiving facility) and 24 Hour point of contact information from your agent, even if you think you know this.\r\n\r\n<b>Important point of contacts regarding eNOA</b>\r\n\r\nemail for sending eNOAD through infopath:  <a href=\"mailto:enoad@nvmc.uscg.gov\">enoad@nvmc.uscg.gov</a>\r\n\r\nWebsite for online submission of eNOAD: <a href=\"http://www.nvmc.uscg.gov\">http://www.nvmc.uscg.gov</a>\r\n\r\nGeneral questions regarding eNOAD :\r\n\r\nemail:  <a href=\"mailto:sans@nvmc.uscg.gov\">sans@nvmc.uscg.gov</a> Phone: (800)-708-9823 or (304)-264-2502   Fax: (800)-547-8724 or (304)-264-2684','Ensuring compliance with ENOA/D for vessel trading in US waters','','publish','open','open','','ensuring-compliance-with-enoad-for-vessel-trading-in-us-waters-2','','','2016-01-06 20:15:49','2016-01-06 20:15:49','',0,'http://myseatime.com/blogadm/?p=411',0,'post','',0,108),(412,1,'2015-01-28 09:18:41','2015-01-28 09:18:41','ENOA/D stands for “electronic Notice of arrival and Departure”. Both US coast guard (USCG) and “Custom &amp; boarder protection (CBP)” require the vessels to notify them of their arrivals and departure from the US ports. ENOA/D fulfils the Arrival and departure requirements of both USCG as well as CBP.\r\n\r\n<b>Who is required to submit eNOAD</b>\r\n\r\nAs per 33 CFR 160.212(3)\r\n\r\n<em>“Except as set out in paragraph (a)(2) of section 160.212 of 33 CFR, all vessels scheduled to arrive at any U.S. port or any port in a U.S. territory, must submit electronic Notification of Arrival/Departure (e-NOA/Ds)”</em>\r\n\r\n<b>What all reports are to be sent</b>\r\n\r\nFirst Arrival notice is to sent before entry into the first US port of the voyage. Subsequently Arrival notice is to be sent before each arrival to the US port. The Departure report is to be sent for last port in US. So if vessel is arriving from a foreign port to US, arrival notice is to be sent every time for each US port but the departure report is to be sent only for the last US port before finally leaving US port for a port outside US.\r\n\r\n<b>How these reports are to be sent</b>\r\n\r\nThere are three ways of submitting these reports\r\n\r\nThrough the internet, if you have internet onboard. This can be submitted by visiting <a href=\"https://enoad.nvmc.uscg.gov\">https://enoad.nvmc.uscg.gov</a>.\r\n\r\nThrough the Microsoft infopath which is usually integrated by your onboard email provider such as amosconnect.\r\n\r\nThrough an agent.\r\n\r\nIn case you are sending it by second option, you must ensure that you have latest version of  eNOAD infopath by enquiring from IT department of your company.\r\n\r\n<b>Arrival Notice</b>\r\n\r\nArrival notice is to be sent for each US port. Below table gives when arrival notice is required to be sent.\r\n\r\n<a href=\"http://myseatime.illuminz.com/blog/wp-content/uploads/2015/01/eNOA.jpg\"><img class=\"aligncenter size-full wp-image-373\" src=\"http://myseatime.illuminz.com/blog/wp-content/uploads/2015/01/eNOA.jpg\" alt=\"eNOA\" width=\"750\" height=\"510\" /></a>\r\n\r\nIt is always wise to send the notices well in time to allow time for last minute hiccups.\r\n\r\n<b>Departure Notice</b>\r\n\r\nDeparture notice is to be sent minimum 60 minutes before departing last US port but it is always wise to send the Departure notice after berthing at last US port. If there is a crew change on the last US port , People sometimes wait for sending the departure notice until the sign on crew boards the vessel. This may not be a wise thing to do as crew might board just few minutes before the departure and then the vessel may not comply with the departure notice requirement.\r\n\r\nThere can be number of ways to handle this situation but I preferred sending the departure notice with present crew onboard and then sending the update to the departure notice, once the sign on crew boards the vessel.\r\n\r\nAnother point here is that 60 minutes time is taken from the time pilot boards your vessel and this time is communicated by the pilot and not the vessel. Pilots in USA usually arrive few minutes to few hours before their expected time, so it is very important to send the departure notice well in advance.\r\n\r\n<b>Update to the Arrival or Departure Notice</b>\r\n\r\nUpdate to the notice is to sent if there is any change in data sent in the initial arrival or departure notice including if the ETA (in case of arrival notice) changes to more than 6 hours.  As discussed before, for Departure notice, update may need to be sent if there was a crew change after the initial Departure Notice is sent.\r\n\r\nHowever if your port of arrival has changed, updating the eNOA with new port of Arrival will NOT work. Each arrival and Departure notice is for that particular port only. If the arrival port is changed, a New eNOA with updated arrival port need to be sent and previous notice need to be cancelled by calling agent or NVMC phone number.\r\n\r\nThere are Few common mistakes which ship staff could make when sending eNOA.\r\n\r\n<b>Errors in crew manifest in eNOAD</b>: The important thing here is that crew names has to be as per their US Visa and not as per their passport. Other common typo errors include that in Passport numbers and date of birth. CBP can issue penalties of USD 5000 in case any such errors are spotted in the eNOAD from the vessel. Crew details should be checked multiple times before submitting the eNOA.\r\n\r\n<b>Confusion for Port of Arrival: </b>Different USCG COTP interpret the “Port of Arrival” differently. Some consider it to be the designated anchorage of the port and other consider it to be the particular berth that vessel is arriving. The vessels ETA can vary drastically for both interpretation of port of arrival. Master or person responsible for sending eNOAD must clarify same in advance with the agent of the port.\r\n\r\n<b>Filling some information thinking you know this: </b>\r\n\r\n<b></b>While filling up eNOA, it is always advisable to confirm Arrival port information (like City, state, Arrival port, Arrival place, Anchorage &amp; receiving facility) and 24 Hour point of contact information from your agent, even if you think you know this.\r\n\r\n<b>Important point of contacts regarding eNOA</b>\r\n\r\nemail for sending eNOAD through infopath:  <a href=\"mailto:enoad@nvmc.uscg.gov\">enoad@nvmc.uscg.gov</a>\r\n\r\nWebsite for online submission of eNOAD: <a href=\"http://www.nvmc.uscg.gov\">http://www.nvmc.uscg.gov</a>\r\n\r\nGeneral questions regarding eNOAD :\r\n\r\nemail:  <a href=\"mailto:sans@nvmc.uscg.gov\">sans@nvmc.uscg.gov</a>                                                                                                                  Phone: (800)-708-9823 or (304)-264-2502                                                                                                  Fax: (800)-547-8724 or (304)-264-2684\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Ensuring compliance with ENOA/D for vessel trading in US waters','','inherit','open','open','','411-revision-v1','','','2015-01-28 09:18:41','2015-01-28 09:18:41','',411,'http://myseatime.com/blogadm/411-revision-v1/',0,'revision','',0,0),(413,2,'2015-01-28 09:21:47','2015-01-28 09:21:47','Before we come to ODMCS tests, it is better to first do a recap on the requirements of ODMCS. ODMCS (Oil discharge monitoring control system), sometimes also called ODME (Oil discharge monitoring equipment) is an equipment required under Marpol Annex 1 and is required to monitor discharge of oily mixture from cargo tanks of oil tankers.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/ODME-oil-discharge-monitoring.jpg\"><img class=\"aligncenter size-full wp-image-1189\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/ODME-oil-discharge-monitoring.jpg\" alt=\"ODME oil discharge \" width=\"800\" height=\"509\" /></a>\r\n\r\nThe Marpol requires following for discharging oily Mixture\r\n<ol>\r\n	<li>The tanker should not be in special area</li>\r\n	<li>The tanker should be Enroute</li>\r\n	<li>The tanker must be more than 50 Nautical miles from the nearest land</li>\r\n	<li>The instantaneous rate of discharge should not exceed 30 litres per Nautical mile</li>\r\n	<li>The total quantity of oil discharged should not exceed 1/30000 of the total quantity of cargo of which the residues formed a part.</li>\r\n	<li>The tanker must have an approved ODMCS and it should be operational</li>\r\n</ol>\r\nODMCS is installed to ensure compliance with the requirements no 4 and 5 and so the testing of ODMCS should be based upon to find if\r\n<ol>\r\n	<li>The ODMCS would actually stop if “instantaneous rate of discharge” exceeds 30 litres per nautical mile.</li>\r\n	<li>The ODMCS should stop when total oil discharged has reached the allowed limits as per point 5 above.</li>\r\n</ol>\r\nIt is general practice among many seafarers to test the ODMCS for only IRD, but as I have pointed out, the regulation require the ODMCS to stop when total oil discharged limit exceeds and thus this is an equally important test too.\r\n\r\n<b>Test for Instantaneous rate of Discharge</b>\r\n\r\nThe formula for IRD is\r\n<blockquote>IRD (in litres/Nautical mile)=  Oil content(ppm) x Flow rate (m3/hr) / Speed (Knots) x 1000</blockquote>\r\nFor ODMCS discharge valve to open, the IRD should be less than 30 L/NM and we just play with oil content, flow rate and speed (enter these values manually) to get the IRD to say 29.8 L/NM and discharge valve should open. We then increase the oil content a bit to make the IRD 30.1 L/NM to see if the discharge valve closes. Pretty simple. However this is just the simulation test which just tells us that the computing unit of ODMCS is working alright.\r\n\r\nIt does not tell us if in actual operation the oil content meter and flow meter will give correct reading of oil content and sample flow respectively. For this reason, the oil majors require the annual calibration of oil content meter and flow meter by an external competent company. Master and ship staff should ensure that such annual test has been carried out and certificate is available onboard.\r\n\r\nIt is also important in actual operation of ODMCS that sample is drawn from the discharge line and fed to oil content meter so that it can measure the oil content in the oily water. This sample is drawn and circulated through oil content meter by Sample pump. This makes the sample pump extremely important for the functioning of ODMCS and hence sample pump should be checked monthly for its free movement by rotating with hand\r\n\r\n<b>Test for Total quantity Discharged </b>\r\n\r\nFirst of all let us understand the rationale behind this requirement. The first requirement was that while the ship is moving, you can discharge 30 litres of oil contained in the oily water provided this 30 litre is spread over one nautical mile. If the second requirement is not there, one could keep on diluting the oily mixture to make sure IRD is always less than 30 L/NM and pump out entire tank content. This requirement limits the total oil that a ship can discharge irrespective of complying with the first requirement.\r\n\r\nSo if the vessel was carrying 45000 m3 of oil cargo and oily mixture are formed from washing or ballasting these tanks, the total oil that can be discharge through ODMCS is 45000/30000 which is 1.5 m3 or 1500 Ltrs. This figure need to be entered in the ODMCS  before actual run of ODMCS.\r\n\r\nNow how to test if after achieving this limit the ODMCS will shut the discharge valve and open re-circulation valve. Test is again pretty simple, set a lower value and run the ODMCS in simulation mode with IRD say around 29 L/NM. You would see the Total oil discharged reading go up. When you reach the set value of total oil discharged, the ODMCS should shut the discharge valve.\r\n\r\nEven though there may be some other small tests like power failure test etc. Checking and testing the ODMCS and associated components as mentioned above would most likely ensure that your ODMCS would be ready when you require it.','How confident are you about your ODMCS ?','','publish','open','open','','does-your-odmcs-tests-really-confirm-it-to-be-in-perfect-shape-and-would-it-work-when-required','','','2016-01-06 08:54:12','2016-01-06 08:54:12','',0,'http://myseatime.com/blogadm/?p=413',0,'post','',0,347),(414,1,'2015-01-28 09:21:47','2015-01-28 09:21:47','Before we come to ODMCS tests, it is better to first do a recap on the requirements of ODMCS.\r\n\r\nODMCS (Oil discharge monitoring control system), sometimes also called ODME (Oil discharge monitoring equipment) is an equipment required under Marpol Annex 1 and is required to monitor discharge of oily mixture from cargo tanks of oil tankers.\r\n\r\nThe Marpol requires following for discharging oily Mixture\r\n\r\n*The tanker should not be in special area\r\n\r\n*The tanker should be Enroute\r\n\r\n*The tanker must be more than 50 Nautical miles from the nearest land\r\n\r\n*The instantaneous rate of discharge should not exceed 30 litres per Nautical mile\r\n\r\n*The total quantity of oil discharged should not exceed 1/30000 of the total quantity of cargo of which the residues formed a part.\r\n\r\n*The tanker must have an approved ODMCS and it should be operational\r\n\r\nODMCS is installed to ensure compliance with the requirements no 4 and 5 and so the testing of ODMCS should be based upon to find if\r\n\r\n*The ODMCS would actually stop if “instantaneous rate of discharge” exceeds 30 litres per nautical mile.\r\n\r\n*The ODMCS should stop when total oil discharged has reached the allowed limits as per point 5 above.\r\n\r\nIt is general practice among many seafarers to test the ODMCS for only IRD, but as I have pointed out, the regulation require the ODMCS to stop when total oil discharged limit exceeds and thus this is an equally important test too.\r\n\r\n<b>Test for Instantaneous rate of Discharge</b>\r\n\r\nThe formula for IRD is\r\n\r\nIRD (in litres/Nautical mile)=  Oil content(ppm) x Flow rate (m3/hr) / Speed (Knots) x 1000\r\n\r\nFor ODMCS discharge valve to open, the IRD should be less than 30 L/NM and we just play with oil content, flow rate and speed (enter these values manually) to get the IRD to say 29.8 L/NM and discharge valve should open. We then increase the oil content a bit to make the IRD 30.1 L/NM to see if the discharge valve closes. Pretty simple. However this is just the simulation test which just tells us that the computing unit of ODMCS is working alright.\r\n\r\nIt does not tell us if in actual operation the oil content meter and flow meter will give correct reading of oil content and sample flow respectively. For this reason, the oil majors require the annual calibration of oil content meter and flow meter by an external competent company. Master and ship staff should ensure that such annual test has been carried out and certificate is available onboard.\r\n\r\nIt is also important in actual operation of ODMCS that sample is drawn from the discharge line and fed to oil content meter so that it can measure the oil content in the oily water. This sample is drawn and circulated through oil content meter by Sample pump. This makes the sample pump extremely important for the functioning of ODMCS and hence sample pump should be checked monthly for its free movement by rotating with hand\r\n\r\n<b>Test for Total quantity Discharged </b>\r\n\r\nFirst of all let us understand the rationale behind this requirement. The first requirement was that while the ship is moving, you can discharge 30 litres of oil contained in the oily water provided this 30 litre is spread over one nautical mile. If the second requirement is not there, one could keep on diluting the oily mixture to make sure IRD is always less than 30 L/NM and pump out entire tank content. This requirement limits the total oil that a ship can discharge irrespective of complying with the first requirement.\r\n\r\nSo if the vessel was carrying 45000 m3 of oil cargo and oily mixture are formed from washing or ballasting these tanks, the total oil that can be discharge through ODMCS is 45000/30000 which is 1.5 m3 or 1500 Ltrs. This figure need to be entered in the ODMCS  before actual run of ODMCS.\r\n\r\nNow how to test if after achieving this limit the ODMCS will shut the discharge valve and open re-circulation valve.\r\n\r\nTest is again pretty simple, set a lower value and run the ODMCS in simulation mode with IRD say around 29 L/NM. You would see the Total oil discharged reading go up. When you reach the set value of total oil discharged, the ODMCS should shut the discharge valve.\r\n\r\nEven there may be some other small tests like power failure test etc. Checking and testing the ODMCS and associated components as mentioned above would most likely ensure that your ODMCS would be ready when you require it.','Does your ODMCS tests really confirm it to be in perfect shape and would it work when required ?','','inherit','open','open','','413-revision-v1','','','2015-01-28 09:21:47','2015-01-28 09:21:47','',413,'http://myseatime.com/blogadm/413-revision-v1/',0,'revision','',0,0),(415,1,'2015-01-29 13:11:46','2015-01-29 13:11:46','<p>If you have questions or concerns regarding this statement, please <a href=\"http://myseatime.com/contactus\">contact us.</a> </p>\r\n							<p>Please read the following privacy policy so you understand how we use the personal information we ask you to submit. As we update and expand our services, this policy may change, so please refer back to it periodically. If you use any of our services, you agree to these terms.</p>\r\n							<p><strong>Collection and Use of Information. </strong>When you register on www.myseatime.com, you are required to submit your personal information, including but not limited to your name, phone number, and email address. We use this information to process your requests, to communicate with you about the status of your requests, and to review and improve the service we provide to you. We may also use your email address to send you information about your account, such as newsletters to which you are subscribed during registration, as well as messages about any jobs alerts,  surveys, account updates, services that may be of interest to you, or administrative messages regarding your account. You can manage your email list options under your account user settings.</p>\r\n							<p>Myseatime.com does not rent, sell, or share personal information about you with third parties, except as otherwise disclosed in this policy, or under the following circumstances:</p>\r\n							<p>We disclose information: </p>\r\n							<ul>\r\n								<li>To companies and individuals we employ to perform services on our behalf</li>\r\n								<li>If legally required to do so</li>\r\n								<li>To protect the rights or property of the Beyond Network or our affiliated companies</li>\r\n								<li>To protect the personal safety of users or the general public</li>\r\n							</ul>\r\n							<p>In order to serve you better and more efficiently, we may also share anonymous aggregated information about users with our partners and other third parties.</p>\r\n							<p>We collect information from our users at several different points on the Site. When you first register with us, we ask for your email address. At this time, we may subscribe you to various email publications. You can unsubscribe from any or all publications at any time. </p>\r\n							<p>You should be aware that any personal information (such as email address or resumes), which you voluntarily display or distribute on the this website and on the Internet can be collected and used by others, no different than posting this information in a newspaper. This may result in your receiving unsolicited messages from third parties for which myseatime.com is not responsible and has no ability to affect. If you click on a third party job posting and provide that party with your personal information, we have no responsibility or control over that information.</p>\r\n							<p><strong>Viewing and Updating Your Information on the Network. </strong>You always have complete access to the information you have provided on this website. You can make changes to this information to update your account anytime. </p>\r\n							<p><strong>Cookies. </strong>Cookies are small pieces of data that are sent to your browser from a Web server and stored on your hard drive and/or your mobile device. In general, we use cookies and similar technologies to help us better serve you and improve your experience on our Site. As you browse our website, cookies may be placed on your computer\'s hard drive and/or your mobile device which may allow us to collect information, such as your internet protocol address and mobile device identifier. Cookies allow us to track your account so you don\'t need to retype the information each time you visit our Site. Cookies also allow us to provide certain services and features to you. You may refuse cookies in your browser, but doing so may result in certain services and features not functioning properly. </p>\r\n							<p>We may use third-party advertising companies to serve ads and/or collect certain information when you visit our Site. These advertisers may also serve cookies when you click on advertisements on the Site, or use pixel tags, web beacons, or similar technologies to collect non-personally identifiable aggregated information when users visit the Site in order to provide advertisements on our Site, other sites, and other forms of media about goods and services that may be of interest to you. This common practice is known as \"online behavioural advertising\" or \"interest based advertising\". To learn more about this practice or to opt-out of this use of your anonymous information, please visit: <a href=\"http://www.networkadvertising.org/managing/opt_out.asp\">http://www.networkadvertising.org/managing/opt_out.asp</a>. In addition, if you want to prevent a third-party advertiser from collecting data, you may visit each ad network\'s web site individually and opt-out. We do not have access to personal information, if any, gathered by advertisers. </p>\r\n							<p>Notwithstanding anything else in this policy, we or a data provider we have engaged may place or recognise a unique cookie on your browser (including on your mobile device) to enable you to receive customised ads or content, including through online behavioural advertising. These cookies contain no personally identifiable information. The cookies may reflect de-identified demographic or other data linked to data you voluntarily have submitted to us, e.g., your email address that we may share with a data provider solely in hashed, non-human readable form.</p>\r\n							<p><strong>Cached Information. </strong>There may be instances where information you have submitted to myseatime.com is temporarily cached or stored by another site, such as Google.com, even after such information has been removed from this site. These sites are maintained by third parties not controlled by myseatime.com. Accordingly, myseatime.com expressly disclaims any responsibility for the cached information displayed by these third party web sites. </p>\r\n							<p><strong>Recommend a Friend or Colleague. </strong>If a user elects to use our referral service for informing a friend or colleague about our Site, we ask them for the friend\'s name and email address. We will automatically send the friend an email inviting them to visit the Site or review the content selected by a user. We then store this information in our databases. The friend may contact us to request that we remove this information at any time. </p>\r\n							<p><strong>Security and Access. </strong>While we make every effort to ensure that your information is secure on our system, no data transmission over the Internet can be guaranteed to be 100% secure. As a result, we cannot guarantee the security of any information you transmit to us, and you do so at your own risk. </p>\r\n							<p>Users should not post personal information to any site if they are uncomfortable with the security of the site. If you have any questions, please contact us. </p>\r\n							<p><strong>Notification of Changes. </strong>If we decide to change our privacy policy, we will post those changes here so our users are always aware of what information we collect, how we use it, and under what circumstances, if any, we disclose it.</p>\r\n							<p>If at any point you have questions or concerns about myseatime.com\'s privacy policy, please feel free to contact us.</p>','Privacy Policy','','publish','open','open','','privacy-policy','','','2015-01-29 14:08:26','2015-01-29 14:08:26','',0,'http://myseatime.com/blogadm/?page_id=415',0,'page','',0,0),(416,3,'2015-01-28 17:53:32','2015-01-28 17:53:32','As per a report released by Dryad maritime, Gulf of Guinea saw an 18% reduction in maritime crimes incidents compared to year 2013. Out of these incidents only two of the incidents occurred in the 12 Nautical miles from Nigerian coast.\r\n\r\nIn the Horn of Africa, there were only two confirmed attacks on MVs transiting the high risk area (HRA) of the Indian Ocean. This is the lowest level of pirate activity in more than 15 years as per the report.\r\n\r\nSomali piracy has also seen to be decreased drastically mainly because of continued presence of coalition forces and extensive use of best management practices (BMP 4).\r\n\r\nIncidents in South east Asia is different though.  South east Asia has seen 21% increase in reported maritime crime across the region when compared to the figures for2013, which is 214 incidents compared to 177 in previous year, majority of which were reported to be within 150 nautical mile of Singapore. Major concern has been western Singapore Strait, which has seen 80% increase in robberies, attempted robberies and vessel boardings during 2014.\r\n\r\nReport also warns to avoid any complacency that might emerge from this encouraging picture as the year ahead could pose new challenges.\r\n\r\nSource: www.dryadmaritime.com\r\n\r\nImage Credit: un.org','DRYAD Maritime releases Maritime crime figures for 2014','','publish','open','open','','dryad-maritime-releases-maritime-crime-figures-for-2014','','','2015-01-28 17:55:07','2015-01-28 17:55:07','',0,'http://myseatime.com/blogadm/?p=416',0,'post','',0,37),(417,1,'2015-01-28 15:40:29','2015-01-28 15:40:29','As per a report released by Dryad maritime, Gulf of Guinea saw an 18% reduction in maritime crimes incidents compared to year 2013. Out of these incidents only two of the incidents occurred in the 12 Nautical miles','DRYAD Maritime releases Maritime crime figures for 2014','','inherit','open','open','','416-revision-v1','','','2015-01-28 15:40:29','2015-01-28 15:40:29','',416,'http://myseatime.com/blogadm/416-revision-v1/',0,'revision','',0,0),(418,1,'2015-01-28 17:52:02','2015-01-28 17:52:02','As per a report released by Dryad maritime, Gulf of Guinea saw an 18% reduction in maritime crimes incidents compared to year 2013. Out of these incidents only two of the incidents occurred in the 12 Nautical miles from Nigerian coast.\r\n\r\nIn the Horn of Africa, there were only two confirmed attacks on MVs transiting the high risk area (HRA) of the Indian Ocean. This is the lowest level of pirate activity in more than 15 years as per the report.\r\n\r\nSomali piracy has also seen to be decreased drastically mainly because of continued presence of coalition forces and extensive use of best management practices (BMP 4).\r\n\r\nIncidents in South east Asia is different though.  South east Asia has seen 21% increase in reported maritime crime across the region when compared to the figures for2013, which is 214 incidents compared to 177 in previous year, majority of which were reported to be within 150 nautical mile of Singapore. Major concern has been western Singapore Strait, which has seen 80% increase in robberies, attempted robberies and vessel boardings during 2014.\r\n\r\nReport also warns to avoid any complacency that might emerge from this encouraging picture as the year ahead could pose new challenges.\r\n\r\nSource: www.dryadmaritime.com','DRYAD Maritime releases Maritime crime figures for 2014','','inherit','open','open','','416-revision-v1','','','2015-01-28 17:52:02','2015-01-28 17:52:02','',416,'http://myseatime.com/blogadm/416-revision-v1/',0,'revision','',0,0),(419,1,'2015-01-28 17:52:37','2015-01-28 17:52:37','','imo-piracy','','inherit','open','open','','imo-piracy','','','2015-01-28 17:52:37','2015-01-28 17:52:37','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/imo-piracy.jpg',0,'attachment','image/jpeg',0,0),(420,1,'2015-01-28 17:54:12','2015-01-28 17:54:12','As per a report released by Dryad maritime, Gulf of Guinea saw an 18% reduction in maritime crimes incidents compared to year 2013. Out of these incidents only two of the incidents occurred in the 12 Nautical miles from Nigerian coast.\r\n\r\nIn the Horn of Africa, there were only two confirmed attacks on MVs transiting the high risk area (HRA) of the Indian Ocean. This is the lowest level of pirate activity in more than 15 years as per the report.\r\n\r\nSomali piracy has also seen to be decreased drastically mainly because of continued presence of coalition forces and extensive use of best management practices (BMP 4).\r\n\r\nIncidents in South east Asia is different though.  South east Asia has seen 21% increase in reported maritime crime across the region when compared to the figures for2013, which is 214 incidents compared to 177 in previous year, majority of which were reported to be within 150 nautical mile of Singapore. Major concern has been western Singapore Strait, which has seen 80% increase in robberies, attempted robberies and vessel boardings during 2014.\r\n\r\nReport also warns to avoid any complacency that might emerge from this encouraging picture as the year ahead could pose new challenges.\r\n\r\nSource: www.dryadmaritime.com\r\n\r\nImage Credit: un.org','DRYAD Maritime releases Maritime crime figures for 2014','','inherit','open','open','','416-revision-v1','','','2015-01-28 17:54:12','2015-01-28 17:54:12','',416,'http://myseatime.com/blogadm/416-revision-v1/',0,'revision','',0,0),(421,3,'2015-01-28 18:02:55','2015-01-28 18:02:55','Chevron Corporation (NYSE: CVX) today announced its subsidiary, Chevron U.S.A. Inc., will work with BP Exploration and Production Inc. (BP) and ConocoPhillips Company (ConocoPhillips) to explore and appraise 24 jointly-held offshore leases in the northwest portion of Keathley Canyon in the deepwater Gulf of Mexico. Chevron will be the operator.\r\n\r\n\"Chevron has a proven track record for delivering superior results in complex deepwater developments,\" said Jay Johnson, senior vice president, Upstream, Chevron Corporation. \"We will work with our co-owners to evaluate how to develop these leases, along with our recently announced discovery at Guadalupe.\"\r\n\r\nThe transaction encompasses the Tiber and Gila discoveries, and the Gibson exploratory prospect. Chevron recently acquired an interest in Tiber and Gila from BP. Chevron, BP and ConocoPhillips already held interests in the Gibson prospect. The scope of the collaboration between Chevron, BP and ConocoPhillips includes further exploration and appraisal of these leases as well as evaluating the potential of a centralized production facility, which would provide improved capital efficiency, similar to Chevron\'s Jack/St. Malo project. Chevron, BP and ConocoPhillips also plan to work together to achieve efficiencies in schedule, realize cost savings, and optimize the use of human resources.\r\n\r\n\"Chevron has a leading position in the deepwater Gulf of Mexico,\" said Jeff Shellebarger, president, Chevron North America Exploration and Production Company. \"By collaborating across several prospects and discoveries, and incorporating the technologies and experience of the three companies, we expect to develop these fields in the most cost effective way and shorten the time to final investment decision and first production.\"\r\n\r\nThe recently-announced discovery at Guadalupe, located adjacent to Keathley Canyon, could also be developed by utilizing the centralized production facility. Chevron, BP, and Venari, the Guadalupe co-owners, will evaluate this possibility during the upcoming appraisal phase of that discovery.\r\n\r\nPress Release','Chevron Expands its U.S. Gulf of Mexico Leasehold Position','','publish','open','open','','chevron-expands-its-u-s-gulf-of-mexico-leasehold-position','','','2015-01-28 18:19:02','2015-01-28 18:19:02','',0,'http://myseatime.com/blogadm/?p=421',0,'post','',0,48),(422,1,'2015-01-28 18:01:40','2015-01-28 18:01:40','Chevron Corporation (NYSE: CVX) today announced its subsidiary, Chevron U.S.A. Inc., will work with BP Exploration and Production Inc. (BP) and ConocoPhillips Company (ConocoPhillips) to explore and appraise 24 jointly-held offshore leases in the northwest portion of Keathley Canyon in the deepwater Gulf of Mexico. Chevron will be the operator.\r\n\r\n\"Chevron has a proven track record for delivering superior results in complex deepwater developments,\" said Jay Johnson, senior vice president, Upstream, Chevron Corporation. \"We will work with our co-owners to evaluate how to develop these leases, along with our recently announced discovery at Guadalupe.\"\r\n\r\nThe transaction encompasses the Tiber and Gila discoveries, and the Gibson exploratory prospect. Chevron recently acquired an interest in Tiber and Gila from BP. Chevron, BP and ConocoPhillips already held interests in the Gibson prospect. The scope of the collaboration between Chevron, BP and ConocoPhillips includes further exploration and appraisal of these leases as well as evaluating the potential of a centralized production facility, which would provide improved capital efficiency, similar to Chevron\'s Jack/St. Malo project. Chevron, BP and ConocoPhillips also plan to work together to achieve efficiencies in schedule, realize cost savings, and optimize the use of human resources.\r\n\r\n\"Chevron has a leading position in the deepwater Gulf of Mexico,\" said Jeff Shellebarger, president, Chevron North America Exploration and Production Company. \"By collaborating across several prospects and discoveries, and incorporating the technologies and experience of the three companies, we expect to develop these fields in the most cost effective way and shorten the time to final investment decision and first production.\"\r\n\r\nThe recently-announced discovery at Guadalupe, located adjacent to Keathley Canyon, could also be developed by utilizing the centralized production facility. Chevron, BP, and Venari, the Guadalupe co-owners, will evaluate this possibility during the upcoming appraisal phase of that discovery.\r\n\r\nPress Release','Chevron Expands its U.S. Gulf of Mexico Leasehold Position','','inherit','open','open','','421-revision-v1','','','2015-01-28 18:01:40','2015-01-28 18:01:40','',421,'http://myseatime.com/blogadm/421-revision-v1/',0,'revision','',0,0),(423,1,'2015-01-28 18:02:03','2015-01-28 18:02:03','','chevron-gulf-of-mexico-expansion','','inherit','open','open','','chevron-gulf-of-mexico-expansion','','','2015-01-28 18:02:03','2015-01-28 18:02:03','',0,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/chevron-gulf-of-mexico-expansion.jpg',0,'attachment','image/jpeg',0,0),(424,3,'2015-01-28 18:18:40','2015-01-28 18:18:40','The Australian Maritime Safety Authority (AMSA) commenced its Search and Rescue (SAR) Capability Partnership Program this week with counterpart agencies in Sri Lanka, the Maldives and Mauritius.\r\n\r\nThis program is being delivered as part of the Department of Foreign Affairs and Trade’s Government Partnerships for Development program, which provides funds to eligible Australian public sector organisations to support economic growth and poverty alleviation in developing countries in the Indian Ocean, Asia and Pacific Regions.\r\n\r\nAMSA will receive a total of $2.6 million in funding over three years to work in cooperation with the three partner countries and strengthen their national SAR services. The objective is to develop their capability to provide more effective response to maritime and aviation distress situations within their SAR areas and enhance SAR capability in some of the most remote parts of the Indian Ocean region.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said these three countries bordered Australia’s search and rescue region in the Indian Ocean.\r\n\r\n“Search and rescue cooperation in this remote and expansive part of the world is of paramount importance,” he said.\r\n\r\nMr Kinley said AMSA staff will be in Mauritius, the Maldives and Sri Lanka this week to commence the capability development program.\r\n\r\n“This program will include components of training in search and rescue systems, a staff exchange program to Australia, joint exercises and workshops, and development and installation of key search and rescue systems that are tailored to best meet each individual country’s needs,” Mr Kinley said.\r\n\r\n“Technical experts from the International Civil Aviation Authority Organization and the International Maritime Organization will also be involved to ensure that requirements of international standards and conventions are met in line with the Global Maritime Distress Safety System,” he said.\r\n\r\nBy the end of the program in 2017, it is expected that national and regional aviation and maritime search and rescue capability will be strengthened. Partner countries will also have improved cooperation and greater ability to communicate for search and rescue, along with improved systems to conduct timely and effective search and rescue operations across the region.\r\n\r\nImage Credit: visualobsessions.com.au','AMSA leading program to strengthen search and rescue capabilities in Indian Ocean region','','publish','open','open','','amsa-leading-program-to-strengthen-search-and-rescue-capabilities-in-indian-ocean-region','','','2015-02-05 13:51:11','2015-02-05 13:51:11','',0,'http://myseatime.com/blogadm/?p=424',0,'post','',0,39),(425,1,'2015-01-28 18:15:03','2015-01-28 18:15:03','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe Australian Maritime Safety Authority (AMSA) commenced its Search and Rescue (SAR) Capability Partnership Program this week with counterpart agencies in Sri Lanka, the Maldives and Mauritius.\r\n\r\nThis program is being delivered as part of the Department of Foreign Affairs and Trade’s Government Partnerships for Development program, which provides funds to eligible Australian public sector organisations to support economic growth and poverty alleviation in developing countries in the Indian Ocean, Asia and Pacific Regions.\r\n\r\nAMSA will receive a total of $2.6 million in funding over three years to work in cooperation with the three partner countries and strengthen their national SAR services. The objective is to develop their capability to provide more effective response to maritime and aviation distress situations within their SAR areas and enhance SAR capability in some of the most remote parts of the Indian Ocean region.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said these three countries bordered Australia’s search and rescue region in the Indian Ocean.\r\n\r\n“Search and rescue cooperation in this remote and expansive part of the world is of paramount importance,” he said.\r\n\r\nMr Kinley said AMSA staff will be in Mauritius, the Maldives and Sri Lanka this week to commence the capability development program.\r\n\r\n“This program will include components of training in search and rescue systems, a staff exchange program to Australia, joint exercises and workshops, and development and installation of key search and rescue systems that are tailored to best meet each individual country’s needs,” Mr Kinley said.\r\n\r\n“Technical experts from the International Civil Aviation Authority Organization and the International Maritime Organization will also be involved to ensure that requirements of international standards and conventions are met in line with the Global Maritime Distress Safety System,” he said.\r\n\r\nBy the end of the program in 2017, it is expected that national and regional aviation and maritime search and rescue capability will be strengthened. Partner countries will also have improved cooperation and greater ability to communicate for search and rescue, along with improved systems to conduct timely and effective search and rescue operations across the region.\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA leading program to strengthen search and rescue capabilities in Indian Ocean region','','inherit','open','open','','424-revision-v1','','','2015-01-28 18:15:03','2015-01-28 18:15:03','',424,'http://myseatime.com/blogadm/424-revision-v1/',0,'revision','',0,0),(426,1,'2015-01-28 18:18:33','2015-01-28 18:18:33','','AMSA','','inherit','open','open','','amsa','','','2015-01-28 18:18:33','2015-01-28 18:18:33','',424,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/AMSA.jpg',0,'attachment','image/jpeg',0,0),(427,1,'2015-01-28 18:21:06','2015-01-28 18:21:06','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe Australian Maritime Safety Authority (AMSA) commenced its Search and Rescue (SAR) Capability Partnership Program this week with counterpart agencies in Sri Lanka, the Maldives and Mauritius.\r\n\r\nThis program is being delivered as part of the Department of Foreign Affairs and Trade’s Government Partnerships for Development program, which provides funds to eligible Australian public sector organisations to support economic growth and poverty alleviation in developing countries in the Indian Ocean, Asia and Pacific Regions.\r\n\r\nAMSA will receive a total of $2.6 million in funding over three years to work in cooperation with the three partner countries and strengthen their national SAR services. The objective is to develop their capability to provide more effective response to maritime and aviation distress situations within their SAR areas and enhance SAR capability in some of the most remote parts of the Indian Ocean region.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said these three countries bordered Australia’s search and rescue region in the Indian Ocean.\r\n\r\n“Search and rescue cooperation in this remote and expansive part of the world is of paramount importance,” he said.\r\n\r\nMr Kinley said AMSA staff will be in Mauritius, the Maldives and Sri Lanka this week to commence the capability development program.\r\n\r\n“This program will include components of training in search and rescue systems, a staff exchange program to Australia, joint exercises and workshops, and development and installation of key search and rescue systems that are tailored to best meet each individual country’s needs,” Mr Kinley said.\r\n\r\n“Technical experts from the International Civil Aviation Authority Organization and the International Maritime Organization will also be involved to ensure that requirements of international standards and conventions are met in line with the Global Maritime Distress Safety System,” he said.\r\n\r\nBy the end of the program in 2017, it is expected that national and regional aviation and maritime search and rescue capability will be strengthened. Partner countries will also have improved cooperation and greater ability to communicate for search and rescue, along with improved systems to conduct timely and effective search and rescue operations across the region.\r\n\r\nImage Credit: visualobsessions.com.au\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA leading program to strengthen search and rescue capabilities in Indian Ocean region','','inherit','open','open','','424-revision-v1','','','2015-01-28 18:21:06','2015-01-28 18:21:06','',424,'http://myseatime.com/blogadm/424-revision-v1/',0,'revision','',0,0),(428,1,'2015-01-29 08:04:20','2015-01-29 08:04:20','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2014/11/GT.png\"><img class=\"aligncenter size-full wp-image-279\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"605\" height=\"78\" /></a>\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n\r\nMonitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006\r\n\r\nencourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers.\r\n\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2015-01-29 08:04:20','2015-01-29 08:04:20','',278,'http://myseatime.com/blogadm/278-revision-v1/',0,'revision','',0,0),(429,2,'2015-01-29 08:26:39','2015-01-29 08:26:39','There are different criteria on which bill of ladings can be defined and differentiated. Few of these criteria being the “place from where carriers takes the responsibility of the cargo” (Port to port, Multimodal and through bill of ladings) or if the owner of the cargo can sell the cargo before it reaches by transferring the title of the bill of lading (Negotiable and non-negotiable bill of lading)\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/Bill-of-lading.jpg\"><img class=\"aligncenter size-full wp-image-1198\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/Bill-of-lading.jpg\" alt=\"bill of lading\" width=\"800\" height=\"520\" /></a>\r\n\r\n<b>Different types of bill of ladings based upon Negotiable and non Negotiable documents</b>\r\n\r\nThe main difference between the two types is title (ownership) of the one can be transferred to another party while the other is consigned to a named party and hence he/she has to be the final recipient of the cargo as the title of this type of bill of ladings cannot be transferred.\r\n\r\nReaders should not confuse the negotiable and non-negotiable types of bill of ladings with the “negotiable” and “non-negotiable” copies of signed bill of ladings.\r\n\r\n<b>1. Straight bill of lading:  </b>The straight bill of lading is specified to the particular party and the specified party cannot re-assign it to anyone else. The party only has to take the delivery of the cargo and the cargo cannot be sold by transferring the bill of lading to another party’s name.\r\n\r\nQ: Can you think of an example when straight bill of lading can be and will be used?\r\n\r\n<b>2. Order bill of lading</b>\r\n\r\nThis is the bill of lading that one would mostly come across onboard. The bill of lading is to the consignee or to his order. That is the named consignee will be the owner of the cargo or he can order the shipment to be delivered to another party by endorsing the bill of lading to that party.\r\n\r\nAs the title (ownership) of the bill of lading can be transferred, Order bill of lading is negotiable document.\r\n\r\n<b>3. Bearer bill of lading</b>\r\n\r\nThe bearer bill of lading is the one in which the bearer of the bill of lading is the owner of the cargo and their is no consignee named in the bill of lading. This kind of bill of lading is very seldom found as there are huge risks involved in the misuse of this kind of bill of ladings.\r\n\r\nAgain as the title (ownership) of the bill of lading can be transferred, Order bill of lading is negotiable document.\r\n\r\n<b>4. Switch bill of lading</b>\r\n\r\nThis can said to be the duplicate bill of lading for a cargo of which the bill of lading was already issued. Switch bill of lading is generally requested by the consignee from the owner of the vessel when the consignee do not wish to reveal to the new buyer the identity of the shipper of the cargo.\r\n\r\n<strong>Types of Bill of ladings based upon carriers responsibility</strong>\r\n\r\n<strong>1.</strong> <b>Port to port bill of lading (also called Ocean bill of lading)</b>\r\n\r\nIn this kind of bill of ladings, Carriers responsibility starts at port of loading and ends at port of discharge\r\n\r\n<b>2. Multimodal or Combined bill of lading</b>\r\n\r\nThis kind of bill of lading cover more than one mode of transfers (for example, Ocean and rail or Ocean and road) and covers all the mode of transfers. Carrier has the responsibility from place of receipt to place of delivery of the cargo. Carrier can hire/sub contract to carry the cargo in one or more mode of transfers.\r\n\r\n<b>3. Through bill of ladings</b>\r\n\r\nThe main difference between multimodal and through bill of lading is that in through bill of lading there is only one mode of of cargo movement but has different legs, like sea and inland waterways. Whereas in multimodal bill of lading there has to be at least two modes of cargo movement (like sea and land).\r\n\r\nWith respect to carrier’s responsibility, In through bill of lading, carrier is responsible only for their leg of sea transport.\r\n\r\nMany believe there is no difference between the Multimodal and through bill of ladings which is not correct.\r\n\r\n* If you think there is another important bill of lading that has been missed out here, please share in comment section and I would be happy to include that in this blog.','Different types of bill of ladings','','publish','open','open','','different-types-of-bill-go-ladings','','','2015-12-05 04:53:08','2015-12-05 04:53:08','',0,'http://myseatime.com/blogadm/?p=429',0,'post','',0,385),(430,1,'2015-01-29 08:26:39','2015-01-29 08:26:39','There are different criteria on which bill of ladings can be defined and differentiated. Few of these criteria being the “place from where carriers takes the responsibility of the cargo” (Port to port, Multimodal and through bill of ladings) or if the owner of the cargo can sell the cargo before it reaches by transferring the title of the bill of lading (Negotiable and non-negotiable bill of lading)\r\n\r\n<b>Different types of bill of ladings based upon Negotiable and non Negotiable documents</b>\r\n\r\nThe main difference between the two types is title (ownership) of the one can be transferred to another party while the other is consigned to a named party and hence he/she has to be the final recipient of the cargo as the title of this type of bill of ladings cannot be transferred.\r\n\r\nReaders should not confuse the negotiable and non-negotiable types of bill of ladings with the “negotiable” and “non-negotiable” copies of signed bill of ladings.\r\n\r\n<b>1. Straight bill of lading:  </b>The straight bill of lading is specified to the particular party and the specified party cannot re-assign it to anyone else. The party only has to take the delivery of the cargo and the cargo cannot be sold by transferring the bill of lading to another party’s name.\r\n\r\nQ: Can you think of an example when straight bill of lading can be and will be used?\r\n\r\n<b>2. Order bill of lading</b>\r\n\r\nThis is the bill of lading that one would mostly come across onboard. The bill of lading is to the consignee or to his order. That is the named consignee will be the owner of the cargo or he can order the shipment to be delivered to another party by endorsing the bill of lading to that party.\r\n\r\nAs the title (ownership) of the bill of lading can be transferred, Order bill of lading is negotiable document.\r\n\r\n<b>3. Bearer bill of lading</b>\r\n\r\nThe bearer bill of lading is the one in which the bearer of the bill of lading is the owner of the cargo and their is no consignee named in the bill of lading. This kind of bill of lading is very seldom found as there are huge risks involved in the misuse of this kind of bill of ladings.\r\n\r\nAgain as the title (ownership) of the bill of lading can be transferred, Order bill of lading is negotiable document.\r\n\r\n<b>4. Switch bill of lading</b>\r\n\r\nThis can said to be the duplicate bill of lading for a cargo of which the bill of lading was already issued. Switch bill of lading is generally requested by the consignee from the owner of the vessel when the consignee do not wish to reveal to the new buyer the identity of the shipper of the cargo.\r\n\r\n<strong>Types of Bill of ladings based upon carriers responsibility</strong>\r\n\r\n<strong>1.</strong> <b>Port to port bill of lading (also called Ocean bill of lading)</b>\r\n\r\nIn this kind of bill of ladings, Carriers responsibility starts at port of loading and ends at port of discharge\r\n\r\n<b>2. Multimodal or Combined bill of lading</b>\r\n\r\nThis kind of bill of lading cover more than one mode of transfers (for example, Ocean and rail or Ocean and road) and covers all the mode of transfers. Carrier has the responsibility from place of receipt to place of delivery of the cargo. Carrier can hire/sub contract to carry the cargo in one or more mode of transfers.\r\n\r\n<b>3. Through bill of ladings</b>\r\n\r\nThe main difference between multimodal and through bill of lading is that in through bill of lading there is only one mode of of cargo movement but has different legs, like sea and inland waterways. Whereas in multimodal bill of lading there has to be at least two modes of cargo movement (like sea and land).\r\n\r\nWith respect to carrier’s responsibility, In through bill of lading, carrier is responsible only for their leg of sea transport.\r\n\r\nMany believe there is no difference between the Multimodal and through bill of ladings which is not correct.\r\n\r\n* If you think there is another important bill of lading that has been missed out here, please share in comment section and I would be happy to include that in this blog.','Different types of bill go ladings','','inherit','open','open','','429-revision-v1','','','2015-01-29 08:26:39','2015-01-29 08:26:39','',429,'http://myseatime.com/blogadm/429-revision-v1/',0,'revision','',0,0),(431,1,'2015-01-29 08:27:03','2015-01-29 08:27:03','There are different criteria on which bill of ladings can be defined and differentiated. Few of these criteria being the “place from where carriers takes the responsibility of the cargo” (Port to port, Multimodal and through bill of ladings) or if the owner of the cargo can sell the cargo before it reaches by transferring the title of the bill of lading (Negotiable and non-negotiable bill of lading)\r\n\r\n<b>Different types of bill of ladings based upon Negotiable and non Negotiable documents</b>\r\n\r\nThe main difference between the two types is title (ownership) of the one can be transferred to another party while the other is consigned to a named party and hence he/she has to be the final recipient of the cargo as the title of this type of bill of ladings cannot be transferred.\r\n\r\nReaders should not confuse the negotiable and non-negotiable types of bill of ladings with the “negotiable” and “non-negotiable” copies of signed bill of ladings.\r\n\r\n<b>1. Straight bill of lading:  </b>The straight bill of lading is specified to the particular party and the specified party cannot re-assign it to anyone else. The party only has to take the delivery of the cargo and the cargo cannot be sold by transferring the bill of lading to another party’s name.\r\n\r\nQ: Can you think of an example when straight bill of lading can be and will be used?\r\n\r\n<b>2. Order bill of lading</b>\r\n\r\nThis is the bill of lading that one would mostly come across onboard. The bill of lading is to the consignee or to his order. That is the named consignee will be the owner of the cargo or he can order the shipment to be delivered to another party by endorsing the bill of lading to that party.\r\n\r\nAs the title (ownership) of the bill of lading can be transferred, Order bill of lading is negotiable document.\r\n\r\n<b>3. Bearer bill of lading</b>\r\n\r\nThe bearer bill of lading is the one in which the bearer of the bill of lading is the owner of the cargo and their is no consignee named in the bill of lading. This kind of bill of lading is very seldom found as there are huge risks involved in the misuse of this kind of bill of ladings.\r\n\r\nAgain as the title (ownership) of the bill of lading can be transferred, Order bill of lading is negotiable document.\r\n\r\n<b>4. Switch bill of lading</b>\r\n\r\nThis can said to be the duplicate bill of lading for a cargo of which the bill of lading was already issued. Switch bill of lading is generally requested by the consignee from the owner of the vessel when the consignee do not wish to reveal to the new buyer the identity of the shipper of the cargo.\r\n\r\n<strong>Types of Bill of ladings based upon carriers responsibility</strong>\r\n\r\n<strong>1.</strong> <b>Port to port bill of lading (also called Ocean bill of lading)</b>\r\n\r\nIn this kind of bill of ladings, Carriers responsibility starts at port of loading and ends at port of discharge\r\n\r\n<b>2. Multimodal or Combined bill of lading</b>\r\n\r\nThis kind of bill of lading cover more than one mode of transfers (for example, Ocean and rail or Ocean and road) and covers all the mode of transfers. Carrier has the responsibility from place of receipt to place of delivery of the cargo. Carrier can hire/sub contract to carry the cargo in one or more mode of transfers.\r\n\r\n<b>3. Through bill of ladings</b>\r\n\r\nThe main difference between multimodal and through bill of lading is that in through bill of lading there is only one mode of of cargo movement but has different legs, like sea and inland waterways. Whereas in multimodal bill of lading there has to be at least two modes of cargo movement (like sea and land).\r\n\r\nWith respect to carrier’s responsibility, In through bill of lading, carrier is responsible only for their leg of sea transport.\r\n\r\nMany believe there is no difference between the Multimodal and through bill of ladings which is not correct.\r\n\r\n* If you think there is another important bill of lading that has been missed out here, please share in comment section and I would be happy to include that in this blog.','Different types of bill of ladings','','inherit','open','open','','429-revision-v1','','','2015-01-29 08:27:03','2015-01-29 08:27:03','',429,'http://myseatime.com/blogadm/429-revision-v1/',0,'revision','',0,0),(432,1,'2015-01-29 13:11:46','2015-01-29 13:11:46','<p>If you have questions or concerns regarding this statement, please <a href=\"#\">contact us.</a> </p>\r\n							<p>Please read the following privacy policy so you understand how we use the personal information we ask you to submit. As we update and expand our services, this policy may change, so please refer back to it periodically. If you use any of our services, you agree to these terms.</p>\r\n							<p><strong>Collection and Use of Information. </strong>When you register on www.myseatime.com, you are required to submit your personal information, including but not limited to your name, phone number, and email address. We use this information to process your requests, to communicate with you about the status of your requests, and to review and improve the service we provide to you. We may also use your email address to send you information about your account, such as newsletters to which you are subscribed during registration, as well as messages about any jobs alerts,  surveys, account updates, services that may be of interest to you, or administrative messages regarding your account. You can manage your email list options under your account user settings.</p>\r\n							<p>Myseatime.com does not rent, sell, or share personal information about you with third parties, except as otherwise disclosed in this policy, or under the following circumstances:</p>\r\n							<p>We disclose information: </p>\r\n							<ul>\r\n								<li>To companies and individuals we employ to perform services on our behalf</li>\r\n								<li>If legally required to do so</li>\r\n								<li>To protect the rights or property of the Beyond Network or our affiliated companies</li>\r\n								<li>To protect the personal safety of users or the general public</li>\r\n							</ul>\r\n							<p>In order to serve you better and more efficiently, we may also share anonymous aggregated information about users with our partners and other third parties.</p>\r\n							<p>We collect information from our users at several different points on the Site. When you first register with us, we ask for your email address. At this time, we may subscribe you to various email publications. You can unsubscribe from any or all publications at any time. </p>\r\n							<p>You should be aware that any personal information (such as email address or resumes), which you voluntarily display or distribute on the this website and on the Internet can be collected and used by others, no different than posting this information in a newspaper. This may result in your receiving unsolicited messages from third parties for which myseatime.com is not responsible and has no ability to affect. If you click on a third party job posting and provide that party with your personal information, we have no responsibility or control over that information.</p>\r\n							<p><strong>Viewing and Updating Your Information on the Network. </strong>You always have complete access to the information you have provided on this website. You can make changes to this information to update your account anytime. </p>\r\n							<p><strong>Cookies. </strong>Cookies are small pieces of data that are sent to your browser from a Web server and stored on your hard drive and/or your mobile device. In general, we use cookies and similar technologies to help us better serve you and improve your experience on our Site. As you browse our website, cookies may be placed on your computer\'s hard drive and/or your mobile device which may allow us to collect information, such as your internet protocol address and mobile device identifier. Cookies allow us to track your account so you don\'t need to retype the information each time you visit our Site. Cookies also allow us to provide certain services and features to you. You may refuse cookies in your browser, but doing so may result in certain services and features not functioning properly. </p>\r\n							<p>We may use third-party advertising companies to serve ads and/or collect certain information when you visit our Site. These advertisers may also serve cookies when you click on advertisements on the Site, or use pixel tags, web beacons, or similar technologies to collect non-personally identifiable aggregated information when users visit the Site in order to provide advertisements on our Site, other sites, and other forms of media about goods and services that may be of interest to you. This common practice is known as \"online behavioural advertising\" or \"interest based advertising\". To learn more about this practice or to opt-out of this use of your anonymous information, please visit: <a href=\"http://www.networkadvertising.org/managing/opt_out.asp\">http://www.networkadvertising.org/managing/opt_out.asp</a>. In addition, if you want to prevent a third-party advertiser from collecting data, you may visit each ad network\'s web site individually and opt-out. We do not have access to personal information, if any, gathered by advertisers. </p>\r\n							<p>Notwithstanding anything else in this policy, we or a data provider we have engaged may place or recognise a unique cookie on your browser (including on your mobile device) to enable you to receive customised ads or content, including through online behavioural advertising. These cookies contain no personally identifiable information. The cookies may reflect de-identified demographic or other data linked to data you voluntarily have submitted to us, e.g., your email address that we may share with a data provider solely in hashed, non-human readable form.</p>\r\n							<p><strong>Cached Information. </strong>There may be instances where information you have submitted to myseatime.com is temporarily cached or stored by another site, such as Google.com, even after such information has been removed from this site. These sites are maintained by third parties not controlled by myseatime.com. Accordingly, myseatime.com expressly disclaims any responsibility for the cached information displayed by these third party web sites. </p>\r\n							<p><strong>Recommend a Friend or Colleague. </strong>If a user elects to use our referral service for informing a friend or colleague about our Site, we ask them for the friend\'s name and email address. We will automatically send the friend an email inviting them to visit the Site or review the content selected by a user. We then store this information in our databases. The friend may contact us to request that we remove this information at any time. </p>\r\n							<p><strong>Security and Access. </strong>While we make every effort to ensure that your information is secure on our system, no data transmission over the Internet can be guaranteed to be 100% secure. As a result, we cannot guarantee the security of any information you transmit to us, and you do so at your own risk. </p>\r\n							<p>Users should not post personal information to any site if they are uncomfortable with the security of the site. If you have any questions, please contact us. </p>\r\n							<p><strong>Notification of Changes. </strong>If we decide to change our privacy policy, we will post those changes here so our users are always aware of what information we collect, how we use it, and under what circumstances, if any, we disclose it.</p>\r\n							<p>If at any point you have questions or concerns about myseatime.com\'s privacy policy, please feel free to contact us.</p>','Privacy Policy','','inherit','open','open','','415-revision-v1','','','2015-01-29 13:11:46','2015-01-29 13:11:46','',415,'http://myseatime.com/blogadm/415-revision-v1/',0,'revision','',0,0),(433,1,'2015-01-29 13:12:37','2015-01-29 13:12:37','<p>Welcome to the myseatime.com. The following Terms of Use apply when you view or use the Service via our website located at <a href=\"http://myseatime.com\">www.myseatime.com</a>. Please review the following terms carefully.  By accessing or using the Service, you signify your agreement to these Terms of Use.  If you do not agree to these Terms of Use, you may not access or use the Service. </p>\r\n							<p>You also represent and warrant that you are of sufficient legal age to use this Site and the Services, or agree to supervise minors who use this Site and the Services, and that you will be bound to any legal obligations you may incur as a result of using this Site and the Services. Please note that myseatime.com reserves the right to change the Terms and Conditions under which this Site and its Services are extended to you. Your continued use of this Site and the Services following such modifications will be conclusively deemed acceptance of any changes to these Terms and Conditions</p>\r\n							<p><strong>Privacy Policy.</strong> The Company respects the privacy of its users.  Please refer to the our <a href=\"http://myseatime.com/page/privacy-policy\">Privacy Policy</a> which explains how we collect, use, and disclose information that pertains to your privacy.  When you access or use the Service, you signify your agreement to this Privacy Policy.</p>\r\n							<p><strong>Intellectual Property Rights. </strong>You acknowledge and agree that we and our licensors retain ownership of all intellectual property rights of any kind related to the Service, including applicable copyrights, trademarks and other proprietary rights. Other product and company names mentioned herein might be the trademarks of their respective owners. By posting jobs on any myseatime.com Site, You agree to allow myseatime.com to use Your company names, logos, and icons identifying Your products and services, including any published company descriptions, in order to promote Your job postings.  If you believe any content appearing on our website constitutes a copyright infringement of another person\'s rights, please contact us immediately by clicking on <a href=\"http://myseatime.com/contactus\">\"contact us\"</a> to notify us of the infringement.</p>\r\n							<p><strong>Registration Rules for user conduct and use of the service. </strong>You need to be at least 15 years old to register for and use the Service. If you are a user who signs up for the Service, will create a personalised account which includes a unique username and a password to access the Service and to receive messages from the Company.  You agree to notify us immediately of any unauthorised use of your password and/or account. The Company will not be responsible for any liabilities, losses, or damages arising out of the unauthorised use of your member name, password and/or account. </p>\r\n							<p><strong>User Restrictions.</strong> Your permission to use the Site is conditioned upon the following Use and Conduct Restrictions</p>\r\n							<p>You agree that you will not under any circumstances: </p>\r\n							<ul>\r\n								<li>Post any information that is abusive, threatening, obscene, defamatory, libellous, or racially, sexually, religiously, or otherwise objectionable and offensive.</li>\r\n								<li>Use the service for any unlawful purpose or for the promotion of illegal activities.</li>\r\n								<li>Attempt to, or harass, abuse or harm another person or group.</li>\r\n								<li>Use another user\'s account without permission.</li>\r\n								<li>Provide false or inaccurate information when registering an account.</li>\r\n								<li>Interfere or attempt to interfere with the proper functioning of the Service.</li>\r\n								<li>Make any automated use of the system, or take any action that we deem to impose or to potentially impose an unreasonable or disproportionately large load on our servers or network infrastructure</li>\r\n								<li>Bypass any robot exclusion headers or other measures we take to restrict access to the Service or use any software, technology, or device to scrape, spider, or crawl the Service or harvest or manipulate data.</li>\r\n								<li>Publish or link to malicious content intended to damage or disrupt another user\'s browser or computer.</li>\r\n							</ul>\r\n							<p><strong>Posting and Conduct Restrictions. </strong>When you create your own personalised account, you may be able to provide various information in your profile (called \"User Content\").  You are solely responsible for the User Content that you post, upload, link to or otherwise make available via the Service.  You agree that we are only acting as a passive conduit for your online distribution and publication of your User Content.  The Company, however, reserves the right to remove any User Content from the Service at its discretion. </p>\r\n							<p>The following rules pertain to User Content.  By transmitting and submitting any User Content while using the Service, you agree as follows: </p>\r\n							<ul>\r\n								<li>You are solely responsible for your account and the activity that occurs while signed in to or while using your account.</li>\r\n								<li>You will not post information that is malicious, false or inaccurate.</li>\r\n								<li>You will not submit content that is copyrighted or subject to third party proprietary rights, including privacy, publicity, trade secret, etc., unless you are the owner of such rights or have the appropriate permission from their rightful owner to specifically submit such content.</li>\r\n								<li>You hereby affirm we have the right to determine whether any of your User Content submissions are appropriate and comply with these Terms of Service, remove any and/or all of your submissions, and terminate your account with or without prior notice. </li>\r\n							</ul>\r\n							<p>You understand and agree that any liability, loss or damage that occurs as a result of the use of any User Content that you make available or access through your use of the Service is solely your responsibility.  The Company is not responsible for any public display or misuse of your User Content.  The Company does not, and cannot, pre-screen or monitor all User Content.  However, at our discretion, we, or technology we employ, may monitor and/or record your interactions with the Service.</p>\r\n							<p><strong>Online Content Disclaimer. </strong>Opinions, advice, statements, offers, or other information or content made available through the Service, but not directly by this website, are those of their respective authors, and should not necessarily be relied upon.  Such authors are solely responsible for such content. This site does not guarantee the accuracy, completeness, or usefulness of any information on the Service and neither does the site adopt nor endorse, nor is the site responsible for, the accuracy or reliability of any opinion, advice, or statement made by parties other than the Company.  The site takes no responsibility and assumes no liability for any User Content that you or any other user or third party posts or sends over the Service.  Under no circumstances will the Company be responsible for any loss or damage resulting from anyone\'s reliance on information or other content posted on the Service, or transmitted to users.</p>\r\n							<p>Though the site strives to enforce these Terms of Use, you may be exposed to User Content that is inaccurate or objectionable.  The Company reserves the right, but has no obligation, to monitor the materials posted in the public areas of the service or to limit or deny a user\'s access to the Service or take other appropriate action if a user violates these Terms of Use or engages in any activity that violates the rights of any person or entity or which we deem unlawful, offensive, abusive, harmful or malicious.  [E-mails sent between you and other participants that are not readily accessible to the general public will be treated by us as private to the extent required by applicable law.]  The site shall have the right to remove any such material that in its sole opinion violates, or is alleged to violate, the law or this agreement or which might be offensive, or that might violate the rights, harm, or threaten the safety of users or others.  If you become aware of misuse of our Service, please contact us. </p>\r\n							<p><strong>Links to other sites and/or materials. </strong>As part of the Service, the site may provide you with convenient links to third party website(s) (\"Third Party Sites\") as well as content or items belonging to or originating from third parties (the \"Third Party Applications, Software or Content\").  These links are provided as a courtesy to Service subscribers.  The Company has no control over Third Party Sites and Third Party Applications, Software or Content or the promotions, materials, information, goods or services available on these Third Party Sites or Third Party Applications, Software or Content.  Such Third Party Sites and Third Party Applications, Software or Content are not investigated, monitored or checked for accuracy, appropriateness, or completeness by this site, and the site is not responsible for any Third Party Sites accessed through this Site or any Third Party Applications, Software or Content posted on, available through or installed from this Site, including the content, accuracy, offensiveness, opinions, reliability, privacy practices or other policies of or contained in the Third Party Sites or the Third Party Applications, Software or Content.  Inclusion of, linking to or permitting the use or installation of any Third Party Site or any Third Party Applications, Software or Content does not imply approval or endorsement thereof by this site.  If you decide to leave the Site and access the Third Party Sites or to use or install any Third Party Applications, Software or Content, you do so at your own risk and you should be aware that our terms and policies no longer govern.  You should review the applicable terms and policies, including privacy and data gathering practices, of any site to which you navigate from this Site or relating to any applications you use or install from this site. </p>\r\n							<p><strong>Myseatime Jobs.</strong> Our Jobs function is purely an online jobs board intended to facilitate the recruitment process; myseatime.com is NOT a recruitment agent.  If you choose to participate in the online jobs board function provided by this Website, you must comply with the following supplementary Terms of Use</p>\r\n							<small>If you are looking for a job (an employee), the following supplementary Terms of Use apply to you: </small>\r\n							<p>You acknowledge and agree that you are solely responsible for the form, content and accuracy of any profile data (CV) or background material you place on the Website.   You will take care that this information is complete and not misleading.</p>\r\n							<p>By uploading your profile data and selecting your availability, you agree that your profile data may be shared with participating employers.</p>\r\n							<p>We are not able to guarantee or screen the accuracy or authenticity of any of the job opportunities posted on the Website.  You are invited to contact us if you believe any employer is providing inaccurate or misleading information. </p>\r\n							<p>We do not screen the employment practices of participating employers.  You are solely responsible for determining the suitability of any position that you may pursue and accept as a result of your use of this Website to your circumstances and abilities.  The participating employers and not myseatime.com are responsible to you in respect of all legal obligations arising in connection with their hiring practice</p>\r\n							<p>You may not share information concerning job opportunities posted by employers with any other person and you are strictly prohibited from removing job opportunity content or downloading, removing or tampering with the job opportunity database. </p>\r\n							<p>There is no guaranteed success rate arising from use of the Website. </p>\r\n							<small>If you are a seeking job candidates (an employer), the following supplementary Terms of Use apply to you:</small>\r\n							<p>As an exception to the above Terms of Use, we acknowledge that you will be using our Website for commercial purposes when you use it to find potential job applicants. You agree not to disclose any information provided by potential employees to any third parties, or those not directly related to the recruitment process without the specific consent of the potential employee.</p>\r\n							<p>We do not screen applicants or the contents of their profile.  You are fully responsible for reviewing CVs with candidates and making your own employment decisions.  Downloading potential employee details and CVs for any reason other than recruiting for a current vacancy is strictly forbidden and will result in immediate cancellation of your account.  You may only contact potential employees using the details they provide and you may only use these details for the recruitment process.  If you no longer have a relationship with us, you must destroy all information about candidates (other than candidates you have employed before the end of the relationship with us) you have obtained from this Website.</p>\r\n							<p>You agree to deal fairly and professionally with individuals who may respond to an opportunity you have posted or who you have identified as a possible candidate using this Website.</p>\r\n							<p>We do not guarantee any response to your advertisement or that responses will be from individuals suitable for the job advertised. It is your responsibility to carry out such checks and procedures as are necessary to ensure that potential candidates are suitable for the job.</p>\r\n							<p>All job postings by you must be accurate and must be for genuine existing opportunities.  If the opportunity is filled or no longer becomes available, it must be immediately removed from the Website.  You must have one open job opportunity available for employees in order to use this Website.</p>\r\n							<p>Advertisements which unlawfully discriminate (or appear to discriminate) on grounds of sex, race, age, disability, religion or other unlawful discriminatory basis are illegal and may not be made.  You will indemnify us and keep us indemnified against any claim by any User that your hiring practices and procedures violate any applicable laws, including in particular laws to prevent discrimination in the workplace.</p>\r\n							<p><strong>WARRANTY DISCLAIMER.</strong> THE SERVICE, IS PROVIDED \"AS IS,\" WITHOUT WARRANTY OF ANY KIND. WITHOUT LIMITING THE FOREGOING, THIS SITE EXPRESSLY DISCLAIMS ALL WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY, REGARDING THE SERVICE INCLUDING WITHOUT LIMITATION ANY WARRANTY OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE, SECURITY, ACCURACY AND NON-INFRINGEMENT. WITHOUT LIMITING THE FOREGOING, THIS SITE MAKES NO WARRANTY OR REPRESENTATION THAT ACCESS TO OR OPERATION OF THE SERVICE WILL BE UNINTERRUPTED OR ERROR FREE. YOU ASSUME FULL RESPONSIBILITY AND RISK OF LOSS RESULTING FROM YOUR DOWNLOADING AND/OR USE OF FILES, INFORMATION, CONTENT OR OTHER MATERIAL OBTAINED FROM THE SERVICE. </p>\r\n							<p>TO THE EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT SHALL THE SITE BE LIABLE TO YOU FOR ANY LOSS OF PROFITS, OR FOR ANY INCIDENTAL, INDIRECT, SPECIAL, CONSEQUENTIAL OR EXEMPLARY DAMAGES, HOWEVER ARISING, THAT RESULT FROM (A) THE USE, DISCLOSURE, OR DISPLAY OF YOUR USER CONTENT; (B) YOUR USE OR INABILITY TO USE THIS SITE; (C) ANY OTHER INTERACTIONS WITH THIS SITE OR ANY OTHER USER OF THE SERVICE, WHETHER BASED ON WARRANTY, CONTRACT, TORT (INCLUDING NEGLIGENCE) OR ANY OTHER LEGAL THEORY, AND WHETHER OR NOT THIS SITE HAS BEEN INFORMED OF THE POSSIBILITY OF SUCH DAMAGE, AND EVEN IF A REMEDY SET FORTH HEREIN IS FOUND TO HAVE FAILED OF ITS ESSENTIAL PURPOSE. </p>\r\n							<p>If you have a dispute with one or more users or service that you review using the Service, you release us from claims, demands and damages (actual and consequential) of every kind and nature, known and unknown, arising out of or in any way connected with such disputes.</p>\r\n							<p><strong>Modification of terms of use.</strong> We can amend these Terms of Use at any time and will update these Terms of Use in the event of any such amendments.  It is your sole responsibility to check the Site from time to time to view any such changes in the Agreement.  If you continue to use the Site, you signify your agreement to our revisions to these Terms of Use. </p>','Terms of Use','','publish','open','open','','terms-of-use','','','2015-01-29 14:10:08','2015-01-29 14:10:08','',0,'http://myseatime.com/blogadm/?page_id=433',0,'page','',0,0),(434,1,'2015-01-29 13:12:37','2015-01-29 13:12:37','<p>Welcome to the myseatime.com. The following Terms of Use apply when you view or use the Service via our website located at <a href=\"#\">www.myseatime.com</a>. Please review the following terms carefully.  By accessing or using the Service, you signify your agreement to these Terms of Use.  If you do not agree to these Terms of Use, you may not access or use the Service. </p>\r\n							<p>You also represent and warrant that you are of sufficient legal age to use this Site and the Services, or agree to supervise minors who use this Site and the Services, and that you will be bound to any legal obligations you may incur as a result of using this Site and the Services. Please note that myseatime.com reserves the right to change the Terms and Conditions under which this Site and its Services are extended to you. Your continued use of this Site and the Services following such modifications will be conclusively deemed acceptance of any changes to these Terms and Conditions</p>\r\n							<p><strong>Privacy Policy.</strong> The Company respects the privacy of its users.  Please refer to the our <a href=\"#\">Privacy Policy</a> which explains how we collect, use, and disclose information that pertains to your privacy.  When you access or use the Service, you signify your agreement to this Privacy Policy.</p>\r\n							<p><strong>Intellectual Property Rights. </strong>You acknowledge and agree that we and our licensors retain ownership of all intellectual property rights of any kind related to the Service, including applicable copyrights, trademarks and other proprietary rights. Other product and company names mentioned herein might be the trademarks of their respective owners. By posting jobs on any myseatime.com Site, You agree to allow myseatime.com to use Your company names, logos, and icons identifying Your products and services, including any published company descriptions, in order to promote Your job postings.  If you believe any content appearing on our website constitutes a copyright infringement of another person\'s rights, please contact us immediately by clicking on <a href=\"#\">\"contact us\"</a> to notify us of the infringement.</p>\r\n							<p><strong>Registration Rules for user conduct and use of the service. </strong>You need to be at least 15 years old to register for and use the Service. If you are a user who signs up for the Service, will create a personalised account which includes a unique username and a password to access the Service and to receive messages from the Company.  You agree to notify us immediately of any unauthorised use of your password and/or account. The Company will not be responsible for any liabilities, losses, or damages arising out of the unauthorised use of your member name, password and/or account. </p>\r\n							<p><strong>User Restrictions.</strong> Your permission to use the Site is conditioned upon the following Use and Conduct Restrictions</p>\r\n							<p>You agree that you will not under any circumstances: </p>\r\n							<ul>\r\n								<li>Post any information that is abusive, threatening, obscene, defamatory, libellous, or racially, sexually, religiously, or otherwise objectionable and offensive.</li>\r\n								<li>Use the service for any unlawful purpose or for the promotion of illegal activities.</li>\r\n								<li>Attempt to, or harass, abuse or harm another person or group.</li>\r\n								<li>Use another user\'s account without permission.</li>\r\n								<li>Provide false or inaccurate information when registering an account.</li>\r\n								<li>Interfere or attempt to interfere with the proper functioning of the Service.</li>\r\n								<li>Make any automated use of the system, or take any action that we deem to impose or to potentially impose an unreasonable or disproportionately large load on our servers or network infrastructure</li>\r\n								<li>Bypass any robot exclusion headers or other measures we take to restrict access to the Service or use any software, technology, or device to scrape, spider, or crawl the Service or harvest or manipulate data.</li>\r\n								<li>Publish or link to malicious content intended to damage or disrupt another user\'s browser or computer.</li>\r\n							</ul>\r\n							<p><strong>Posting and Conduct Restrictions. </strong>When you create your own personalised account, you may be able to provide various information in your profile (called \"User Content\").  You are solely responsible for the User Content that you post, upload, link to or otherwise make available via the Service.  You agree that we are only acting as a passive conduit for your online distribution and publication of your User Content.  The Company, however, reserves the right to remove any User Content from the Service at its discretion. </p>\r\n							<p>The following rules pertain to User Content.  By transmitting and submitting any User Content while using the Service, you agree as follows: </p>\r\n							<ul>\r\n								<li>You are solely responsible for your account and the activity that occurs while signed in to or while using your account.</li>\r\n								<li>You will not post information that is malicious, false or inaccurate.</li>\r\n								<li>You will not submit content that is copyrighted or subject to third party proprietary rights, including privacy, publicity, trade secret, etc., unless you are the owner of such rights or have the appropriate permission from their rightful owner to specifically submit such content.</li>\r\n								<li>You hereby affirm we have the right to determine whether any of your User Content submissions are appropriate and comply with these Terms of Service, remove any and/or all of your submissions, and terminate your account with or without prior notice. </li>\r\n							</ul>\r\n							<p>You understand and agree that any liability, loss or damage that occurs as a result of the use of any User Content that you make available or access through your use of the Service is solely your responsibility.  The Company is not responsible for any public display or misuse of your User Content.  The Company does not, and cannot, pre-screen or monitor all User Content.  However, at our discretion, we, or technology we employ, may monitor and/or record your interactions with the Service.</p>\r\n							<p><strong>Online Content Disclaimer. </strong>Opinions, advice, statements, offers, or other information or content made available through the Service, but not directly by this website, are those of their respective authors, and should not necessarily be relied upon.  Such authors are solely responsible for such content. This site does not guarantee the accuracy, completeness, or usefulness of any information on the Service and neither does the site adopt nor endorse, nor is the site responsible for, the accuracy or reliability of any opinion, advice, or statement made by parties other than the Company.  The site takes no responsibility and assumes no liability for any User Content that you or any other user or third party posts or sends over the Service.  Under no circumstances will the Company be responsible for any loss or damage resulting from anyone\'s reliance on information or other content posted on the Service, or transmitted to users.</p>\r\n							<p>Though the site strives to enforce these Terms of Use, you may be exposed to User Content that is inaccurate or objectionable.  The Company reserves the right, but has no obligation, to monitor the materials posted in the public areas of the service or to limit or deny a user\'s access to the Service or take other appropriate action if a user violates these Terms of Use or engages in any activity that violates the rights of any person or entity or which we deem unlawful, offensive, abusive, harmful or malicious.  [E-mails sent between you and other participants that are not readily accessible to the general public will be treated by us as private to the extent required by applicable law.]  The site shall have the right to remove any such material that in its sole opinion violates, or is alleged to violate, the law or this agreement or which might be offensive, or that might violate the rights, harm, or threaten the safety of users or others.  If you become aware of misuse of our Service, please contact us. </p>\r\n							<p><strong>Links to other sites and/or materials. </strong>As part of the Service, the site may provide you with convenient links to third party website(s) (\"Third Party Sites\") as well as content or items belonging to or originating from third parties (the \"Third Party Applications, Software or Content\").  These links are provided as a courtesy to Service subscribers.  The Company has no control over Third Party Sites and Third Party Applications, Software or Content or the promotions, materials, information, goods or services available on these Third Party Sites or Third Party Applications, Software or Content.  Such Third Party Sites and Third Party Applications, Software or Content are not investigated, monitored or checked for accuracy, appropriateness, or completeness by this site, and the site is not responsible for any Third Party Sites accessed through this Site or any Third Party Applications, Software or Content posted on, available through or installed from this Site, including the content, accuracy, offensiveness, opinions, reliability, privacy practices or other policies of or contained in the Third Party Sites or the Third Party Applications, Software or Content.  Inclusion of, linking to or permitting the use or installation of any Third Party Site or any Third Party Applications, Software or Content does not imply approval or endorsement thereof by this site.  If you decide to leave the Site and access the Third Party Sites or to use or install any Third Party Applications, Software or Content, you do so at your own risk and you should be aware that our terms and policies no longer govern.  You should review the applicable terms and policies, including privacy and data gathering practices, of any site to which you navigate from this Site or relating to any applications you use or install from this site. </p>\r\n							<p><strong>Myseatime Jobs.</strong> Our Jobs function is purely an online jobs board intended to facilitate the recruitment process; myseatime.com is NOT a recruitment agent.  If you choose to participate in the online jobs board function provided by this Website, you must comply with the following supplementary Terms of Use</p>\r\n							<small>If you are looking for a job (an employee), the following supplementary Terms of Use apply to you: </small>\r\n							<p>You acknowledge and agree that you are solely responsible for the form, content and accuracy of any profile data (CV) or background material you place on the Website.   You will take care that this information is complete and not misleading.</p>\r\n							<p>By uploading your profile data and selecting your availability, you agree that your profile data may be shared with participating employers.</p>\r\n							<p>We are not able to guarantee or screen the accuracy or authenticity of any of the job opportunities posted on the Website.  You are invited to contact us if you believe any employer is providing inaccurate or misleading information. </p>\r\n							<p>We do not screen the employment practices of participating employers.  You are solely responsible for determining the suitability of any position that you may pursue and accept as a result of your use of this Website to your circumstances and abilities.  The participating employers and not myseatime.com are responsible to you in respect of all legal obligations arising in connection with their hiring practice</p>\r\n							<p>You may not share information concerning job opportunities posted by employers with any other person and you are strictly prohibited from removing job opportunity content or downloading, removing or tampering with the job opportunity database. </p>\r\n							<p>There is no guaranteed success rate arising from use of the Website. </p>\r\n							<small>If you are a seeking job candidates (an employer), the following supplementary Terms of Use apply to you:</small>\r\n							<p>As an exception to the above Terms of Use, we acknowledge that you will be using our Website for commercial purposes when you use it to find potential job applicants. You agree not to disclose any information provided by potential employees to any third parties, or those not directly related to the recruitment process without the specific consent of the potential employee.</p>\r\n							<p>We do not screen applicants or the contents of their profile.  You are fully responsible for reviewing CVs with candidates and making your own employment decisions.  Downloading potential employee details and CVs for any reason other than recruiting for a current vacancy is strictly forbidden and will result in immediate cancellation of your account.  You may only contact potential employees using the details they provide and you may only use these details for the recruitment process.  If you no longer have a relationship with us, you must destroy all information about candidates (other than candidates you have employed before the end of the relationship with us) you have obtained from this Website.</p>\r\n							<p>You agree to deal fairly and professionally with individuals who may respond to an opportunity you have posted or who you have identified as a possible candidate using this Website.</p>\r\n							<p>We do not guarantee any response to your advertisement or that responses will be from individuals suitable for the job advertised. It is your responsibility to carry out such checks and procedures as are necessary to ensure that potential candidates are suitable for the job.</p>\r\n							<p>All job postings by you must be accurate and must be for genuine existing opportunities.  If the opportunity is filled or no longer becomes available, it must be immediately removed from the Website.  You must have one open job opportunity available for employees in order to use this Website.</p>\r\n							<p>Advertisements which unlawfully discriminate (or appear to discriminate) on grounds of sex, race, age, disability, religion or other unlawful discriminatory basis are illegal and may not be made.  You will indemnify us and keep us indemnified against any claim by any User that your hiring practices and procedures violate any applicable laws, including in particular laws to prevent discrimination in the workplace.</p>\r\n							<p><strong>WARRANTY DISCLAIMER.</strong> THE SERVICE, IS PROVIDED \"AS IS,\" WITHOUT WARRANTY OF ANY KIND. WITHOUT LIMITING THE FOREGOING, THIS SITE EXPRESSLY DISCLAIMS ALL WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY, REGARDING THE SERVICE INCLUDING WITHOUT LIMITATION ANY WARRANTY OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE, SECURITY, ACCURACY AND NON-INFRINGEMENT. WITHOUT LIMITING THE FOREGOING, THIS SITE MAKES NO WARRANTY OR REPRESENTATION THAT ACCESS TO OR OPERATION OF THE SERVICE WILL BE UNINTERRUPTED OR ERROR FREE. YOU ASSUME FULL RESPONSIBILITY AND RISK OF LOSS RESULTING FROM YOUR DOWNLOADING AND/OR USE OF FILES, INFORMATION, CONTENT OR OTHER MATERIAL OBTAINED FROM THE SERVICE. </p>\r\n							<p>TO THE EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT SHALL THE SITE BE LIABLE TO YOU FOR ANY LOSS OF PROFITS, OR FOR ANY INCIDENTAL, INDIRECT, SPECIAL, CONSEQUENTIAL OR EXEMPLARY DAMAGES, HOWEVER ARISING, THAT RESULT FROM (A) THE USE, DISCLOSURE, OR DISPLAY OF YOUR USER CONTENT; (B) YOUR USE OR INABILITY TO USE THIS SITE; (C) ANY OTHER INTERACTIONS WITH THIS SITE OR ANY OTHER USER OF THE SERVICE, WHETHER BASED ON WARRANTY, CONTRACT, TORT (INCLUDING NEGLIGENCE) OR ANY OTHER LEGAL THEORY, AND WHETHER OR NOT THIS SITE HAS BEEN INFORMED OF THE POSSIBILITY OF SUCH DAMAGE, AND EVEN IF A REMEDY SET FORTH HEREIN IS FOUND TO HAVE FAILED OF ITS ESSENTIAL PURPOSE. </p>\r\n							<p>If you have a dispute with one or more users or service that you review using the Service, you release us from claims, demands and damages (actual and consequential) of every kind and nature, known and unknown, arising out of or in any way connected with such disputes.</p>\r\n							<p><strong>Modification of terms of use.</strong> We can amend these Terms of Use at any time and will update these Terms of Use in the event of any such amendments.  It is your sole responsibility to check the Site from time to time to view any such changes in the Agreement.  If you continue to use the Site, you signify your agreement to our revisions to these Terms of Use. </p>','Terms of Use','','inherit','open','open','','433-revision-v1','','','2015-01-29 13:12:37','2015-01-29 13:12:37','',433,'http://myseatime.com/blogadm/433-revision-v1/',0,'revision','',0,0),(435,1,'2015-01-29 14:08:26','2015-01-29 14:08:26','<p>If you have questions or concerns regarding this statement, please <a href=\"http://myseatime.com/contactus\">contact us.</a> </p>\r\n							<p>Please read the following privacy policy so you understand how we use the personal information we ask you to submit. As we update and expand our services, this policy may change, so please refer back to it periodically. If you use any of our services, you agree to these terms.</p>\r\n							<p><strong>Collection and Use of Information. </strong>When you register on www.myseatime.com, you are required to submit your personal information, including but not limited to your name, phone number, and email address. We use this information to process your requests, to communicate with you about the status of your requests, and to review and improve the service we provide to you. We may also use your email address to send you information about your account, such as newsletters to which you are subscribed during registration, as well as messages about any jobs alerts,  surveys, account updates, services that may be of interest to you, or administrative messages regarding your account. You can manage your email list options under your account user settings.</p>\r\n							<p>Myseatime.com does not rent, sell, or share personal information about you with third parties, except as otherwise disclosed in this policy, or under the following circumstances:</p>\r\n							<p>We disclose information: </p>\r\n							<ul>\r\n								<li>To companies and individuals we employ to perform services on our behalf</li>\r\n								<li>If legally required to do so</li>\r\n								<li>To protect the rights or property of the Beyond Network or our affiliated companies</li>\r\n								<li>To protect the personal safety of users or the general public</li>\r\n							</ul>\r\n							<p>In order to serve you better and more efficiently, we may also share anonymous aggregated information about users with our partners and other third parties.</p>\r\n							<p>We collect information from our users at several different points on the Site. When you first register with us, we ask for your email address. At this time, we may subscribe you to various email publications. You can unsubscribe from any or all publications at any time. </p>\r\n							<p>You should be aware that any personal information (such as email address or resumes), which you voluntarily display or distribute on the this website and on the Internet can be collected and used by others, no different than posting this information in a newspaper. This may result in your receiving unsolicited messages from third parties for which myseatime.com is not responsible and has no ability to affect. If you click on a third party job posting and provide that party with your personal information, we have no responsibility or control over that information.</p>\r\n							<p><strong>Viewing and Updating Your Information on the Network. </strong>You always have complete access to the information you have provided on this website. You can make changes to this information to update your account anytime. </p>\r\n							<p><strong>Cookies. </strong>Cookies are small pieces of data that are sent to your browser from a Web server and stored on your hard drive and/or your mobile device. In general, we use cookies and similar technologies to help us better serve you and improve your experience on our Site. As you browse our website, cookies may be placed on your computer\'s hard drive and/or your mobile device which may allow us to collect information, such as your internet protocol address and mobile device identifier. Cookies allow us to track your account so you don\'t need to retype the information each time you visit our Site. Cookies also allow us to provide certain services and features to you. You may refuse cookies in your browser, but doing so may result in certain services and features not functioning properly. </p>\r\n							<p>We may use third-party advertising companies to serve ads and/or collect certain information when you visit our Site. These advertisers may also serve cookies when you click on advertisements on the Site, or use pixel tags, web beacons, or similar technologies to collect non-personally identifiable aggregated information when users visit the Site in order to provide advertisements on our Site, other sites, and other forms of media about goods and services that may be of interest to you. This common practice is known as \"online behavioural advertising\" or \"interest based advertising\". To learn more about this practice or to opt-out of this use of your anonymous information, please visit: <a href=\"http://www.networkadvertising.org/managing/opt_out.asp\">http://www.networkadvertising.org/managing/opt_out.asp</a>. In addition, if you want to prevent a third-party advertiser from collecting data, you may visit each ad network\'s web site individually and opt-out. We do not have access to personal information, if any, gathered by advertisers. </p>\r\n							<p>Notwithstanding anything else in this policy, we or a data provider we have engaged may place or recognise a unique cookie on your browser (including on your mobile device) to enable you to receive customised ads or content, including through online behavioural advertising. These cookies contain no personally identifiable information. The cookies may reflect de-identified demographic or other data linked to data you voluntarily have submitted to us, e.g., your email address that we may share with a data provider solely in hashed, non-human readable form.</p>\r\n							<p><strong>Cached Information. </strong>There may be instances where information you have submitted to myseatime.com is temporarily cached or stored by another site, such as Google.com, even after such information has been removed from this site. These sites are maintained by third parties not controlled by myseatime.com. Accordingly, myseatime.com expressly disclaims any responsibility for the cached information displayed by these third party web sites. </p>\r\n							<p><strong>Recommend a Friend or Colleague. </strong>If a user elects to use our referral service for informing a friend or colleague about our Site, we ask them for the friend\'s name and email address. We will automatically send the friend an email inviting them to visit the Site or review the content selected by a user. We then store this information in our databases. The friend may contact us to request that we remove this information at any time. </p>\r\n							<p><strong>Security and Access. </strong>While we make every effort to ensure that your information is secure on our system, no data transmission over the Internet can be guaranteed to be 100% secure. As a result, we cannot guarantee the security of any information you transmit to us, and you do so at your own risk. </p>\r\n							<p>Users should not post personal information to any site if they are uncomfortable with the security of the site. If you have any questions, please contact us. </p>\r\n							<p><strong>Notification of Changes. </strong>If we decide to change our privacy policy, we will post those changes here so our users are always aware of what information we collect, how we use it, and under what circumstances, if any, we disclose it.</p>\r\n							<p>If at any point you have questions or concerns about myseatime.com\'s privacy policy, please feel free to contact us.</p>','Privacy Policy','','inherit','open','open','','415-revision-v1','','','2015-01-29 14:08:26','2015-01-29 14:08:26','',415,'http://myseatime.com/blogadm/415-revision-v1/',0,'revision','',0,0),(436,1,'2015-01-29 14:09:21','2015-01-29 14:09:21','<p>Welcome to the myseatime.com. The following Terms of Use apply when you view or use the Service via our website located at <a href=\"http://myseatime.com\">www.myseatime.com</a>. Please review the following terms carefully.  By accessing or using the Service, you signify your agreement to these Terms of Use.  If you do not agree to these Terms of Use, you may not access or use the Service. </p>\r\n							<p>You also represent and warrant that you are of sufficient legal age to use this Site and the Services, or agree to supervise minors who use this Site and the Services, and that you will be bound to any legal obligations you may incur as a result of using this Site and the Services. Please note that myseatime.com reserves the right to change the Terms and Conditions under which this Site and its Services are extended to you. Your continued use of this Site and the Services following such modifications will be conclusively deemed acceptance of any changes to these Terms and Conditions</p>\r\n							<p><strong>Privacy Policy.</strong> The Company respects the privacy of its users.  Please refer to the our <a href=\"#\">Privacy Policy</a> which explains how we collect, use, and disclose information that pertains to your privacy.  When you access or use the Service, you signify your agreement to this Privacy Policy.</p>\r\n							<p><strong>Intellectual Property Rights. </strong>You acknowledge and agree that we and our licensors retain ownership of all intellectual property rights of any kind related to the Service, including applicable copyrights, trademarks and other proprietary rights. Other product and company names mentioned herein might be the trademarks of their respective owners. By posting jobs on any myseatime.com Site, You agree to allow myseatime.com to use Your company names, logos, and icons identifying Your products and services, including any published company descriptions, in order to promote Your job postings.  If you believe any content appearing on our website constitutes a copyright infringement of another person\'s rights, please contact us immediately by clicking on <a href=\"#\">\"contact us\"</a> to notify us of the infringement.</p>\r\n							<p><strong>Registration Rules for user conduct and use of the service. </strong>You need to be at least 15 years old to register for and use the Service. If you are a user who signs up for the Service, will create a personalised account which includes a unique username and a password to access the Service and to receive messages from the Company.  You agree to notify us immediately of any unauthorised use of your password and/or account. The Company will not be responsible for any liabilities, losses, or damages arising out of the unauthorised use of your member name, password and/or account. </p>\r\n							<p><strong>User Restrictions.</strong> Your permission to use the Site is conditioned upon the following Use and Conduct Restrictions</p>\r\n							<p>You agree that you will not under any circumstances: </p>\r\n							<ul>\r\n								<li>Post any information that is abusive, threatening, obscene, defamatory, libellous, or racially, sexually, religiously, or otherwise objectionable and offensive.</li>\r\n								<li>Use the service for any unlawful purpose or for the promotion of illegal activities.</li>\r\n								<li>Attempt to, or harass, abuse or harm another person or group.</li>\r\n								<li>Use another user\'s account without permission.</li>\r\n								<li>Provide false or inaccurate information when registering an account.</li>\r\n								<li>Interfere or attempt to interfere with the proper functioning of the Service.</li>\r\n								<li>Make any automated use of the system, or take any action that we deem to impose or to potentially impose an unreasonable or disproportionately large load on our servers or network infrastructure</li>\r\n								<li>Bypass any robot exclusion headers or other measures we take to restrict access to the Service or use any software, technology, or device to scrape, spider, or crawl the Service or harvest or manipulate data.</li>\r\n								<li>Publish or link to malicious content intended to damage or disrupt another user\'s browser or computer.</li>\r\n							</ul>\r\n							<p><strong>Posting and Conduct Restrictions. </strong>When you create your own personalised account, you may be able to provide various information in your profile (called \"User Content\").  You are solely responsible for the User Content that you post, upload, link to or otherwise make available via the Service.  You agree that we are only acting as a passive conduit for your online distribution and publication of your User Content.  The Company, however, reserves the right to remove any User Content from the Service at its discretion. </p>\r\n							<p>The following rules pertain to User Content.  By transmitting and submitting any User Content while using the Service, you agree as follows: </p>\r\n							<ul>\r\n								<li>You are solely responsible for your account and the activity that occurs while signed in to or while using your account.</li>\r\n								<li>You will not post information that is malicious, false or inaccurate.</li>\r\n								<li>You will not submit content that is copyrighted or subject to third party proprietary rights, including privacy, publicity, trade secret, etc., unless you are the owner of such rights or have the appropriate permission from their rightful owner to specifically submit such content.</li>\r\n								<li>You hereby affirm we have the right to determine whether any of your User Content submissions are appropriate and comply with these Terms of Service, remove any and/or all of your submissions, and terminate your account with or without prior notice. </li>\r\n							</ul>\r\n							<p>You understand and agree that any liability, loss or damage that occurs as a result of the use of any User Content that you make available or access through your use of the Service is solely your responsibility.  The Company is not responsible for any public display or misuse of your User Content.  The Company does not, and cannot, pre-screen or monitor all User Content.  However, at our discretion, we, or technology we employ, may monitor and/or record your interactions with the Service.</p>\r\n							<p><strong>Online Content Disclaimer. </strong>Opinions, advice, statements, offers, or other information or content made available through the Service, but not directly by this website, are those of their respective authors, and should not necessarily be relied upon.  Such authors are solely responsible for such content. This site does not guarantee the accuracy, completeness, or usefulness of any information on the Service and neither does the site adopt nor endorse, nor is the site responsible for, the accuracy or reliability of any opinion, advice, or statement made by parties other than the Company.  The site takes no responsibility and assumes no liability for any User Content that you or any other user or third party posts or sends over the Service.  Under no circumstances will the Company be responsible for any loss or damage resulting from anyone\'s reliance on information or other content posted on the Service, or transmitted to users.</p>\r\n							<p>Though the site strives to enforce these Terms of Use, you may be exposed to User Content that is inaccurate or objectionable.  The Company reserves the right, but has no obligation, to monitor the materials posted in the public areas of the service or to limit or deny a user\'s access to the Service or take other appropriate action if a user violates these Terms of Use or engages in any activity that violates the rights of any person or entity or which we deem unlawful, offensive, abusive, harmful or malicious.  [E-mails sent between you and other participants that are not readily accessible to the general public will be treated by us as private to the extent required by applicable law.]  The site shall have the right to remove any such material that in its sole opinion violates, or is alleged to violate, the law or this agreement or which might be offensive, or that might violate the rights, harm, or threaten the safety of users or others.  If you become aware of misuse of our Service, please contact us. </p>\r\n							<p><strong>Links to other sites and/or materials. </strong>As part of the Service, the site may provide you with convenient links to third party website(s) (\"Third Party Sites\") as well as content or items belonging to or originating from third parties (the \"Third Party Applications, Software or Content\").  These links are provided as a courtesy to Service subscribers.  The Company has no control over Third Party Sites and Third Party Applications, Software or Content or the promotions, materials, information, goods or services available on these Third Party Sites or Third Party Applications, Software or Content.  Such Third Party Sites and Third Party Applications, Software or Content are not investigated, monitored or checked for accuracy, appropriateness, or completeness by this site, and the site is not responsible for any Third Party Sites accessed through this Site or any Third Party Applications, Software or Content posted on, available through or installed from this Site, including the content, accuracy, offensiveness, opinions, reliability, privacy practices or other policies of or contained in the Third Party Sites or the Third Party Applications, Software or Content.  Inclusion of, linking to or permitting the use or installation of any Third Party Site or any Third Party Applications, Software or Content does not imply approval or endorsement thereof by this site.  If you decide to leave the Site and access the Third Party Sites or to use or install any Third Party Applications, Software or Content, you do so at your own risk and you should be aware that our terms and policies no longer govern.  You should review the applicable terms and policies, including privacy and data gathering practices, of any site to which you navigate from this Site or relating to any applications you use or install from this site. </p>\r\n							<p><strong>Myseatime Jobs.</strong> Our Jobs function is purely an online jobs board intended to facilitate the recruitment process; myseatime.com is NOT a recruitment agent.  If you choose to participate in the online jobs board function provided by this Website, you must comply with the following supplementary Terms of Use</p>\r\n							<small>If you are looking for a job (an employee), the following supplementary Terms of Use apply to you: </small>\r\n							<p>You acknowledge and agree that you are solely responsible for the form, content and accuracy of any profile data (CV) or background material you place on the Website.   You will take care that this information is complete and not misleading.</p>\r\n							<p>By uploading your profile data and selecting your availability, you agree that your profile data may be shared with participating employers.</p>\r\n							<p>We are not able to guarantee or screen the accuracy or authenticity of any of the job opportunities posted on the Website.  You are invited to contact us if you believe any employer is providing inaccurate or misleading information. </p>\r\n							<p>We do not screen the employment practices of participating employers.  You are solely responsible for determining the suitability of any position that you may pursue and accept as a result of your use of this Website to your circumstances and abilities.  The participating employers and not myseatime.com are responsible to you in respect of all legal obligations arising in connection with their hiring practice</p>\r\n							<p>You may not share information concerning job opportunities posted by employers with any other person and you are strictly prohibited from removing job opportunity content or downloading, removing or tampering with the job opportunity database. </p>\r\n							<p>There is no guaranteed success rate arising from use of the Website. </p>\r\n							<small>If you are a seeking job candidates (an employer), the following supplementary Terms of Use apply to you:</small>\r\n							<p>As an exception to the above Terms of Use, we acknowledge that you will be using our Website for commercial purposes when you use it to find potential job applicants. You agree not to disclose any information provided by potential employees to any third parties, or those not directly related to the recruitment process without the specific consent of the potential employee.</p>\r\n							<p>We do not screen applicants or the contents of their profile.  You are fully responsible for reviewing CVs with candidates and making your own employment decisions.  Downloading potential employee details and CVs for any reason other than recruiting for a current vacancy is strictly forbidden and will result in immediate cancellation of your account.  You may only contact potential employees using the details they provide and you may only use these details for the recruitment process.  If you no longer have a relationship with us, you must destroy all information about candidates (other than candidates you have employed before the end of the relationship with us) you have obtained from this Website.</p>\r\n							<p>You agree to deal fairly and professionally with individuals who may respond to an opportunity you have posted or who you have identified as a possible candidate using this Website.</p>\r\n							<p>We do not guarantee any response to your advertisement or that responses will be from individuals suitable for the job advertised. It is your responsibility to carry out such checks and procedures as are necessary to ensure that potential candidates are suitable for the job.</p>\r\n							<p>All job postings by you must be accurate and must be for genuine existing opportunities.  If the opportunity is filled or no longer becomes available, it must be immediately removed from the Website.  You must have one open job opportunity available for employees in order to use this Website.</p>\r\n							<p>Advertisements which unlawfully discriminate (or appear to discriminate) on grounds of sex, race, age, disability, religion or other unlawful discriminatory basis are illegal and may not be made.  You will indemnify us and keep us indemnified against any claim by any User that your hiring practices and procedures violate any applicable laws, including in particular laws to prevent discrimination in the workplace.</p>\r\n							<p><strong>WARRANTY DISCLAIMER.</strong> THE SERVICE, IS PROVIDED \"AS IS,\" WITHOUT WARRANTY OF ANY KIND. WITHOUT LIMITING THE FOREGOING, THIS SITE EXPRESSLY DISCLAIMS ALL WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY, REGARDING THE SERVICE INCLUDING WITHOUT LIMITATION ANY WARRANTY OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE, SECURITY, ACCURACY AND NON-INFRINGEMENT. WITHOUT LIMITING THE FOREGOING, THIS SITE MAKES NO WARRANTY OR REPRESENTATION THAT ACCESS TO OR OPERATION OF THE SERVICE WILL BE UNINTERRUPTED OR ERROR FREE. YOU ASSUME FULL RESPONSIBILITY AND RISK OF LOSS RESULTING FROM YOUR DOWNLOADING AND/OR USE OF FILES, INFORMATION, CONTENT OR OTHER MATERIAL OBTAINED FROM THE SERVICE. </p>\r\n							<p>TO THE EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT SHALL THE SITE BE LIABLE TO YOU FOR ANY LOSS OF PROFITS, OR FOR ANY INCIDENTAL, INDIRECT, SPECIAL, CONSEQUENTIAL OR EXEMPLARY DAMAGES, HOWEVER ARISING, THAT RESULT FROM (A) THE USE, DISCLOSURE, OR DISPLAY OF YOUR USER CONTENT; (B) YOUR USE OR INABILITY TO USE THIS SITE; (C) ANY OTHER INTERACTIONS WITH THIS SITE OR ANY OTHER USER OF THE SERVICE, WHETHER BASED ON WARRANTY, CONTRACT, TORT (INCLUDING NEGLIGENCE) OR ANY OTHER LEGAL THEORY, AND WHETHER OR NOT THIS SITE HAS BEEN INFORMED OF THE POSSIBILITY OF SUCH DAMAGE, AND EVEN IF A REMEDY SET FORTH HEREIN IS FOUND TO HAVE FAILED OF ITS ESSENTIAL PURPOSE. </p>\r\n							<p>If you have a dispute with one or more users or service that you review using the Service, you release us from claims, demands and damages (actual and consequential) of every kind and nature, known and unknown, arising out of or in any way connected with such disputes.</p>\r\n							<p><strong>Modification of terms of use.</strong> We can amend these Terms of Use at any time and will update these Terms of Use in the event of any such amendments.  It is your sole responsibility to check the Site from time to time to view any such changes in the Agreement.  If you continue to use the Site, you signify your agreement to our revisions to these Terms of Use. </p>','Terms of Use','','inherit','open','open','','433-revision-v1','','','2015-01-29 14:09:21','2015-01-29 14:09:21','',433,'http://myseatime.com/blogadm/433-revision-v1/',0,'revision','',0,0),(437,1,'2015-01-29 14:09:42','2015-01-29 14:09:42','<p>Welcome to the myseatime.com. The following Terms of Use apply when you view or use the Service via our website located at <a href=\"http://myseatime.com\">www.myseatime.com</a>. Please review the following terms carefully.  By accessing or using the Service, you signify your agreement to these Terms of Use.  If you do not agree to these Terms of Use, you may not access or use the Service. </p>\r\n							<p>You also represent and warrant that you are of sufficient legal age to use this Site and the Services, or agree to supervise minors who use this Site and the Services, and that you will be bound to any legal obligations you may incur as a result of using this Site and the Services. Please note that myseatime.com reserves the right to change the Terms and Conditions under which this Site and its Services are extended to you. Your continued use of this Site and the Services following such modifications will be conclusively deemed acceptance of any changes to these Terms and Conditions</p>\r\n							<p><strong>Privacy Policy.</strong> The Company respects the privacy of its users.  Please refer to the our <a href=\"http://myseatime.com/page/privacy-policy\">Privacy Policy</a> which explains how we collect, use, and disclose information that pertains to your privacy.  When you access or use the Service, you signify your agreement to this Privacy Policy.</p>\r\n							<p><strong>Intellectual Property Rights. </strong>You acknowledge and agree that we and our licensors retain ownership of all intellectual property rights of any kind related to the Service, including applicable copyrights, trademarks and other proprietary rights. Other product and company names mentioned herein might be the trademarks of their respective owners. By posting jobs on any myseatime.com Site, You agree to allow myseatime.com to use Your company names, logos, and icons identifying Your products and services, including any published company descriptions, in order to promote Your job postings.  If you believe any content appearing on our website constitutes a copyright infringement of another person\'s rights, please contact us immediately by clicking on <a href=\"#\">\"contact us\"</a> to notify us of the infringement.</p>\r\n							<p><strong>Registration Rules for user conduct and use of the service. </strong>You need to be at least 15 years old to register for and use the Service. If you are a user who signs up for the Service, will create a personalised account which includes a unique username and a password to access the Service and to receive messages from the Company.  You agree to notify us immediately of any unauthorised use of your password and/or account. The Company will not be responsible for any liabilities, losses, or damages arising out of the unauthorised use of your member name, password and/or account. </p>\r\n							<p><strong>User Restrictions.</strong> Your permission to use the Site is conditioned upon the following Use and Conduct Restrictions</p>\r\n							<p>You agree that you will not under any circumstances: </p>\r\n							<ul>\r\n								<li>Post any information that is abusive, threatening, obscene, defamatory, libellous, or racially, sexually, religiously, or otherwise objectionable and offensive.</li>\r\n								<li>Use the service for any unlawful purpose or for the promotion of illegal activities.</li>\r\n								<li>Attempt to, or harass, abuse or harm another person or group.</li>\r\n								<li>Use another user\'s account without permission.</li>\r\n								<li>Provide false or inaccurate information when registering an account.</li>\r\n								<li>Interfere or attempt to interfere with the proper functioning of the Service.</li>\r\n								<li>Make any automated use of the system, or take any action that we deem to impose or to potentially impose an unreasonable or disproportionately large load on our servers or network infrastructure</li>\r\n								<li>Bypass any robot exclusion headers or other measures we take to restrict access to the Service or use any software, technology, or device to scrape, spider, or crawl the Service or harvest or manipulate data.</li>\r\n								<li>Publish or link to malicious content intended to damage or disrupt another user\'s browser or computer.</li>\r\n							</ul>\r\n							<p><strong>Posting and Conduct Restrictions. </strong>When you create your own personalised account, you may be able to provide various information in your profile (called \"User Content\").  You are solely responsible for the User Content that you post, upload, link to or otherwise make available via the Service.  You agree that we are only acting as a passive conduit for your online distribution and publication of your User Content.  The Company, however, reserves the right to remove any User Content from the Service at its discretion. </p>\r\n							<p>The following rules pertain to User Content.  By transmitting and submitting any User Content while using the Service, you agree as follows: </p>\r\n							<ul>\r\n								<li>You are solely responsible for your account and the activity that occurs while signed in to or while using your account.</li>\r\n								<li>You will not post information that is malicious, false or inaccurate.</li>\r\n								<li>You will not submit content that is copyrighted or subject to third party proprietary rights, including privacy, publicity, trade secret, etc., unless you are the owner of such rights or have the appropriate permission from their rightful owner to specifically submit such content.</li>\r\n								<li>You hereby affirm we have the right to determine whether any of your User Content submissions are appropriate and comply with these Terms of Service, remove any and/or all of your submissions, and terminate your account with or without prior notice. </li>\r\n							</ul>\r\n							<p>You understand and agree that any liability, loss or damage that occurs as a result of the use of any User Content that you make available or access through your use of the Service is solely your responsibility.  The Company is not responsible for any public display or misuse of your User Content.  The Company does not, and cannot, pre-screen or monitor all User Content.  However, at our discretion, we, or technology we employ, may monitor and/or record your interactions with the Service.</p>\r\n							<p><strong>Online Content Disclaimer. </strong>Opinions, advice, statements, offers, or other information or content made available through the Service, but not directly by this website, are those of their respective authors, and should not necessarily be relied upon.  Such authors are solely responsible for such content. This site does not guarantee the accuracy, completeness, or usefulness of any information on the Service and neither does the site adopt nor endorse, nor is the site responsible for, the accuracy or reliability of any opinion, advice, or statement made by parties other than the Company.  The site takes no responsibility and assumes no liability for any User Content that you or any other user or third party posts or sends over the Service.  Under no circumstances will the Company be responsible for any loss or damage resulting from anyone\'s reliance on information or other content posted on the Service, or transmitted to users.</p>\r\n							<p>Though the site strives to enforce these Terms of Use, you may be exposed to User Content that is inaccurate or objectionable.  The Company reserves the right, but has no obligation, to monitor the materials posted in the public areas of the service or to limit or deny a user\'s access to the Service or take other appropriate action if a user violates these Terms of Use or engages in any activity that violates the rights of any person or entity or which we deem unlawful, offensive, abusive, harmful or malicious.  [E-mails sent between you and other participants that are not readily accessible to the general public will be treated by us as private to the extent required by applicable law.]  The site shall have the right to remove any such material that in its sole opinion violates, or is alleged to violate, the law or this agreement or which might be offensive, or that might violate the rights, harm, or threaten the safety of users or others.  If you become aware of misuse of our Service, please contact us. </p>\r\n							<p><strong>Links to other sites and/or materials. </strong>As part of the Service, the site may provide you with convenient links to third party website(s) (\"Third Party Sites\") as well as content or items belonging to or originating from third parties (the \"Third Party Applications, Software or Content\").  These links are provided as a courtesy to Service subscribers.  The Company has no control over Third Party Sites and Third Party Applications, Software or Content or the promotions, materials, information, goods or services available on these Third Party Sites or Third Party Applications, Software or Content.  Such Third Party Sites and Third Party Applications, Software or Content are not investigated, monitored or checked for accuracy, appropriateness, or completeness by this site, and the site is not responsible for any Third Party Sites accessed through this Site or any Third Party Applications, Software or Content posted on, available through or installed from this Site, including the content, accuracy, offensiveness, opinions, reliability, privacy practices or other policies of or contained in the Third Party Sites or the Third Party Applications, Software or Content.  Inclusion of, linking to or permitting the use or installation of any Third Party Site or any Third Party Applications, Software or Content does not imply approval or endorsement thereof by this site.  If you decide to leave the Site and access the Third Party Sites or to use or install any Third Party Applications, Software or Content, you do so at your own risk and you should be aware that our terms and policies no longer govern.  You should review the applicable terms and policies, including privacy and data gathering practices, of any site to which you navigate from this Site or relating to any applications you use or install from this site. </p>\r\n							<p><strong>Myseatime Jobs.</strong> Our Jobs function is purely an online jobs board intended to facilitate the recruitment process; myseatime.com is NOT a recruitment agent.  If you choose to participate in the online jobs board function provided by this Website, you must comply with the following supplementary Terms of Use</p>\r\n							<small>If you are looking for a job (an employee), the following supplementary Terms of Use apply to you: </small>\r\n							<p>You acknowledge and agree that you are solely responsible for the form, content and accuracy of any profile data (CV) or background material you place on the Website.   You will take care that this information is complete and not misleading.</p>\r\n							<p>By uploading your profile data and selecting your availability, you agree that your profile data may be shared with participating employers.</p>\r\n							<p>We are not able to guarantee or screen the accuracy or authenticity of any of the job opportunities posted on the Website.  You are invited to contact us if you believe any employer is providing inaccurate or misleading information. </p>\r\n							<p>We do not screen the employment practices of participating employers.  You are solely responsible for determining the suitability of any position that you may pursue and accept as a result of your use of this Website to your circumstances and abilities.  The participating employers and not myseatime.com are responsible to you in respect of all legal obligations arising in connection with their hiring practice</p>\r\n							<p>You may not share information concerning job opportunities posted by employers with any other person and you are strictly prohibited from removing job opportunity content or downloading, removing or tampering with the job opportunity database. </p>\r\n							<p>There is no guaranteed success rate arising from use of the Website. </p>\r\n							<small>If you are a seeking job candidates (an employer), the following supplementary Terms of Use apply to you:</small>\r\n							<p>As an exception to the above Terms of Use, we acknowledge that you will be using our Website for commercial purposes when you use it to find potential job applicants. You agree not to disclose any information provided by potential employees to any third parties, or those not directly related to the recruitment process without the specific consent of the potential employee.</p>\r\n							<p>We do not screen applicants or the contents of their profile.  You are fully responsible for reviewing CVs with candidates and making your own employment decisions.  Downloading potential employee details and CVs for any reason other than recruiting for a current vacancy is strictly forbidden and will result in immediate cancellation of your account.  You may only contact potential employees using the details they provide and you may only use these details for the recruitment process.  If you no longer have a relationship with us, you must destroy all information about candidates (other than candidates you have employed before the end of the relationship with us) you have obtained from this Website.</p>\r\n							<p>You agree to deal fairly and professionally with individuals who may respond to an opportunity you have posted or who you have identified as a possible candidate using this Website.</p>\r\n							<p>We do not guarantee any response to your advertisement or that responses will be from individuals suitable for the job advertised. It is your responsibility to carry out such checks and procedures as are necessary to ensure that potential candidates are suitable for the job.</p>\r\n							<p>All job postings by you must be accurate and must be for genuine existing opportunities.  If the opportunity is filled or no longer becomes available, it must be immediately removed from the Website.  You must have one open job opportunity available for employees in order to use this Website.</p>\r\n							<p>Advertisements which unlawfully discriminate (or appear to discriminate) on grounds of sex, race, age, disability, religion or other unlawful discriminatory basis are illegal and may not be made.  You will indemnify us and keep us indemnified against any claim by any User that your hiring practices and procedures violate any applicable laws, including in particular laws to prevent discrimination in the workplace.</p>\r\n							<p><strong>WARRANTY DISCLAIMER.</strong> THE SERVICE, IS PROVIDED \"AS IS,\" WITHOUT WARRANTY OF ANY KIND. WITHOUT LIMITING THE FOREGOING, THIS SITE EXPRESSLY DISCLAIMS ALL WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY, REGARDING THE SERVICE INCLUDING WITHOUT LIMITATION ANY WARRANTY OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE, SECURITY, ACCURACY AND NON-INFRINGEMENT. WITHOUT LIMITING THE FOREGOING, THIS SITE MAKES NO WARRANTY OR REPRESENTATION THAT ACCESS TO OR OPERATION OF THE SERVICE WILL BE UNINTERRUPTED OR ERROR FREE. YOU ASSUME FULL RESPONSIBILITY AND RISK OF LOSS RESULTING FROM YOUR DOWNLOADING AND/OR USE OF FILES, INFORMATION, CONTENT OR OTHER MATERIAL OBTAINED FROM THE SERVICE. </p>\r\n							<p>TO THE EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT SHALL THE SITE BE LIABLE TO YOU FOR ANY LOSS OF PROFITS, OR FOR ANY INCIDENTAL, INDIRECT, SPECIAL, CONSEQUENTIAL OR EXEMPLARY DAMAGES, HOWEVER ARISING, THAT RESULT FROM (A) THE USE, DISCLOSURE, OR DISPLAY OF YOUR USER CONTENT; (B) YOUR USE OR INABILITY TO USE THIS SITE; (C) ANY OTHER INTERACTIONS WITH THIS SITE OR ANY OTHER USER OF THE SERVICE, WHETHER BASED ON WARRANTY, CONTRACT, TORT (INCLUDING NEGLIGENCE) OR ANY OTHER LEGAL THEORY, AND WHETHER OR NOT THIS SITE HAS BEEN INFORMED OF THE POSSIBILITY OF SUCH DAMAGE, AND EVEN IF A REMEDY SET FORTH HEREIN IS FOUND TO HAVE FAILED OF ITS ESSENTIAL PURPOSE. </p>\r\n							<p>If you have a dispute with one or more users or service that you review using the Service, you release us from claims, demands and damages (actual and consequential) of every kind and nature, known and unknown, arising out of or in any way connected with such disputes.</p>\r\n							<p><strong>Modification of terms of use.</strong> We can amend these Terms of Use at any time and will update these Terms of Use in the event of any such amendments.  It is your sole responsibility to check the Site from time to time to view any such changes in the Agreement.  If you continue to use the Site, you signify your agreement to our revisions to these Terms of Use. </p>','Terms of Use','','inherit','open','open','','433-revision-v1','','','2015-01-29 14:09:42','2015-01-29 14:09:42','',433,'http://myseatime.com/blogadm/433-revision-v1/',0,'revision','',0,0),(438,1,'2015-01-29 14:10:08','2015-01-29 14:10:08','<p>Welcome to the myseatime.com. The following Terms of Use apply when you view or use the Service via our website located at <a href=\"http://myseatime.com\">www.myseatime.com</a>. Please review the following terms carefully.  By accessing or using the Service, you signify your agreement to these Terms of Use.  If you do not agree to these Terms of Use, you may not access or use the Service. </p>\r\n							<p>You also represent and warrant that you are of sufficient legal age to use this Site and the Services, or agree to supervise minors who use this Site and the Services, and that you will be bound to any legal obligations you may incur as a result of using this Site and the Services. Please note that myseatime.com reserves the right to change the Terms and Conditions under which this Site and its Services are extended to you. Your continued use of this Site and the Services following such modifications will be conclusively deemed acceptance of any changes to these Terms and Conditions</p>\r\n							<p><strong>Privacy Policy.</strong> The Company respects the privacy of its users.  Please refer to the our <a href=\"http://myseatime.com/page/privacy-policy\">Privacy Policy</a> which explains how we collect, use, and disclose information that pertains to your privacy.  When you access or use the Service, you signify your agreement to this Privacy Policy.</p>\r\n							<p><strong>Intellectual Property Rights. </strong>You acknowledge and agree that we and our licensors retain ownership of all intellectual property rights of any kind related to the Service, including applicable copyrights, trademarks and other proprietary rights. Other product and company names mentioned herein might be the trademarks of their respective owners. By posting jobs on any myseatime.com Site, You agree to allow myseatime.com to use Your company names, logos, and icons identifying Your products and services, including any published company descriptions, in order to promote Your job postings.  If you believe any content appearing on our website constitutes a copyright infringement of another person\'s rights, please contact us immediately by clicking on <a href=\"http://myseatime.com/contactus\">\"contact us\"</a> to notify us of the infringement.</p>\r\n							<p><strong>Registration Rules for user conduct and use of the service. </strong>You need to be at least 15 years old to register for and use the Service. If you are a user who signs up for the Service, will create a personalised account which includes a unique username and a password to access the Service and to receive messages from the Company.  You agree to notify us immediately of any unauthorised use of your password and/or account. The Company will not be responsible for any liabilities, losses, or damages arising out of the unauthorised use of your member name, password and/or account. </p>\r\n							<p><strong>User Restrictions.</strong> Your permission to use the Site is conditioned upon the following Use and Conduct Restrictions</p>\r\n							<p>You agree that you will not under any circumstances: </p>\r\n							<ul>\r\n								<li>Post any information that is abusive, threatening, obscene, defamatory, libellous, or racially, sexually, religiously, or otherwise objectionable and offensive.</li>\r\n								<li>Use the service for any unlawful purpose or for the promotion of illegal activities.</li>\r\n								<li>Attempt to, or harass, abuse or harm another person or group.</li>\r\n								<li>Use another user\'s account without permission.</li>\r\n								<li>Provide false or inaccurate information when registering an account.</li>\r\n								<li>Interfere or attempt to interfere with the proper functioning of the Service.</li>\r\n								<li>Make any automated use of the system, or take any action that we deem to impose or to potentially impose an unreasonable or disproportionately large load on our servers or network infrastructure</li>\r\n								<li>Bypass any robot exclusion headers or other measures we take to restrict access to the Service or use any software, technology, or device to scrape, spider, or crawl the Service or harvest or manipulate data.</li>\r\n								<li>Publish or link to malicious content intended to damage or disrupt another user\'s browser or computer.</li>\r\n							</ul>\r\n							<p><strong>Posting and Conduct Restrictions. </strong>When you create your own personalised account, you may be able to provide various information in your profile (called \"User Content\").  You are solely responsible for the User Content that you post, upload, link to or otherwise make available via the Service.  You agree that we are only acting as a passive conduit for your online distribution and publication of your User Content.  The Company, however, reserves the right to remove any User Content from the Service at its discretion. </p>\r\n							<p>The following rules pertain to User Content.  By transmitting and submitting any User Content while using the Service, you agree as follows: </p>\r\n							<ul>\r\n								<li>You are solely responsible for your account and the activity that occurs while signed in to or while using your account.</li>\r\n								<li>You will not post information that is malicious, false or inaccurate.</li>\r\n								<li>You will not submit content that is copyrighted or subject to third party proprietary rights, including privacy, publicity, trade secret, etc., unless you are the owner of such rights or have the appropriate permission from their rightful owner to specifically submit such content.</li>\r\n								<li>You hereby affirm we have the right to determine whether any of your User Content submissions are appropriate and comply with these Terms of Service, remove any and/or all of your submissions, and terminate your account with or without prior notice. </li>\r\n							</ul>\r\n							<p>You understand and agree that any liability, loss or damage that occurs as a result of the use of any User Content that you make available or access through your use of the Service is solely your responsibility.  The Company is not responsible for any public display or misuse of your User Content.  The Company does not, and cannot, pre-screen or monitor all User Content.  However, at our discretion, we, or technology we employ, may monitor and/or record your interactions with the Service.</p>\r\n							<p><strong>Online Content Disclaimer. </strong>Opinions, advice, statements, offers, or other information or content made available through the Service, but not directly by this website, are those of their respective authors, and should not necessarily be relied upon.  Such authors are solely responsible for such content. This site does not guarantee the accuracy, completeness, or usefulness of any information on the Service and neither does the site adopt nor endorse, nor is the site responsible for, the accuracy or reliability of any opinion, advice, or statement made by parties other than the Company.  The site takes no responsibility and assumes no liability for any User Content that you or any other user or third party posts or sends over the Service.  Under no circumstances will the Company be responsible for any loss or damage resulting from anyone\'s reliance on information or other content posted on the Service, or transmitted to users.</p>\r\n							<p>Though the site strives to enforce these Terms of Use, you may be exposed to User Content that is inaccurate or objectionable.  The Company reserves the right, but has no obligation, to monitor the materials posted in the public areas of the service or to limit or deny a user\'s access to the Service or take other appropriate action if a user violates these Terms of Use or engages in any activity that violates the rights of any person or entity or which we deem unlawful, offensive, abusive, harmful or malicious.  [E-mails sent between you and other participants that are not readily accessible to the general public will be treated by us as private to the extent required by applicable law.]  The site shall have the right to remove any such material that in its sole opinion violates, or is alleged to violate, the law or this agreement or which might be offensive, or that might violate the rights, harm, or threaten the safety of users or others.  If you become aware of misuse of our Service, please contact us. </p>\r\n							<p><strong>Links to other sites and/or materials. </strong>As part of the Service, the site may provide you with convenient links to third party website(s) (\"Third Party Sites\") as well as content or items belonging to or originating from third parties (the \"Third Party Applications, Software or Content\").  These links are provided as a courtesy to Service subscribers.  The Company has no control over Third Party Sites and Third Party Applications, Software or Content or the promotions, materials, information, goods or services available on these Third Party Sites or Third Party Applications, Software or Content.  Such Third Party Sites and Third Party Applications, Software or Content are not investigated, monitored or checked for accuracy, appropriateness, or completeness by this site, and the site is not responsible for any Third Party Sites accessed through this Site or any Third Party Applications, Software or Content posted on, available through or installed from this Site, including the content, accuracy, offensiveness, opinions, reliability, privacy practices or other policies of or contained in the Third Party Sites or the Third Party Applications, Software or Content.  Inclusion of, linking to or permitting the use or installation of any Third Party Site or any Third Party Applications, Software or Content does not imply approval or endorsement thereof by this site.  If you decide to leave the Site and access the Third Party Sites or to use or install any Third Party Applications, Software or Content, you do so at your own risk and you should be aware that our terms and policies no longer govern.  You should review the applicable terms and policies, including privacy and data gathering practices, of any site to which you navigate from this Site or relating to any applications you use or install from this site. </p>\r\n							<p><strong>Myseatime Jobs.</strong> Our Jobs function is purely an online jobs board intended to facilitate the recruitment process; myseatime.com is NOT a recruitment agent.  If you choose to participate in the online jobs board function provided by this Website, you must comply with the following supplementary Terms of Use</p>\r\n							<small>If you are looking for a job (an employee), the following supplementary Terms of Use apply to you: </small>\r\n							<p>You acknowledge and agree that you are solely responsible for the form, content and accuracy of any profile data (CV) or background material you place on the Website.   You will take care that this information is complete and not misleading.</p>\r\n							<p>By uploading your profile data and selecting your availability, you agree that your profile data may be shared with participating employers.</p>\r\n							<p>We are not able to guarantee or screen the accuracy or authenticity of any of the job opportunities posted on the Website.  You are invited to contact us if you believe any employer is providing inaccurate or misleading information. </p>\r\n							<p>We do not screen the employment practices of participating employers.  You are solely responsible for determining the suitability of any position that you may pursue and accept as a result of your use of this Website to your circumstances and abilities.  The participating employers and not myseatime.com are responsible to you in respect of all legal obligations arising in connection with their hiring practice</p>\r\n							<p>You may not share information concerning job opportunities posted by employers with any other person and you are strictly prohibited from removing job opportunity content or downloading, removing or tampering with the job opportunity database. </p>\r\n							<p>There is no guaranteed success rate arising from use of the Website. </p>\r\n							<small>If you are a seeking job candidates (an employer), the following supplementary Terms of Use apply to you:</small>\r\n							<p>As an exception to the above Terms of Use, we acknowledge that you will be using our Website for commercial purposes when you use it to find potential job applicants. You agree not to disclose any information provided by potential employees to any third parties, or those not directly related to the recruitment process without the specific consent of the potential employee.</p>\r\n							<p>We do not screen applicants or the contents of their profile.  You are fully responsible for reviewing CVs with candidates and making your own employment decisions.  Downloading potential employee details and CVs for any reason other than recruiting for a current vacancy is strictly forbidden and will result in immediate cancellation of your account.  You may only contact potential employees using the details they provide and you may only use these details for the recruitment process.  If you no longer have a relationship with us, you must destroy all information about candidates (other than candidates you have employed before the end of the relationship with us) you have obtained from this Website.</p>\r\n							<p>You agree to deal fairly and professionally with individuals who may respond to an opportunity you have posted or who you have identified as a possible candidate using this Website.</p>\r\n							<p>We do not guarantee any response to your advertisement or that responses will be from individuals suitable for the job advertised. It is your responsibility to carry out such checks and procedures as are necessary to ensure that potential candidates are suitable for the job.</p>\r\n							<p>All job postings by you must be accurate and must be for genuine existing opportunities.  If the opportunity is filled or no longer becomes available, it must be immediately removed from the Website.  You must have one open job opportunity available for employees in order to use this Website.</p>\r\n							<p>Advertisements which unlawfully discriminate (or appear to discriminate) on grounds of sex, race, age, disability, religion or other unlawful discriminatory basis are illegal and may not be made.  You will indemnify us and keep us indemnified against any claim by any User that your hiring practices and procedures violate any applicable laws, including in particular laws to prevent discrimination in the workplace.</p>\r\n							<p><strong>WARRANTY DISCLAIMER.</strong> THE SERVICE, IS PROVIDED \"AS IS,\" WITHOUT WARRANTY OF ANY KIND. WITHOUT LIMITING THE FOREGOING, THIS SITE EXPRESSLY DISCLAIMS ALL WARRANTIES, WHETHER EXPRESS, IMPLIED OR STATUTORY, REGARDING THE SERVICE INCLUDING WITHOUT LIMITATION ANY WARRANTY OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE, SECURITY, ACCURACY AND NON-INFRINGEMENT. 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YOU ASSUME FULL RESPONSIBILITY AND RISK OF LOSS RESULTING FROM YOUR DOWNLOADING AND/OR USE OF FILES, INFORMATION, CONTENT OR OTHER MATERIAL OBTAINED FROM THE SERVICE. </p>\r\n							<p>TO THE EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT SHALL THE SITE BE LIABLE TO YOU FOR ANY LOSS OF PROFITS, OR FOR ANY INCIDENTAL, INDIRECT, SPECIAL, CONSEQUENTIAL OR EXEMPLARY DAMAGES, HOWEVER ARISING, THAT RESULT FROM (A) THE USE, DISCLOSURE, OR DISPLAY OF YOUR USER CONTENT; (B) YOUR USE OR INABILITY TO USE THIS SITE; (C) ANY OTHER INTERACTIONS WITH THIS SITE OR ANY OTHER USER OF THE SERVICE, WHETHER BASED ON WARRANTY, CONTRACT, TORT (INCLUDING NEGLIGENCE) OR ANY OTHER LEGAL THEORY, AND WHETHER OR NOT THIS SITE HAS BEEN INFORMED OF THE POSSIBILITY OF SUCH DAMAGE, AND EVEN IF A REMEDY SET FORTH HEREIN IS FOUND TO HAVE FAILED OF ITS ESSENTIAL PURPOSE. </p>\r\n							<p>If you have a dispute with one or more users or service that you review using the Service, you release us from claims, demands and damages (actual and consequential) of every kind and nature, known and unknown, arising out of or in any way connected with such disputes.</p>\r\n							<p><strong>Modification of terms of use.</strong> We can amend these Terms of Use at any time and will update these Terms of Use in the event of any such amendments.  It is your sole responsibility to check the Site from time to time to view any such changes in the Agreement.  If you continue to use the Site, you signify your agreement to our revisions to these Terms of Use. </p>','Terms of Use','','inherit','open','open','','433-revision-v1','','','2015-01-29 14:10:08','2015-01-29 14:10:08','',433,'http://myseatime.com/blogadm/433-revision-v1/',0,'revision','',0,0),(439,1,'2015-01-29 16:29:20','2015-01-29 16:29:20','Recently someone asked me this question as to why there are very few new ULCCs? Why most of the ULCCs were built in 70s ? I considered the question to be a topic of one of my blog. This blog is the answer to that question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\n<strong>Food for thought:</strong> can you think how the discovery of shale gas in USA will affect the demand of crude oil in tonne mile and what effect this can have on the average size of the crude oil tankers in near future?\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2015-01-29 16:29:20','2015-01-29 16:29:20','',5,'http://myseatime.com/blogadm/5-revision-v1/',0,'revision','',0,0),(440,3,'2015-01-29 17:07:53','2015-01-29 17:07:53','There are concerns about the welfare of 21 Filipino seafarers aboard a flag-of-convenience bulk carrier berthed at Port Kembla after it was found the stores aboard the ship were severely lacking and none of the crew had been paid in four months.\r\n\r\nThe Australian Maritime Safety Authority (AMSA) has detained the ship, the Bulk Brasil, for serious breaches of the Maritime Labor Convention.\r\n\r\nThe Bulk Brasil is an 82,000 dead weight ton, Panamanian-registered vessel, managed and operated by Japanese-based multinational Keymax.\r\n\r\nIt is a repeat offender and has been found to have deficiencies in 12 ports worldwide. An AMSA inspection in Hay Point, Queensland last year found that the vessel had deficiencies in pollution prevention, working and living conditions, safety of navigation and fire safety.\r\n\r\nThe International Transport Workers’ Federation (ITF) National Co-ordinator Dean Summers is concerned there is a spike in substandard ships visiting Australian ports after another vessel was detained in Newcastle just yesterday.\r\n\r\n“Ironically, the Keymax website claims that the company ‘promises to deliver the finest in crewing services’; am I wrong in thinking that the ‘finest in crewing services’ to mean that the crew will be fed and paid,” Summers asked.\r\n\r\n“There are four maritime conventions determining conduct of the international shipping fleet and this ship has managed to have breached on a number of occasions three of these conventions: Safety of Life at Sea (SOLAS), the Maritime Labor Convention (MLC) and the Prevention of Pollution From Ships (MARPOL).\r\n\r\n“Australian exporters have to be held responsible for the ships they charter, they must not be permitted to vicariously exploit and abuse seafarers.”\r\n\r\nSource:  mua.org.au\r\n\r\nImage Credit: marinetraffic.com / Dennis Adriaanse','Seafarers Aboard FOC Ship Deprived of Food','','publish','open','open','','seafarers-aboard-foc-ship-deprived-of-food','','','2015-01-29 17:07:53','2015-01-29 17:07:53','',0,'http://myseatime.com/blogadm/?p=440',0,'post','',0,38),(441,1,'2015-01-29 17:03:16','2015-01-29 17:03:16','','BULK_BRASIL_opt','','inherit','open','open','','bulk_brasil_opt','','','2015-01-29 17:03:16','2015-01-29 17:03:16','',440,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/BULK_BRASIL_opt.jpg',0,'attachment','image/jpeg',0,0),(442,1,'2015-01-29 17:07:53','2015-01-29 17:07:53','There are concerns about the welfare of 21 Filipino seafarers aboard a flag-of-convenience bulk carrier berthed at Port Kembla after it was found the stores aboard the ship were severely lacking and none of the crew had been paid in four months.\r\n\r\nThe Australian Maritime Safety Authority (AMSA) has detained the ship, the Bulk Brasil, for serious breaches of the Maritime Labor Convention.\r\n\r\nThe Bulk Brasil is an 82,000 dead weight ton, Panamanian-registered vessel, managed and operated by Japanese-based multinational Keymax.\r\n\r\nIt is a repeat offender and has been found to have deficiencies in 12 ports worldwide. An AMSA inspection in Hay Point, Queensland last year found that the vessel had deficiencies in pollution prevention, working and living conditions, safety of navigation and fire safety.\r\n\r\nThe International Transport Workers’ Federation (ITF) National Co-ordinator Dean Summers is concerned there is a spike in substandard ships visiting Australian ports after another vessel was detained in Newcastle just yesterday.\r\n\r\n“Ironically, the Keymax website claims that the company ‘promises to deliver the finest in crewing services’; am I wrong in thinking that the ‘finest in crewing services’ to mean that the crew will be fed and paid,” Summers asked.\r\n\r\n“There are four maritime conventions determining conduct of the international shipping fleet and this ship has managed to have breached on a number of occasions three of these conventions: Safety of Life at Sea (SOLAS), the Maritime Labor Convention (MLC) and the Prevention of Pollution From Ships (MARPOL).\r\n\r\n“Australian exporters have to be held responsible for the ships they charter, they must not be permitted to vicariously exploit and abuse seafarers.”\r\n\r\nSource:  mua.org.au\r\n\r\nImage Credit: marinetraffic.com / Dennis Adriaanse','Seafarers Aboard FOC Ship Deprived of Food','','inherit','open','open','','440-revision-v1','','','2015-01-29 17:07:53','2015-01-29 17:07:53','',440,'http://myseatime.com/blogadm/440-revision-v1/',0,'revision','',0,0),(443,3,'2015-01-29 17:29:02','2015-01-29 17:29:02','Adani Ports and Special Economic Zone Limited (“APSEZ”), India’s largest port developer and part of Adani Group, today announced the financial results for the third quarter and nine months ended December 31, 2014.\r\n\r\nConsolidated cargo handled by the company was 108 MMT in 9M-FY15, an increase of 29%, over corresponding to same period last year. Adani ports at Mundra handled 84 MMT cargo in 9M-FY15 thereby continuing its leadership as the largest commercial port business in India. The Mundra port registered a 13% growth in 9M-FY15 compared to 5% aggregate cargo growth at all major ports.\r\n\r\nAlso, in case of containers, the Mundra port handled 2.02 Million TEUs in 9M-FY15 as against 1.68 Million TEU’s in corresponding to same period last year resulting in a 20 % growth as compared to growth of 8% aggregate growth in container volumes at all the major ports.\r\n\r\nConsolidated cargo handled by the company was 39 MMT in Q3FY15, an increase of 33%, over corresponding quarter last year. Adani ports at Mundra handled 29 MMT cargo in Q3FY15 thereby continuing its leadership as the single largest commercial port in India.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nCommenting on the results, Mr. Gautam Adani, Chairman, Adani Group said, “We are pleased that our performance across all ports continues to be robust therefore reflecting the strength of our Pan India strategy”.\r\n\r\nElaborating on the operational performance, Mr. Sudipta Bhattacharya, Chief Executive Officer of APSEZ, said “we have had another record quarter and Nine months performance on all fronts of cargo, revenue and EBIDTA growth and we are further enhancing our focus on sales &amp; operational excellence to maintain our growth momentum”.\r\n\r\nAdani Ports awarded as “Best Port of the Year” and “Container Handling Port of the Year” at Gujarat Star Award 2014 and also won 6 awards at 28th National Convention on Quality Concept held at Pune.\r\n\r\nIt also handled the largest ever coal vessel of 207,000 DWT at its West Basin in Mundra.\r\n\r\n</div>\r\n</div>\r\n</div>','Adani port Financial performance improves','','publish','open','open','','443','','','2015-02-05 13:50:00','2015-02-05 13:50:00','',0,'http://myseatime.com/blogadm/?p=443',0,'post','',0,36),(444,1,'2015-01-29 17:28:44','2015-01-29 17:28:44','','Adani port','','inherit','open','open','','adani-port','','','2015-01-29 17:28:44','2015-01-29 17:28:44','',443,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Adani-port.jpg',0,'attachment','image/jpeg',0,0),(445,1,'2015-01-29 17:29:02','2015-01-29 17:29:02','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nAdani Ports and Special Economic Zone Limited (“APSEZ”), India’s largest port developer and part of Adani Group, today announced the financial results for the third quarter and nine months ended December 31, 2014.\r\n\r\nConsolidated cargo handled by the company was 108 MMT in 9M-FY15, an increase of 29%, over corresponding to same period last year. Adani ports at Mundra handled 84 MMT cargo in 9M-FY15 thereby continuing its leadership as the largest commercial port business in India. The Mundra port registered a 13% growth in 9M-FY15 compared to 5% aggregate cargo growth at all major ports.\r\n\r\nAlso, in case of containers, the Mundra port handled 2.02 Million TEUs in 9M-FY15 as against 1.68 Million TEU’s in corresponding to same period last year resulting in a 20 % growth as compared to growth of 8% aggregate growth in container volumes at all the major ports.\r\n\r\nConsolidated cargo handled by the company was 39 MMT in Q3FY15, an increase of 33%, over corresponding quarter last year. Adani ports at Mundra handled 29 MMT cargo in Q3FY15 thereby continuing its leadership as the single largest commercial port in India.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nCommenting on the results, Mr. Gautam Adani, Chairman, Adani Group said, “We are pleased that our performance across all ports continues to be robust therefore reflecting the strength of our Pan India strategy”.\r\n\r\nElaborating on the operational performance, Mr. Sudipta Bhattacharya, Chief Executive Officer of APSEZ, said “we have had another record quarter and Nine months performance on all fronts of cargo, revenue and EBIDTA growth and we are further enhancing our focus on sales &amp; operational excellence to maintain our growth momentum”.\r\n\r\nAdani Ports awarded as “Best Port of the Year” and “Container Handling Port of the Year” at Gujarat Star Award 2014 and also won 6 awards at 28th National Convention on Quality Concept held at Pune.\r\n\r\nIt also handled the largest ever coal vessel of 207,000 DWT at its West Basin in Mundra.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','','','inherit','open','open','','443-revision-v1','','','2015-01-29 17:29:02','2015-01-29 17:29:02','',443,'http://myseatime.com/blogadm/443-revision-v1/',0,'revision','',0,0),(446,1,'2015-01-29 17:32:40','2015-01-29 17:32:40','<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nAdani Ports and Special Economic Zone Limited (“APSEZ”), India’s largest port developer and part of Adani Group, today announced the financial results for the third quarter and nine months ended December 31, 2014.\n\nConsolidated cargo handled by the company was 108 MMT in 9M-FY15, an increase of 29%, over corresponding to same period last year. Adani ports at Mundra handled 84 MMT cargo in 9M-FY15 thereby continuing its leadership as the largest commercial port business in India. The Mundra port registered a 13% growth in 9M-FY15 compared to 5% aggregate cargo growth at all major ports.\n\nAlso, in case of containers, the Mundra port handled 2.02 Million TEUs in 9M-FY15 as against 1.68 Million TEU’s in corresponding to same period last year resulting in a 20 % growth as compared to growth of 8% aggregate growth in container volumes at all the major ports.\n\nConsolidated cargo handled by the company was 39 MMT in Q3FY15, an increase of 33%, over corresponding quarter last year. Adani ports at Mundra handled 29 MMT cargo in Q3FY15 thereby continuing its leadership as the single largest commercial port in India.\n<div class=\"page\" title=\"Page 2\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nCommenting on the results, Mr. Gautam Adani, Chairman, Adani Group said, “We are pleased that our performance across all ports continues to be robust therefore reflecting the strength of our Pan India strategy”.\n\nElaborating on the operational performance, Mr. Sudipta Bhattacharya, Chief Executive Officer of APSEZ, said “we have had another record quarter and Nine months performance on all fronts of cargo, revenue and EBIDTA growth and we are further enhancing our focus on sales &amp; operational excellence to maintain our growth momentum”.\n\nAdani Ports awarded as “Best Port of the Year” and “Container Handling Port of the Year” at Gujarat Star Award 2014 and also won 6 awards at 28th National Convention on Quality Concept held at Pune.\n\nIt also handled the largest ever coal vessel of 207,000 DWT at its West Basin in Mundra.\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','Adani port Financial performance ','','inherit','open','open','','443-autosave-v1','','','2015-01-29 17:32:40','2015-01-29 17:32:40','',443,'http://myseatime.com/blogadm/443-autosave-v1/',0,'revision','',0,0),(447,1,'2015-01-29 17:32:52','2015-01-29 17:32:52','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nAdani Ports and Special Economic Zone Limited (“APSEZ”), India’s largest port developer and part of Adani Group, today announced the financial results for the third quarter and nine months ended December 31, 2014.\r\n\r\nConsolidated cargo handled by the company was 108 MMT in 9M-FY15, an increase of 29%, over corresponding to same period last year. Adani ports at Mundra handled 84 MMT cargo in 9M-FY15 thereby continuing its leadership as the largest commercial port business in India. The Mundra port registered a 13% growth in 9M-FY15 compared to 5% aggregate cargo growth at all major ports.\r\n\r\nAlso, in case of containers, the Mundra port handled 2.02 Million TEUs in 9M-FY15 as against 1.68 Million TEU’s in corresponding to same period last year resulting in a 20 % growth as compared to growth of 8% aggregate growth in container volumes at all the major ports.\r\n\r\nConsolidated cargo handled by the company was 39 MMT in Q3FY15, an increase of 33%, over corresponding quarter last year. Adani ports at Mundra handled 29 MMT cargo in Q3FY15 thereby continuing its leadership as the single largest commercial port in India.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nCommenting on the results, Mr. Gautam Adani, Chairman, Adani Group said, “We are pleased that our performance across all ports continues to be robust therefore reflecting the strength of our Pan India strategy”.\r\n\r\nElaborating on the operational performance, Mr. Sudipta Bhattacharya, Chief Executive Officer of APSEZ, said “we have had another record quarter and Nine months performance on all fronts of cargo, revenue and EBIDTA growth and we are further enhancing our focus on sales &amp; operational excellence to maintain our growth momentum”.\r\n\r\nAdani Ports awarded as “Best Port of the Year” and “Container Handling Port of the Year” at Gujarat Star Award 2014 and also won 6 awards at 28th National Convention on Quality Concept held at Pune.\r\n\r\nIt also handled the largest ever coal vessel of 207,000 DWT at its West Basin in Mundra.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Adani port Financial performance improves','','inherit','open','open','','443-revision-v1','','','2015-01-29 17:32:52','2015-01-29 17:32:52','',443,'http://myseatime.com/blogadm/443-revision-v1/',0,'revision','',0,0),(448,3,'2015-01-29 17:56:08','2015-01-29 17:56:08','The NGO Shipbreaking Platform, a global coalition of environmental and human rights organisations seeking to prevent dirty and dangerous shipbreaking worldwide, today releases a complete list of all ship owners and their ships sold for breaking last year. Out of a total of 1026 ships dismantled globally in 2014, 641 – representing 74% of the total gross tonnage (GT) scrapped – were sold to substandard facilities in India, Pakistan and Bangladesh where ships are dismantled directly on tidal beaches . None of the South Asian yards comply with international standards for safe and environmentally sound ship recycling .\r\nEnd-of-life ships contain toxic materials such as asbestos, heavy metals, PCBs, oil residues and organic waste within their structures – these pollutants can not be contained or safely removed on a tidal beach. The demolition of the largest movable man-made structures is hazardous and must be conducted in a controlled manner using adequate infrastructure such as cranes as well as necessary health and safety provisions – in 2014 the Platform reported 23 deaths and 66 severe injuries due to accidents such as explosions, workers crushed under steel plates and falling from heights on the South Asian beaches.\r\n“South Asia is still the preferred dumping ground for most ship owners as environmental, safety and labour rights standards are poorly enforced there,” said Patrizia Heidegger, Executive Director of the NGO Shipbreaking Platform. “Ship owners sell their ships to the beaching yards for considerably greater profit than the price they could obtain by cooperating with modern ship recycling facilities. It is shameful for the shipping industry that so many ship owners choose to close their eyes to the realities on-the-ground in South Asia and do not to face up to their responsibility and demand clean, safe and just ship recycling.”\r\nGerman ship owner Ernst Komrowski tops the list of the worst global dumpers with 14 end-of-life vessels sold to the beaches – all of these were formerly part of the Maersk fleet and had been on a long-term charter with the Danish container ship giant, which oppositely to Komrowski has a strict ship recycling policy for its own vessels. Second ranks South Korea’s largest container ship owner Hanjin Shipping with 11 ships. Being based in a leading ship building country and with a strong environmental profile, Hanjin should also be aware of issues related to safe and clean recycling, still, they chose profit over people and the environment. Third ranks repeat offender Swiss-based Mediterranean Shipping Company (MSC) – the second largest container ship operator in the world whose shipbreaking activities in India have already cost the life of six workers in 2009 when a fire broke out on the MSC Jessica. Despite recurrent public criticism of MSC’s deplorable management of their end-of-life fleet, MSC has not developed a ship recycling policy that can prevent such tragic accidents. Hanjin and MSC’s bad practice stands in sharp contrast to that of their competitors Maersk and Hapag-Lloyd, two leading containership companies that have committed themselves to the recycling of their end-of-life vessels in modern facilities off the beach. Number four amongst the worst dumpers is Petrobras with six end-of-life vessels sold to South Asia: the Brazilian oil giant is the largest company of the Southern Hemisphere, but in contrast to other major oil and gas companies unwilling to recycle its old tankers properly.\r\nKomrowski, Hanjin, MSC and Petrobras are followed by a range of companies which have all sold five end-of-life vessels to the beaches, amongst them well-know dumpers such as Conti, one of the largest German ship owners offering private investment in ships, G-Bulk and Danaos from Greece and Ignazio Messina from Italy. Also American TBS International, Singapore-based Pacific International and Taiwanese owner Yang Ming each sold five ships to the beaches in South Asia.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/Top-dumpers-Companies.jpg\"><img class=\"aligncenter size-full wp-image-449\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/Top-dumpers-Companies.jpg\" alt=\"Top-dumpers-Companies\" width=\"550\" height=\"481\" /></a>\r\n\r\nIn 2014, the Platform investigated upon which vessels accidents have occurred and informed the owners, who had unscrupulously sold these ships to a substandard yard, about the deaths and severe injuries. Whilst most of these owners, including German Johann M.K. Blumenthal and Singapore-based Neptune Orient Lines (NOL) have ignored the Platform and seemingly feel no responsibility, Norwegian Teekay expressed gratitude for having been made aware of an explosion on one of their beached tankers in Bangladesh and committed to setting much higher standards when choosing future end-of-life destinations.\r\n“It is time for the global leaders in shipping to commit to clean and safe ship recycling,” says Patrizia Heidegger. “Every single ship owner can do something: instead of selling to intermediaries and losing leverage on the fate of their vessel, ship owners can talk to ship recycling experts and negotiate directly with modern ship recycling facilities. Teekay and Hapag-Lloyd’s decision last year to adopt responsible ship recycling policies shows that ship owners can make alternative choices”, says Heidegger.\r\nThe Platform advises ship owners on what they can do to ensure sustainable end-of-life policies for their fleet and currently counts 13 major ship owners which practice clean and safe ship recycling in modern facilities off the beach.\r\nThe European Union has a particular responsibility to act – 34% of the gross tonnage broken in South Asia last year was European. Amongst the ships dismantled in 2014, 285 were either owned by a European company or flying the flag of an EU Member State. Two thirds of these European ships – 182 ships, including many having primarily operated in European waters – were beached. Whilst large European shipping nations such as Greece and Germany unsurprisingly top the list of 2014 worst dumping countries, selling respectively 70 and 41 large oceangoing vessels to South Asian breakers, they also top the list of ship-owning countries which sell almost exclusively to South Asian breakers, rather than to modern recyclers. Cyprus owners sold a record high 92% of their old ships to substandard yards in South Asia, German owners as much as 87% and Greek owners 76%. Comparatively, Chinese owners, including those based in Hong Kong, only sold 39% of their end-of-life vessels to beaching facilities in South Asia. China is the only major shipping nation in the world building up domestic capacity and working towards self-sufficiency in the management of its end-of-life fleet.\r\nDespite the new EU Ship Recycling Regulation, which entered into force on 30 December 2013 and which out-rules the use of the beaching method to dismantle EU-flagged vessels, 41 ships registered under the flags of EU Member states Malta, Italy, Cyprus, UK and Greece hit the beaches in 2014. 15 additional ships changed their flag from an EU to a non-EU flag just weeks before reaching South Asia. As in previous years, particular flags of convenience such as Saint Kitts and Nevis (64 ships), Comoros (39 ships), Tuvalu (24 ships), Tanzania (20 ships) and Togo (20 ships) that are less favoured during operational use, were excessively popular flags for the end-of-life ships broken in South Asia. Any attempt to regulate ship recycling based only on flag state responsibility will have little impact due to the extensive use of non-compliant flags. Unless an economic incentive is added to the EU’s Ship Recycling Regulation, the registration of EU ships under flags of convenience such as Saint Kitts and Nevis, Tuvalu and Comoros is likely to increase, and will allow ship owners to sail around the law once it enters into force, and to continue dumping their ships in substandard facilities.\r\n\r\nSource: shipbreakingplatform.org','New list of global dumpers released by ship breaking platform','','publish','open','open','','new-list-of-global-dumpers-released-by-ship-breaking-platform','','','2015-01-29 17:56:08','2015-01-29 17:56:08','',0,'http://myseatime.com/blogadm/?p=448',0,'post','',0,59),(449,1,'2015-01-29 17:48:27','2015-01-29 17:48:27','','Top-dumpers-Companies','','inherit','open','open','','top-dumpers-companies','','','2015-01-29 17:48:27','2015-01-29 17:48:27','',448,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/Top-dumpers-Companies.jpg',0,'attachment','image/jpeg',0,0),(450,1,'2015-01-29 17:54:22','2015-01-29 17:54:22','','shipbreaking_opt','','inherit','open','open','','shipbreaking_opt','','','2015-01-29 17:54:22','2015-01-29 17:54:22','',448,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/shipbreaking_opt.jpg',0,'attachment','image/jpeg',0,0),(451,1,'2015-01-29 17:56:08','2015-01-29 17:56:08','The NGO Shipbreaking Platform, a global coalition of environmental and human rights organisations seeking to prevent dirty and dangerous shipbreaking worldwide, today releases a complete list of all ship owners and their ships sold for breaking last year. Out of a total of 1026 ships dismantled globally in 2014, 641 – representing 74% of the total gross tonnage (GT) scrapped – were sold to substandard facilities in India, Pakistan and Bangladesh where ships are dismantled directly on tidal beaches . None of the South Asian yards comply with international standards for safe and environmentally sound ship recycling .\r\nEnd-of-life ships contain toxic materials such as asbestos, heavy metals, PCBs, oil residues and organic waste within their structures – these pollutants can not be contained or safely removed on a tidal beach. The demolition of the largest movable man-made structures is hazardous and must be conducted in a controlled manner using adequate infrastructure such as cranes as well as necessary health and safety provisions – in 2014 the Platform reported 23 deaths and 66 severe injuries due to accidents such as explosions, workers crushed under steel plates and falling from heights on the South Asian beaches.\r\n“South Asia is still the preferred dumping ground for most ship owners as environmental, safety and labour rights standards are poorly enforced there,” said Patrizia Heidegger, Executive Director of the NGO Shipbreaking Platform. “Ship owners sell their ships to the beaching yards for considerably greater profit than the price they could obtain by cooperating with modern ship recycling facilities. It is shameful for the shipping industry that so many ship owners choose to close their eyes to the realities on-the-ground in South Asia and do not to face up to their responsibility and demand clean, safe and just ship recycling.”\r\nGerman ship owner Ernst Komrowski tops the list of the worst global dumpers with 14 end-of-life vessels sold to the beaches – all of these were formerly part of the Maersk fleet and had been on a long-term charter with the Danish container ship giant, which oppositely to Komrowski has a strict ship recycling policy for its own vessels. Second ranks South Korea’s largest container ship owner Hanjin Shipping with 11 ships. Being based in a leading ship building country and with a strong environmental profile, Hanjin should also be aware of issues related to safe and clean recycling, still, they chose profit over people and the environment. Third ranks repeat offender Swiss-based Mediterranean Shipping Company (MSC) – the second largest container ship operator in the world whose shipbreaking activities in India have already cost the life of six workers in 2009 when a fire broke out on the MSC Jessica. Despite recurrent public criticism of MSC’s deplorable management of their end-of-life fleet, MSC has not developed a ship recycling policy that can prevent such tragic accidents. Hanjin and MSC’s bad practice stands in sharp contrast to that of their competitors Maersk and Hapag-Lloyd, two leading containership companies that have committed themselves to the recycling of their end-of-life vessels in modern facilities off the beach. Number four amongst the worst dumpers is Petrobras with six end-of-life vessels sold to South Asia: the Brazilian oil giant is the largest company of the Southern Hemisphere, but in contrast to other major oil and gas companies unwilling to recycle its old tankers properly.\r\nKomrowski, Hanjin, MSC and Petrobras are followed by a range of companies which have all sold five end-of-life vessels to the beaches, amongst them well-know dumpers such as Conti, one of the largest German ship owners offering private investment in ships, G-Bulk and Danaos from Greece and Ignazio Messina from Italy. Also American TBS International, Singapore-based Pacific International and Taiwanese owner Yang Ming each sold five ships to the beaches in South Asia.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/Top-dumpers-Companies.jpg\"><img class=\"aligncenter size-full wp-image-449\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/01/Top-dumpers-Companies.jpg\" alt=\"Top-dumpers-Companies\" width=\"550\" height=\"481\" /></a>\r\n\r\nIn 2014, the Platform investigated upon which vessels accidents have occurred and informed the owners, who had unscrupulously sold these ships to a substandard yard, about the deaths and severe injuries. Whilst most of these owners, including German Johann M.K. Blumenthal and Singapore-based Neptune Orient Lines (NOL) have ignored the Platform and seemingly feel no responsibility, Norwegian Teekay expressed gratitude for having been made aware of an explosion on one of their beached tankers in Bangladesh and committed to setting much higher standards when choosing future end-of-life destinations.\r\n“It is time for the global leaders in shipping to commit to clean and safe ship recycling,” says Patrizia Heidegger. “Every single ship owner can do something: instead of selling to intermediaries and losing leverage on the fate of their vessel, ship owners can talk to ship recycling experts and negotiate directly with modern ship recycling facilities. Teekay and Hapag-Lloyd’s decision last year to adopt responsible ship recycling policies shows that ship owners can make alternative choices”, says Heidegger.\r\nThe Platform advises ship owners on what they can do to ensure sustainable end-of-life policies for their fleet and currently counts 13 major ship owners which practice clean and safe ship recycling in modern facilities off the beach.\r\nThe European Union has a particular responsibility to act – 34% of the gross tonnage broken in South Asia last year was European. Amongst the ships dismantled in 2014, 285 were either owned by a European company or flying the flag of an EU Member State. Two thirds of these European ships – 182 ships, including many having primarily operated in European waters – were beached. Whilst large European shipping nations such as Greece and Germany unsurprisingly top the list of 2014 worst dumping countries, selling respectively 70 and 41 large oceangoing vessels to South Asian breakers, they also top the list of ship-owning countries which sell almost exclusively to South Asian breakers, rather than to modern recyclers. Cyprus owners sold a record high 92% of their old ships to substandard yards in South Asia, German owners as much as 87% and Greek owners 76%. Comparatively, Chinese owners, including those based in Hong Kong, only sold 39% of their end-of-life vessels to beaching facilities in South Asia. China is the only major shipping nation in the world building up domestic capacity and working towards self-sufficiency in the management of its end-of-life fleet.\r\nDespite the new EU Ship Recycling Regulation, which entered into force on 30 December 2013 and which out-rules the use of the beaching method to dismantle EU-flagged vessels, 41 ships registered under the flags of EU Member states Malta, Italy, Cyprus, UK and Greece hit the beaches in 2014. 15 additional ships changed their flag from an EU to a non-EU flag just weeks before reaching South Asia. As in previous years, particular flags of convenience such as Saint Kitts and Nevis (64 ships), Comoros (39 ships), Tuvalu (24 ships), Tanzania (20 ships) and Togo (20 ships) that are less favoured during operational use, were excessively popular flags for the end-of-life ships broken in South Asia. Any attempt to regulate ship recycling based only on flag state responsibility will have little impact due to the extensive use of non-compliant flags. Unless an economic incentive is added to the EU’s Ship Recycling Regulation, the registration of EU ships under flags of convenience such as Saint Kitts and Nevis, Tuvalu and Comoros is likely to increase, and will allow ship owners to sail around the law once it enters into force, and to continue dumping their ships in substandard facilities.\r\n\r\nSource: shipbreakingplatform.org','New list of global dumpers released by ship breaking platform','','inherit','open','open','','448-revision-v1','','','2015-01-29 17:56:08','2015-01-29 17:56:08','',448,'http://myseatime.com/blogadm/448-revision-v1/',0,'revision','',0,0),(452,3,'2015-01-30 17:58:10','2015-01-30 17:58:10','A new and vital public international resource where details can be submitted and recorded concerning missing seafarers and fishermen globally has now gone live. The first phase of the ‘Missing Seafarers Register’ as part of the ‘Missing Seafarers Reporting Programme’ has been launched by Human Rights at Sea (HRAS), an independent maritime human rights organisation based in London and established in April 2014.\r\n\r\nAccessible through multiple websites including: <a href=\"https://www.missingseafarers.org/\">www.missingseafarers.org</a>, <a href=\"http://www.missingmariners.org/\">www.missingmariners.org</a>, <a href=\"http://www.missingseamen.org/\">www.missingseamen.org</a>, as well as the HRAS home page <a href=\"http://www.humanrightsatsea.org/\">www.humanrightsatsea.org</a>, the platform aims to build an accurate international database of the status of seafarers and fishermen missing at sea on a global basis. It will eventually become a multilingual database where cases of missing mariners and fishermen can be registered and tracked, with the ability for people with key information to post and update details through a moderated and securely encrypted platform.\r\n\r\nThe Programme is designed to keep the issue of seafarers and fishermen lost at sea alive and to raise international awareness by profiling individual cases to maritime authorities, flag states, governments, ship owners/managers, civil society organisations, NGOs and the general public, among others. It also aims to independently support legal investigations into specific cases of abuse, injury or even death at sea, where applicable.\r\n\r\n&nbsp;','Human Rights at Sea launches first global ‘Missing Seafarers Reporting Programme’','','publish','open','open','','human-rights-at-sea-launches-first-global-missing-seafarers-reporting-programme','','','2015-01-30 17:58:20','2015-01-30 17:58:20','',0,'http://myseatime.com/blogadm/?p=452',0,'post','',0,40),(453,1,'2015-01-30 17:58:02','2015-01-30 17:58:02','','MSRP-Screen-shot_opt','','inherit','open','open','','msrp-screen-shot_opt','','','2015-01-30 17:58:02','2015-01-30 17:58:02','',452,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/MSRP-Screen-shot_opt.png',0,'attachment','image/png',0,0),(454,1,'2015-01-30 17:58:10','2015-01-30 17:58:10','A new and vital public international resource where details can be submitted and recorded concerning missing seafarers and fishermen globally has now gone live. The first phase of the ‘Missing Seafarers Register’ as part of the ‘Missing Seafarers Reporting Programme’ has been launched by Human Rights at Sea (HRAS), an independent maritime human rights organisation based in London and established in April 2014.\r\n\r\nAccessible through multiple websites including: <a href=\"https://www.missingseafarers.org/\">www.missingseafarers.org</a>, <a href=\"http://www.missingmariners.org/\">www.missingmariners.org</a>, <a href=\"http://www.missingseamen.org/\">www.missingseamen.org</a>, as well as the HRAS home page <a href=\"http://www.humanrightsatsea.org/\">www.humanrightsatsea.org</a>, the platform aims to build an accurate international database of the status of seafarers and fishermen missing at sea on a global basis. It will eventually become a multilingual database where cases of missing mariners and fishermen can be registered and tracked, with the ability for people with key information to post and update details through a moderated and securely encrypted platform.\r\n\r\nThe Programme is designed to keep the issue of seafarers and fishermen lost at sea alive and to raise international awareness by profiling individual cases to maritime authorities, flag states, governments, ship owners/managers, civil society organisations, NGOs and the general public, among others. It also aims to independently support legal investigations into specific cases of abuse, injury or even death at sea, where applicable.\r\n\r\n&nbsp;','Human Rights at Sea launches first global ‘Missing Seafarers Reporting Programme’','','inherit','open','open','','452-revision-v1','','','2015-01-30 17:58:10','2015-01-30 17:58:10','',452,'http://myseatime.com/blogadm/452-revision-v1/',0,'revision','',0,0),(455,1,'2015-01-30 18:20:56','2015-01-30 18:20:56','A hijacked Malaysian coastal tanker has been recovered by the prompt actions of the Malaysian Maritime Enforcement Agency (MMEA) off the coast of Malaysia.\r\n\r\nThe owners of the Malaysian tanker lost contact with the tanker at 2200 hours on 28 January 2015. The tanker, with ten crew members on board and carrying 700 metric tonnes of marine fuel oil was off Tanjung Ayam at the Southern entrance to the South China Sea.\r\nFearing that the vessel may have been hijacked, MMEA requested the IMB Piracy Reporting Centre to track and provide the position of the vessel. MMEA then deployed a number of vessels in the area and finally located the tanker, in the South China Sea about 35 nautical miles north east of the location of the hijack.\r\n\r\nThe vessel was then under control of nine pirates. Further to an engagement by the MMEA, at 2300 hours on 29 January 2015, seven of the pirates were arrested. Two of them jumped overboard. The IMB PRC sent out a broadcast to all ships to lookout and rescue the two pirates. Another merchant vessel subsequently picked the pirates and handed them over to the MMEA. The crew of the hijacked tanker were rescued and reported unhurt. The vessel is proceeding to a safe destination for further investigations.\r\n\r\nSince April 2014 there have been 16 vessels hijacked in South East Asia of which eleven vessels were coastal product tankers hijacked in the Southern approaches to the South China Sea.\r\n\r\n“We commend the Malaysian authorities for their immediate response to the reported hijacking. The arrest of all the pirates involved is exactly the kind of response needed to bring this crime under control”, said an IMB spokesperson.\r\n\r\nSource: icc-ccs.org','Malaysian authorities recover hijacked tanker and arrest pirates','','publish','open','open','','malaysian-authorities-recover-hijacked-tanker-and-arrest-pirates','','','2015-01-30 18:20:56','2015-01-30 18:20:56','',0,'http://myseatime.com/blogadm/?p=455',0,'post','',0,33),(456,1,'2015-01-30 18:20:50','2015-01-30 18:20:50','','SUN_BIRDIE','','inherit','open','open','','sun_birdie','','','2015-01-30 18:20:50','2015-01-30 18:20:50','',455,'http://myseatime.com/blogadm/wp-content/uploads/2015/01/SUN_BIRDIE.jpg',0,'attachment','image/jpeg',0,0),(457,1,'2015-01-30 18:20:56','2015-01-30 18:20:56','A hijacked Malaysian coastal tanker has been recovered by the prompt actions of the Malaysian Maritime Enforcement Agency (MMEA) off the coast of Malaysia.\r\n\r\nThe owners of the Malaysian tanker lost contact with the tanker at 2200 hours on 28 January 2015. The tanker, with ten crew members on board and carrying 700 metric tonnes of marine fuel oil was off Tanjung Ayam at the Southern entrance to the South China Sea.\r\nFearing that the vessel may have been hijacked, MMEA requested the IMB Piracy Reporting Centre to track and provide the position of the vessel. MMEA then deployed a number of vessels in the area and finally located the tanker, in the South China Sea about 35 nautical miles north east of the location of the hijack.\r\n\r\nThe vessel was then under control of nine pirates. Further to an engagement by the MMEA, at 2300 hours on 29 January 2015, seven of the pirates were arrested. Two of them jumped overboard. The IMB PRC sent out a broadcast to all ships to lookout and rescue the two pirates. Another merchant vessel subsequently picked the pirates and handed them over to the MMEA. The crew of the hijacked tanker were rescued and reported unhurt. The vessel is proceeding to a safe destination for further investigations.\r\n\r\nSince April 2014 there have been 16 vessels hijacked in South East Asia of which eleven vessels were coastal product tankers hijacked in the Southern approaches to the South China Sea.\r\n\r\n“We commend the Malaysian authorities for their immediate response to the reported hijacking. The arrest of all the pirates involved is exactly the kind of response needed to bring this crime under control”, said an IMB spokesperson.\r\n\r\nSource: icc-ccs.org','Malaysian authorities recover hijacked tanker and arrest pirates','','inherit','open','open','','455-revision-v1','','','2015-01-30 18:20:56','2015-01-30 18:20:56','',455,'http://myseatime.com/blogadm/455-revision-v1/',0,'revision','',0,0),(458,1,'2015-12-25 11:40:55','2015-12-25 11:40:55','There is sometimes great confusion as to the actual identity of shipper, consignee and notify party. Here I explain these terms which are widely used in shipping specially in the bill of ladings.\n\n<b>Shipper: Who is this guy ??</b>\n\nMany believe “Shipper” is the supplier or owner of the goods being supplied. It is true but not always.  The business directory defines shipper as  the party responsible for the shipment. When a buyer of goods enters into a contract with seller of the goods through sale contract, apart from other things they also decide who would arrange for the transport. In the multi-modal transport, they may decide which leg of transport is under whom. Who bears what risk is also the basis of various <a title=\"Incoterms: Guide of everything you want to know about\" href=\"http://myseatime.com/blog/detail/shipper-consignee-and-notify-party-explained\" target=\"_blank\">INCOTERMS</a> defined by the International Chamber of Commerce.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/samsung.jpg\"><img class=\"aligncenter size-full wp-image-946\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/samsung.jpg\" alt=\"samsung\" width=\"680\" height=\"425\" /></a>\n\nIf the buyer of the goods is responsible for sea transport, he would arrange for a ship to carry the goods and enter into a “Contract of carriage” with the carrier. The buyer here would be “Shipper” under “Contract of carriage”.\n\nShipper is a term related to “Contract of carriage” but is also closely related to sale contract. So the Shipper bears two hats. He is shipper under “contract of carriage” but he is buyer (or seller) under sale contract.\n\n<b>Consignee: </b>Consignee is the person to whom the carrier (Ship) is supposed to deliver the goods. In most cases the consignee is the Buyer of the goods but not always. Consignee could be the agent nominated by the buyer. Consignee could also be the buyer’s bank.\n\nAnother principle different between the terms “Consignee” and “buyer” is that while “Consignee” is the term used in “contract of carriage”, the term “buyer” is used in “sale contract”.\n\n<b>Notify Party: </b>Notify party is the party to whom the carrier is suppose to notify regarding the arrival ETA’s of the vessel. Notify party is then responsible for arranging the arrival formalities of the vessel. By now you must have guessed it rightly that notify party could be agent ,  receiver of the cargo or any other person/entity who has the interest in the arrival of the cargo.\n\nWhile the shipper or carrier has the responsibility to keep the notify party abreast of the arrival details of the vessel and failing to do so may lead to unpleasant situations, you may sometimes find on bill of lading a clause where shipper and carrier assume no responsibility for failure to notify. This clause is particularly common in liner shipping.\n\n* Though very unusual, however there is no restriction on having more than one notify parties. Usually there is only one notify party, who in turn informs all other interested parties regarding the arrival notifications of the vessel and cargo.','Shipper, consignee and Notify party, explained.','','inherit','open','open','','330-autosave-v1','','','2015-12-25 11:40:55','2015-12-25 11:40:55','',330,'http://myseatime.com/blogadm/330-autosave-v1/',0,'revision','',0,0),(459,1,'2015-02-02 13:16:26','2015-02-02 13:16:26','There is sometimes great confusion as to the actual identity of shipper, consignee and notify party. Here I explain these terms which are widely used in shipping specially in the bill of ladings.\r\n\r\n<b>Shipper: Who is this guy ??</b>\r\n\r\nMany believe “Shipper” is the supplier or owner of the goods being supplied.\r\n\r\nIn reality here is how it goes.\r\n\r\nWhen a buyer of goods enters into a contract with seller of the goods through sale contract, apart from other things they also decide who would arrange for the transport. In the multi-modal transport, they may decide which leg of transport is under whom. Who bears what risk is also the basis of various INCOTERMS defined by the International Chamber of Commerce.\r\n\r\nIf the buyer of the goods is responsible for sea transport, he would arrange for a ship to carry the goods and enter into a “Contract of carriage” with the carrier. The buyer here would be “Shipper” under “Contract of carriage”.\r\n\r\nShipper is a term related to “Contract of carriage” but is also closely related to sale contract. So the Shipper bears two hats. He is shipper under “contract of carriage” but he is buyer (or seller) under sale contract.\r\n\r\n<b>Consignee: </b>Consignee is the person to whom the carrier (Ship) is supposed to deliver the goods. In most cases the consignee is the Buyer of the goods but not always. Consignee could be the agent nominated by the buyer. Consignee could also be the buyer’s bank.\r\n\r\nAnother principle different between the terms “Consignee” and “buyer” is that while “Consignee” is the term used in “contract of carriage”, the term “buyer” is used in “sale contract”.\r\n\r\n<b>Notify Party: </b>Notify party is the party to whom the carrier is suppose to notify regarding the arrival ETA’s of the vessel. Notify party is then responsible for arranging the arrival formalities of the vessel. By now you must have guessed it rightly that notify party could be agent ,  receiver of the cargo or any other person/entity who has the interest in the arrival of the cargo.\r\n\r\nWhile the shipper or carrier has the responsibility to keep the notify party abreast of the arrival details of the vessel and failing to do so may lead to unpleasant situations, you may sometimes find on bill of lading a clause where shipper and carrier assume no responsibility for failure to notify. This clause is particularly common in liner shipping.\r\n\r\n* Though very unusual, however there is no restriction on having more than one notify parties. Usually there is only one notify party, who in turn informs all other interested parties regarding the arrival notifications of the vessel and cargo.','Shipper, consignee and Notify party, explained.','','inherit','open','open','','330-revision-v1','','','2015-02-02 13:16:26','2015-02-02 13:16:26','',330,'http://myseatime.com/blogadm/330-revision-v1/',0,'revision','',0,0),(460,3,'2015-02-02 15:48:41','2015-02-02 15:48:41','An executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 18 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed today in U.S. District Court for the District of Maryland in Baltimore, Hiroshige Tanioka, who was at various times an assistant manager, team leader and general manager in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore. Tanioka participated in the conspiracy from at least as early as April 1998 until at least April 2012.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“For more than a decade this conspiracy has raised the cost of importing cars and trucks into the United States,” said Assistant Attorney General Bill Baer for the Department of Justice’s Antitrust Division.  “Today’s sentencing is a first step in our continuing efforts to ensure that the executives responsible for this misconduct are held accountable.”\r\n\r\nToday’s sentence was the first to be imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Tanioka’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Tanioka was sentenced to serve an 18-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Tanioka has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nTanioka was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.','K-Line executive pleaded guilty and & sentenced to 18 months in U.S. Prison','','publish','open','open','','k-line-executive-pleaded-guilty-and-sentenced-to-18-months-in-u-s-prison','','','2015-02-02 16:47:08','2015-02-02 16:47:08','',0,'http://myseatime.com/blogadm/?p=460',0,'post','',0,38),(461,1,'2015-02-02 15:47:39','2015-02-02 15:47:39','','car-carrier','','inherit','open','open','','car-carrier','','','2015-02-02 15:47:39','2015-02-02 15:47:39','',460,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/car-carrier.jpg',0,'attachment','image/jpeg',0,0),(462,1,'2015-02-02 15:48:41','2015-02-02 15:48:41','An executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 18 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed today in U.S. District Court for the District of Maryland in Baltimore, Hiroshige Tanioka, who was at various times an assistant manager, team leader and general manager in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore. Tanioka participated in the conspiracy from at least as early as April 1998 until at least April 2012.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“For more than a decade this conspiracy has raised the cost of importing cars and trucks into the United States,” said Assistant Attorney General Bill Baer for the Department of Justice’s Antitrust Division.  “Today’s sentencing is a first step in our continuing efforts to ensure that the executives responsible for this misconduct are held accountable.”\r\n\r\nToday’s sentence was the first to be imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Tanioka’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Tanioka was sentenced to serve an 18-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Tanioka has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nTanioka was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.','K-Line executive pleaded guilty and & sentenced to 18 months in U.S. Prison','','inherit','open','open','','460-revision-v1','','','2015-02-02 15:48:41','2015-02-02 15:48:41','',460,'http://myseatime.com/blogadm/460-revision-v1/',0,'revision','',0,0),(463,1,'2015-02-02 15:55:54','2015-02-02 15:55:54','','K-Line-roro_opt','','inherit','open','open','','k-line-roro_opt','','','2015-02-02 15:55:54','2015-02-02 15:55:54','',460,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/K-Line-roro_opt.jpg',0,'attachment','image/jpeg',0,0),(464,3,'2015-02-02 16:45:23','2015-02-02 16:45:23','Scorpio Bulkers Inc. (NYSE: SALT) (the \"Company\") announced today that it has closed a previously announced credit facility with a leading European financial institution.\r\n\r\n$42.0 Million Loan Facility\r\n\r\nOn January 30, 2015, the Company closed a previously announced $42,000,000 credit facility with a leading European financial institution to finance a portion of the purchase price of two Kamsarmax vessels (of which one Kamsarmax vessel was recently delivered to the Company from Imabari Shipbuilding Co. Ltd., Japan and one Kamsarmax vessel is under construction at Imabari Shipbuilding Co. Ltd., Japan). The facility may be drawn in two tranches, each of which has a final maturity six years from the date of the respective vessel delivery from the yard.\r\n\r\nPhoto credit: scorpio.mc','Scorpio Bulkers Inc. Announces Closing of a Previously Announced Credit Facility','','publish','open','open','','scorpio-bulkers-inc-announces-closing-of-a-previously-announced-credit-facility','','','2015-02-02 16:45:23','2015-02-02 16:45:23','',0,'http://myseatime.com/blogadm/?p=464',0,'post','',0,26),(465,1,'2015-02-02 16:44:34','2015-02-02 16:44:34','','scorpio logistics','','inherit','open','open','','scorpio-logistics','','','2015-02-02 16:44:34','2015-02-02 16:44:34','',464,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/scorpio-logistics.jpg',0,'attachment','image/jpeg',0,0),(466,1,'2015-02-02 16:45:23','2015-02-02 16:45:23','Scorpio Bulkers Inc. (NYSE: SALT) (the \"Company\") announced today that it has closed a previously announced credit facility with a leading European financial institution.\r\n\r\n$42.0 Million Loan Facility\r\n\r\nOn January 30, 2015, the Company closed a previously announced $42,000,000 credit facility with a leading European financial institution to finance a portion of the purchase price of two Kamsarmax vessels (of which one Kamsarmax vessel was recently delivered to the Company from Imabari Shipbuilding Co. Ltd., Japan and one Kamsarmax vessel is under construction at Imabari Shipbuilding Co. Ltd., Japan). The facility may be drawn in two tranches, each of which has a final maturity six years from the date of the respective vessel delivery from the yard.\r\n\r\nPhoto credit: scorpio.mc','Scorpio Bulkers Inc. Announces Closing of a Previously Announced Credit Facility','','inherit','open','open','','464-revision-v1','','','2015-02-02 16:45:23','2015-02-02 16:45:23','',464,'http://myseatime.com/blogadm/464-revision-v1/',0,'revision','',0,0),(467,3,'2015-02-02 18:09:28','2015-02-02 18:09:28','For the first time, the Australian Maritime Safety Authority (AMSA) has banned a vessel from entering or using any port in Australia for 12 months.\r\n\r\nIndonesian flagged container ship Red Rover (IMO 9481673) was today issued with a direction not to enter or use any port in Australia for 12 months after being detained by AMSA three times since September 2014.\r\n\r\nThe most recent detention was on 28 January 2015 in Fremantle, Western Australia. All three detentions identified failings in the vessel’s Safety Management System, including a lack of effective passage planning and failure to use appropriate charts and publications.\r\n\r\nThis is the third vessel operated by PT Meratus Line (Company Number 0313623) which has been banned from accessing Australian ports for a period of time. All three of these vessels repeatedly demonstrated they were not operating or being managed to meet applicable standards despite repeated advice by AMSA to take action to improve performance.\r\n\r\nAMSA banned the MV Meratus Sangatta (IMO 9116797) earlier this month and the Territory Trader (IMO 8812899) in November last year, from entering or using any port in Australia for three months.\r\n\r\nAMSA Chief Executive Officer, Mick Kinley, said Australia is a signatory to the International Maritime Organization (IMO) and International Labour Organization (ILO) conventions and AMSA takes its responsibilities seriously to ensure compliance with all international safety conventions.\r\n\r\n“The unsafe operation of vessels poses an unacceptable risk to seafarers and the environment and AMSA treats any breaches of international shipping standards with the greatest of seriousness,” Mr Kinley said.\r\n\r\n“A lack of effective passage planning is extremely unsafe, particularly in areas like the Western Australia coastline. Like the Great Barrier Reef, this coastline has environmentally sensitive areas such as Ningaloo Reef and Houtman Abrolhos Islands, with Ningaloo Reef containing International Maritime Organization endorsed ‘Area to be Avoided’ ship routing measures.\r\n\r\n“The PT Meratus Line has shown a disregard for international standards through repeated breaches and all ships operated by this company are now subject to inspections at every port call,” he said.\r\n\r\nThe Red Rover is the fourth vessel to be banned from Australian ports under the revised Navigation Act which came into effect in July 2013.\r\n\r\nPhoto credit: AMSA','AMSA bans vessel from Australian ports for 12 months','','publish','open','open','','amsa-bans-vessel-from-australian-ports-for-12-months','','','2015-02-05 13:45:18','2015-02-05 13:45:18','',0,'http://myseatime.com/blogadm/?p=467',0,'post','',0,42),(468,1,'2015-02-02 18:08:51','2015-02-02 18:08:51','','AMSA','','inherit','open','open','','10708504_987929001223008_8144837118806571840_o','','','2015-02-02 18:09:04','2015-02-02 18:09:04','',467,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/10708504_987929001223008_8144837118806571840_o.jpg',0,'attachment','image/jpeg',0,0),(469,1,'2015-02-02 18:09:28','2015-02-02 18:09:28','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nFor the first time, the Australian Maritime Safety Authority (AMSA) has banned a vessel from entering or using any port in Australia for 12 months.\r\n\r\nIndonesian flagged container ship Red Rover (IMO 9481673) was today issued with a direction not to enter or use any port in Australia for 12 months after being detained by AMSA three times since September 2014.\r\n\r\nThe most recent detention was on 28 January 2015 in Fremantle, Western Australia. All three detentions identified failings in the vessel’s Safety Management System, including a lack of effective passage planning and failure to use appropriate charts and publications.\r\n\r\nThis is the third vessel operated by PT Meratus Line (Company Number 0313623) which has been banned from accessing Australian ports for a period of time. All three of these vessels repeatedly demonstrated they were not operating or being managed to meet applicable standards despite repeated advice by AMSA to take action to improve performance.\r\n\r\nAMSA banned the MV Meratus Sangatta (IMO 9116797) earlier this month and the Territory Trader (IMO 8812899) in November last year, from entering or using any port in Australia for three months.\r\n\r\nAMSA Chief Executive Officer, Mick Kinley, said Australia is a signatory to the International Maritime Organization (IMO) and International Labour Organization (ILO) conventions and AMSA takes its responsibilities seriously to ensure compliance with all international safety conventions.\r\n\r\n“The unsafe operation of vessels poses an unacceptable risk to seafarers and the environment and AMSA treats any breaches of international shipping standards with the greatest of seriousness,” Mr Kinley said.\r\n\r\n“A lack of effective passage planning is extremely unsafe, particularly in areas like the Western Australia coastline. Like the Great Barrier Reef, this coastline has environmentally sensitive areas such as Ningaloo Reef and Houtman Abrolhos Islands, with Ningaloo Reef containing International Maritime Organization endorsed ‘Area to be Avoided’ ship routing measures.\r\n\r\n“The PT Meratus Line has shown a disregard for international standards through repeated breaches and all ships operated by this company are now subject to inspections at every port call,” he said.\r\n\r\nThe Red Rover is the fourth vessel to be banned from Australian ports under the revised Navigation Act which came into effect in July 2013.\r\n\r\nPhoto credit: AMSA\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans vessel from Australian ports for 12 months','','inherit','open','open','','467-revision-v1','','','2015-02-02 18:09:28','2015-02-02 18:09:28','',467,'http://myseatime.com/blogadm/467-revision-v1/',0,'revision','',0,0),(470,3,'2015-02-02 19:35:35','2015-02-02 19:35:35','The Satellite Applications Catapult is part of a consortium developing the world’s first non-invasive marine vessel monitoring system, which will help significantly reduce fuel costs and harmful emissions, and improve overall vessel efficiency throughout the marine sector.\r\n\r\nThe Project – IConIC (Intelligent Condition monitoring with Integrated Communications) consortium, is led by STS Defence and includes other SMEs as well as both Portsmouth and Southampton Universities. The consortium will develop an automated machine-to-machine and ship-to-shore data exchange capability to detect ship propulsion faults using the diesel generator’s vibration and current, as well as automatically making maintenance decisions based on the availability of spares and engineers. The Catapult will provide the support for the satellite technology and the integration of satellite services including communications.\r\n\r\nStuart Martin, CEO of the Satellite Applications Catapult, said: “The consortium’s experience in satellite communications and electronics will lead to the first ever non-invasive condition monitoring system that principally detects ship propulsion faults, resulting in reduced maintenance costs and lost downtime while docking.\r\n\r\n“This is a fantastic project to be involved in and further evidence of the Catapult’s unique capability and reach, as well as an example of how satellite applications are playing an intrinsic role to help maintain the eco balance of our oceans.”\r\n\r\nThe project was awarded by Innovate UK.\r\n\r\nPhoto credit: Satellite Applications Catapult','Remote vessel efficiency monitoring system being developed','','publish','open','open','','remote-vessel-efficiency-monitoring-system-being-developed','','','2015-02-02 19:36:03','2015-02-02 19:36:03','',0,'http://myseatime.com/blogadm/?p=470',0,'post','',0,37),(471,1,'2015-02-02 19:35:10','2015-02-02 19:35:10','','Catapult','','inherit','open','open','','catapult','','','2015-02-02 19:35:10','2015-02-02 19:35:10','',470,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Catapult.jpg',0,'attachment','image/jpeg',0,0),(472,1,'2015-02-02 19:35:35','2015-02-02 19:35:35','The Satellite Applications Catapult is part of a consortium developing the world’s first non-invasive marine vessel monitoring system, which will help significantly reduce fuel costs and harmful emissions, and improve overall vessel efficiency throughout the marine sector.\r\n\r\nThe Project – IConIC (Intelligent Condition monitoring with Integrated Communications) consortium, is led by STS Defence and includes other SMEs as well as both Portsmouth and Southampton Universities. The consortium will develop an automated machine-to-machine and ship-to-shore data exchange capability to detect ship propulsion faults using the diesel generator’s vibration and current, as well as automatically making maintenance decisions based on the availability of spares and engineers. The Catapult will provide the support for the satellite technology and the integration of satellite services including communications.\r\n\r\nStuart Martin, CEO of the Satellite Applications Catapult, said: “The consortium’s experience in satellite communications and electronics will lead to the first ever non-invasive condition monitoring system that principally detects ship propulsion faults, resulting in reduced maintenance costs and lost downtime while docking.\r\n\r\n“This is a fantastic project to be involved in and further evidence of the Catapult’s unique capability and reach, as well as an example of how satellite applications are playing an intrinsic role to help maintain the eco balance of our oceans.”\r\n\r\nThe project was awarded by Innovate UK.','Remote vessel efficiency monitoring system being developed','','inherit','open','open','','470-revision-v1','','','2015-02-02 19:35:35','2015-02-02 19:35:35','',470,'http://myseatime.com/blogadm/470-revision-v1/',0,'revision','',0,0),(473,1,'2015-02-02 19:36:03','2015-02-02 19:36:03','The Satellite Applications Catapult is part of a consortium developing the world’s first non-invasive marine vessel monitoring system, which will help significantly reduce fuel costs and harmful emissions, and improve overall vessel efficiency throughout the marine sector.\r\n\r\nThe Project – IConIC (Intelligent Condition monitoring with Integrated Communications) consortium, is led by STS Defence and includes other SMEs as well as both Portsmouth and Southampton Universities. The consortium will develop an automated machine-to-machine and ship-to-shore data exchange capability to detect ship propulsion faults using the diesel generator’s vibration and current, as well as automatically making maintenance decisions based on the availability of spares and engineers. The Catapult will provide the support for the satellite technology and the integration of satellite services including communications.\r\n\r\nStuart Martin, CEO of the Satellite Applications Catapult, said: “The consortium’s experience in satellite communications and electronics will lead to the first ever non-invasive condition monitoring system that principally detects ship propulsion faults, resulting in reduced maintenance costs and lost downtime while docking.\r\n\r\n“This is a fantastic project to be involved in and further evidence of the Catapult’s unique capability and reach, as well as an example of how satellite applications are playing an intrinsic role to help maintain the eco balance of our oceans.”\r\n\r\nThe project was awarded by Innovate UK.\r\n\r\nPhoto credit: Satellite Applications Catapult','Remote vessel efficiency monitoring system being developed','','inherit','open','open','','470-revision-v1','','','2015-02-02 19:36:03','2015-02-02 19:36:03','',470,'http://myseatime.com/blogadm/470-revision-v1/',0,'revision','',0,0),(474,2,'2015-02-02 19:58:56','2015-02-02 19:58:56','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”. Simply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/costa-concordia.jpg\"><img class=\"aligncenter size-full wp-image-1136\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/costa-concordia.jpg\" alt=\"costa-concordia\" width=\"985\" height=\"349\" /></a>\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','publish','open','open','','simplifying-scopic-clause-and-salvage-convention','','','2015-12-04 18:50:05','2015-12-04 18:50:05','',0,'http://myseatime.com/blogadm/?p=474',0,'post','',0,166),(476,1,'2015-02-02 19:58:56','2015-02-02 19:58:56','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law.\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989.</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n\r\nAs per Article 14\r\n\r\n“if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\r\n\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF). LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n\r\nAs per para 2 of SCOPIC clause\r\n\r\n<i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i>\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n\r\n<i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i>\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-02-02 19:58:56','2015-02-02 19:58:56','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(477,1,'2015-12-04 18:49:38','2015-12-04 18:49:38','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”. Simply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/costa-concordia.jpg\"><img class=\"aligncenter size-full wp-image-1136\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/costa-concordia.jpg\" alt=\"costa-concordia\" width=\"985\" height=\"349\" /></a>\n\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\n\nHistory has seen three major developments in the salvage law\n<ol>\n	<li>Brussel Convention</li>\n	<li>Salvage convention in 1989 and</li>\n	<li>SCOPIC Clause in the LOF.</li>\n</ol>\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\n\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\n<blockquote>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</blockquote>\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\n\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\n\nThat is when SCOPIC clause came into play.\n\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\n\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\n\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\n\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\n\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\n\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-autosave-v1','','','2015-12-04 18:49:38','2015-12-04 18:49:38','',474,'http://myseatime.com/blogadm/474-autosave-v1/',0,'revision','',0,0),(478,1,'2015-02-02 20:00:50','2015-02-02 20:00:50','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n\r\nBrussel Convention\r\n\r\nSalvage convention in 1989 and\r\n\r\nSCOPIC Clause in the LOF.\r\n\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n\r\nAs per Article 14\r\n\r\n“if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\r\n\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF). LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n\r\nAs per para 2 of SCOPIC clause\r\n\r\n<i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i>\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n\r\n<i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i>\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-02-02 20:00:50','2015-02-02 20:00:50','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(479,1,'2015-02-02 20:05:06','2015-02-02 20:05:06','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n\r\nBrussel Convention\r\n\r\nSalvage convention in 1989 and\r\n\r\nSCOPIC Clause in the LOF.\r\n\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n\r\nAs per Article 14\r\n\r\n“if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\r\n\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF). LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n\r\nAs per para 2 of SCOPIC clause\r\n\r\n<i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i>\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n\r\n<i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i>\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-02-02 20:05:06','2015-02-02 20:05:06','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(480,1,'2015-02-02 20:47:39','2015-02-02 20:47:39','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n\r\nBrussel Convention\r\n\r\nSalvage convention in 1989 and\r\n\r\nSCOPIC Clause in the LOF.\r\n\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n\r\nAs per Article 14\r\n\r\n“if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\r\n\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n\r\nAs per para 2 of SCOPIC clause\r\n\r\n<i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i>\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n\r\n<i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i>\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-02-02 20:47:39','2015-02-02 20:47:39','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(482,3,'2015-02-03 18:26:10','2015-02-03 18:26:10','The U.S. Coast Guard Friday announced the publication of the final rule on Vessel Requirements for Notices of Arrival and Departure and Automatic Identification Systems.\r\n\r\nThis final rule amends the applicability of notice of arrival requirements to include additional vessels, sets forth a mandatory method for electronic submission of NOAs and modifies related reporting content, timeframes and procedures.\r\n\r\nAdditionally, the final rule extends applicability of AIS requirements beyond Vessel Traffic Service areas to all U.S. navigable waters and requires that additional commercial vessels install and use AIS.\r\n\r\nThese changes will improve navigation safety, enhance the Coast Guard\'s ability to identify and track vessels, and heighten overall maritime domain awareness, thus helping the Coast Guard address threats to maritime transportation safety and security.\r\n\r\nThe final rule takes effect March 2, 2015. Exceptions to this are amendments to 33 CFR part 160, which become effective April 30, 2015, and sections 160.204(a)(5)(vii), 160.205, 160.208 and 164.46(b) and (c), which contain collection-of-information requirements that have not yet been approved by the Office of Management and Budget. The Coast Guard will publish a document in the Federal Register announcing the effective date of these four collection-of-information-related sections.\r\n\r\nTo read the final rule click <a href=\"http://www.gpo.gov/fdsys/pkg/FR-2015-01-30/pdf/2015-01331.pdf\" target=\"_blank\">here</a>\r\n\r\nimage credit: wikimedia','USCG announces publication of final rule on Vessel Requirements for Notices of Arrival and Departure','','publish','open','open','','uscg-announces-publication-of-final-rule-on-vessel-requirements-for-notices-of-arrival-and-departure','','','2015-02-03 18:26:10','2015-02-03 18:26:10','',0,'http://myseatime.com/blogadm/?p=482',0,'post','',0,39),(483,1,'2015-02-03 18:25:10','2015-02-03 18:25:10','','USCGC_Tampa','','inherit','open','open','','uscgc_tampa','','','2015-02-03 18:25:10','2015-02-03 18:25:10','',482,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/USCGC_Tampa.jpg',0,'attachment','image/jpeg',0,0),(484,1,'2015-02-03 18:26:10','2015-02-03 18:26:10','The U.S. Coast Guard Friday announced the publication of the final rule on Vessel Requirements for Notices of Arrival and Departure and Automatic Identification Systems.\r\n\r\nThis final rule amends the applicability of notice of arrival requirements to include additional vessels, sets forth a mandatory method for electronic submission of NOAs and modifies related reporting content, timeframes and procedures.\r\n\r\nAdditionally, the final rule extends applicability of AIS requirements beyond Vessel Traffic Service areas to all U.S. navigable waters and requires that additional commercial vessels install and use AIS.\r\n\r\nThese changes will improve navigation safety, enhance the Coast Guard\'s ability to identify and track vessels, and heighten overall maritime domain awareness, thus helping the Coast Guard address threats to maritime transportation safety and security.\r\n\r\nThe final rule takes effect March 2, 2015. Exceptions to this are amendments to 33 CFR part 160, which become effective April 30, 2015, and sections 160.204(a)(5)(vii), 160.205, 160.208 and 164.46(b) and (c), which contain collection-of-information requirements that have not yet been approved by the Office of Management and Budget. The Coast Guard will publish a document in the Federal Register announcing the effective date of these four collection-of-information-related sections.\r\n\r\nTo read the final rule click <a href=\"http://www.gpo.gov/fdsys/pkg/FR-2015-01-30/pdf/2015-01331.pdf\" target=\"_blank\">here</a>\r\n\r\nimage credit: wikimedia','USCG announces publication of final rule on Vessel Requirements for Notices of Arrival and Departure','','inherit','open','open','','482-revision-v1','','','2015-02-03 18:26:10','2015-02-03 18:26:10','',482,'http://myseatime.com/blogadm/482-revision-v1/',0,'revision','',0,0),(485,1,'2015-02-03 19:05:37','2015-02-03 19:05:37','A Japanese ship operator has been fined 1.8 millions USD by the Chief U.S. District Judge for the use of magic pipe on their ship MV Selene Leader. Out of these 1.8 millions USD, $450,000 will go to National Fish and Wildlife Foundation and $250,000 to the whistleblower on board the vessel who approached U.S. coast guard with video proof of the incident.\r\n\r\nThe chief engineer and first engineer on board the vessel had used the flexible hoses to by-pass the oily water separator and had discharged the oily bilges directly to the sea.\r\n\r\nChief engineer then tried to hide the facts and instructed the other crew members to lie to coast guard.\r\n\r\n“The Coast Guard is trying to send a message to the maritime industry that environmental compliance is not optional and that deliberate violators will be apprehended. The sentence fits the crime because it includes a requirement that these defendants develop and implement a comprehensive environmental compliance program that will be ensured by outside auditors. Companies that get caught can expect a much closer look,” said Coast Guard Captain Kevin Kiefer, Captain of the Port of Baltimore.\r\n\r\nimage credit: marinetraffic.com / Markus Braun','Japanese ship operator fined $ 1.8 Million for Marpol violation ','','publish','open','open','','japanese-ship-operator-fined-1-8-million-for-marpol-violation','','','2015-02-03 19:05:37','2015-02-03 19:05:37','',0,'http://myseatime.com/blogadm/?p=485',0,'post','',0,61),(486,1,'2015-02-03 19:04:37','2015-02-03 19:04:37','','SELENE_LEADER','','inherit','open','open','','selene_leader_opt','','','2015-02-03 19:04:44','2015-02-03 19:04:44','',485,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/SELENE_LEADER_opt.jpg',0,'attachment','image/jpeg',0,0),(487,1,'2015-02-03 19:05:37','2015-02-03 19:05:37','A Japanese ship operator has been fined 1.8 millions USD by the Chief U.S. District Judge for the use of magic pipe on their ship MV Selene Leader. Out of these 1.8 millions USD, $450,000 will go to National Fish and Wildlife Foundation and $250,000 to the whistleblower on board the vessel who approached U.S. coast guard with video proof of the incident.\r\n\r\nThe chief engineer and first engineer on board the vessel had used the flexible hoses to by-pass the oily water separator and had discharged the oily bilges directly to the sea.\r\n\r\nChief engineer then tried to hide the facts and instructed the other crew members to lie to coast guard.\r\n\r\n“The Coast Guard is trying to send a message to the maritime industry that environmental compliance is not optional and that deliberate violators will be apprehended. The sentence fits the crime because it includes a requirement that these defendants develop and implement a comprehensive environmental compliance program that will be ensured by outside auditors. Companies that get caught can expect a much closer look,” said Coast Guard Captain Kevin Kiefer, Captain of the Port of Baltimore.\r\n\r\nimage credit: marinetraffic.com / Markus Braun','Japanese ship operator fined $ 1.8 Million for Marpol violation ','','inherit','open','open','','485-revision-v1','','','2015-02-03 19:05:37','2015-02-03 19:05:37','',485,'http://myseatime.com/blogadm/485-revision-v1/',0,'revision','',0,0),(488,3,'2015-02-05 07:18:29','2015-02-05 07:18:29','Following a request from the owners of the <strong><em>Rena</em></strong> to pause salvage work required by the Maritime Transport Act, the Director of Maritime NZ has decided to allow a temporary pause pending resolution of the resource consent application.\r\n\r\nThis pause will take effect only when the wreck reaches the state set out in the application.\r\n\r\nThe <strong><em>Rena</em></strong>’s owners lodged a resource consent application under the Resource Management Act to leave sections of the wreck and associated debris in place on Otaiti (Astrolabe) Reef and to provide for any future discharges of contaminants that may arise from leaving the wreck in place.\r\n\r\nThe owners’ application states that the wreck will be left in an “as benign as practicable state”. The application is set out here:\r\n<p id=\"urlLink\"><a href=\"http://www.renaresourceconsent.org.nz/\">www.renaresourceconsent.org.nz</a></p>\r\nThe application is expected to be heard later this year by commissioners appointed by the Bay of Plenty Regional Council.\r\n\r\nIn allowing a temporary pause, two notices imposed by the Director of Maritime NZ will remain in place declaring the wreck a “hazardous ship” (under section 47 of the Maritime Transport Act) and a “hazard to navigation” (under section 100A of the MTA).\r\nThe notices – which have recently been updated to reflect the current state of the salvage operation – require debris removal, and removal of all known copper cargo, to be completed to a depth of 30m, and any release of hazardous substances to be monitored.\r\n\r\nMaritime NZ Director Keith Manch said the owners were also required to continue to ensure any flotsam or debris escaping from the wreck would continue to be handled appropriately.\r\n\r\n“This will be a temporary measure to allow the owners to go through the resource consent application process. Maritime NZ accepts that it is not reasonable to require further salvage work to be carried out, beyond what is required to reach the wreck state set out in the application, until resolution of that process.”\r\n\r\nImage credit: wdrep.com','Maritime NZ to allow temporary pause in Rena Salvage','','publish','open','open','','maritime-nz-to-allow-temporary-pause-in-rena-salvage','','','2015-02-05 07:18:29','2015-02-05 07:18:29','',0,'http://myseatime.com/blogadm/?p=488',0,'post','',0,44),(489,1,'2015-02-05 07:16:35','2015-02-05 07:16:35','','Rena_opt','','inherit','open','open','','rena_opt','','','2015-02-05 07:16:35','2015-02-05 07:16:35','',488,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Rena_opt.jpg',0,'attachment','image/jpeg',0,0),(490,1,'2015-02-05 07:18:29','2015-02-05 07:18:29','Following a request from the owners of the <strong><em>Rena</em></strong> to pause salvage work required by the Maritime Transport Act, the Director of Maritime NZ has decided to allow a temporary pause pending resolution of the resource consent application.\r\n\r\nThis pause will take effect only when the wreck reaches the state set out in the application.\r\n\r\nThe <strong><em>Rena</em></strong>’s owners lodged a resource consent application under the Resource Management Act to leave sections of the wreck and associated debris in place on Otaiti (Astrolabe) Reef and to provide for any future discharges of contaminants that may arise from leaving the wreck in place.\r\n\r\nThe owners’ application states that the wreck will be left in an “as benign as practicable state”. The application is set out here:\r\n<p id=\"urlLink\"><a href=\"http://www.renaresourceconsent.org.nz/\">www.renaresourceconsent.org.nz</a></p>\r\nThe application is expected to be heard later this year by commissioners appointed by the Bay of Plenty Regional Council.\r\n\r\nIn allowing a temporary pause, two notices imposed by the Director of Maritime NZ will remain in place declaring the wreck a “hazardous ship” (under section 47 of the Maritime Transport Act) and a “hazard to navigation” (under section 100A of the MTA).\r\nThe notices – which have recently been updated to reflect the current state of the salvage operation – require debris removal, and removal of all known copper cargo, to be completed to a depth of 30m, and any release of hazardous substances to be monitored.\r\n\r\nMaritime NZ Director Keith Manch said the owners were also required to continue to ensure any flotsam or debris escaping from the wreck would continue to be handled appropriately.\r\n\r\n“This will be a temporary measure to allow the owners to go through the resource consent application process. Maritime NZ accepts that it is not reasonable to require further salvage work to be carried out, beyond what is required to reach the wreck state set out in the application, until resolution of that process.”\r\n\r\nImage credit: wdrep.com','Maritime NZ to allow temporary pause in Rena Salvage','','inherit','open','open','','488-revision-v1','','','2015-02-05 07:18:29','2015-02-05 07:18:29','',488,'http://myseatime.com/blogadm/488-revision-v1/',0,'revision','',0,0),(491,3,'2015-02-05 07:58:47','2015-02-05 07:58:47','After having successfully performed the life-time extension works on the <em>Stanislav Yudin </em>(owned and operated by Seaway Heavy Lifting), in 2013-2014 at Damen Shiprepair Rotterdam (DSR), part of Damen Shiprepair &amp; Conversion, a new significant contract is awarded by Technip, for dry-docking, upgrades and operational modifications to the deepwater rigid pipe S-lay and heavy lift vessel, the <em>Global 1200</em>. The vessel arrived at the yard in January 2015.\r\n\r\nThe <em>Global 1200 </em>is the first of two deepwater rigid pipe S-lay and heavy lift vessels owned by Technip. The vessel was designed by Ulstein Sea of Solutions (SoS) of the Netherlands and built by Singapore-based Keppel Singmarine.\r\n\r\nRuud Haneveer, Commercial Manager Offshore &amp; Conversion explains the scope of work; “The major upgrade works are divided into 3 packages; (i) dry-docking for Special Periodical Survey and various maintenance repair works, (ii) modifications to upgrade the vessel DP capability, and (iii) various pipelay equipment upgrades for future projects.\r\n\r\nImage credit: Damen Ship repair','Technip contracts Damen Shiprepair Rotterdam for major upgrade','','publish','open','open','','technip-contracts-damen-shiprepair-rotterdam-for-major-upgrade','','','2015-02-05 07:59:18','2015-02-05 07:59:18','',0,'http://myseatime.com/blogadm/?p=491',0,'post','',0,29),(492,1,'2015-02-05 07:58:40','2015-02-05 07:58:40','','Global 1200_opt','','inherit','open','open','','global-1200_opt','','','2015-02-05 07:58:40','2015-02-05 07:58:40','',491,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Global-1200_opt.jpg',0,'attachment','image/jpeg',0,0),(493,1,'2015-02-05 07:58:47','2015-02-05 07:58:47','After having successfully performed the life-time extension works on the <em>Stanislav Yudin </em>(owned and operated by Seaway Heavy Lifting), in 2013-2014 at Damen Shiprepair Rotterdam (DSR), part of Damen Shiprepair &amp; Conversion, a new significant contract is awarded by Technip, for dry-docking, upgrades and operational modifications to the deepwater rigid pipe S-lay and heavy lift vessel, the <em>Global 1200</em>. The vessel arrived at the yard in January 2015.\r\n\r\nThe <em>Global 1200 </em>is the first of two deepwater rigid pipe S-lay and heavy lift vessels owned by Technip. The vessel was designed by Ulstein Sea of Solutions (SoS) of the Netherlands and built by Singapore-based Keppel Singmarine.\r\n\r\nRuud Haneveer, Commercial Manager Offshore &amp; Conversion explains the scope of work; “The major upgrade works are divided into 3 packages; (i) dry-docking for Special Periodical Survey and various maintenance repair works, (ii) modifications to upgrade the vessel DP capability, and (iii) various pipelay equipment upgrades for future projects.','Technip contracts Damen Shiprepair Rotterdam for major upgrade','','inherit','open','open','','491-revision-v1','','','2015-02-05 07:58:47','2015-02-05 07:58:47','',491,'http://myseatime.com/blogadm/491-revision-v1/',0,'revision','',0,0),(494,1,'2015-02-05 07:59:18','2015-02-05 07:59:18','After having successfully performed the life-time extension works on the <em>Stanislav Yudin </em>(owned and operated by Seaway Heavy Lifting), in 2013-2014 at Damen Shiprepair Rotterdam (DSR), part of Damen Shiprepair &amp; Conversion, a new significant contract is awarded by Technip, for dry-docking, upgrades and operational modifications to the deepwater rigid pipe S-lay and heavy lift vessel, the <em>Global 1200</em>. The vessel arrived at the yard in January 2015.\r\n\r\nThe <em>Global 1200 </em>is the first of two deepwater rigid pipe S-lay and heavy lift vessels owned by Technip. The vessel was designed by Ulstein Sea of Solutions (SoS) of the Netherlands and built by Singapore-based Keppel Singmarine.\r\n\r\nRuud Haneveer, Commercial Manager Offshore &amp; Conversion explains the scope of work; “The major upgrade works are divided into 3 packages; (i) dry-docking for Special Periodical Survey and various maintenance repair works, (ii) modifications to upgrade the vessel DP capability, and (iii) various pipelay equipment upgrades for future projects.\r\n\r\nImage credit: Damen Ship repair','Technip contracts Damen Shiprepair Rotterdam for major upgrade','','inherit','open','open','','491-revision-v1','','','2015-02-05 07:59:18','2015-02-05 07:59:18','',491,'http://myseatime.com/blogadm/491-revision-v1/',0,'revision','',0,0),(495,3,'2015-02-05 08:10:57','2015-02-05 08:10:57','Today at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\r\n\r\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\r\n\r\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\r\n\r\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\r\n\r\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\r\n\r\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\r\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\r\n\r\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\r\n\r\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\r\n\r\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\r\n\r\nimage credit: lifeinitaly.com\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','d’Amico Group launches “Cielo d’Italia”: its largest and most innovative ship ever','','trash','open','open','','damico-group-launches-cielo-ditalia-its-largest-and-most-innovative-ship-ever','','','2015-02-05 08:20:33','2015-02-05 08:20:33','',0,'http://myseatime.com/blogadm/?p=495',0,'post','',0,0),(496,1,'2015-02-05 08:10:18','2015-02-05 08:10:18','','d\'Amico','','inherit','open','open','','damico','','','2015-02-05 08:10:18','2015-02-05 08:10:18','',495,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/dAmico.jpg',0,'attachment','image/jpeg',0,0),(497,1,'2015-02-05 08:10:57','2015-02-05 08:10:57','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nToday at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\r\n\r\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\r\n\r\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\r\n\r\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\r\n\r\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\r\n\r\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\r\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\r\n\r\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\r\n\r\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\r\n\r\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\r\n\r\nimage credit: lifeinitaly.com\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','d’Amico Group launches “Cielo d’Italia”: its largest and most innovative ship ever','','inherit','open','open','','495-revision-v1','','','2015-02-05 08:10:57','2015-02-05 08:10:57','',495,'http://myseatime.com/blogadm/495-revision-v1/',0,'revision','',0,0),(498,1,'2015-02-05 08:16:47','2015-02-05 08:16:47','\nToday at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\n\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\n\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\n\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\n\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\n\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\n<div class=\"page\" title=\"Page 2\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\n\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\n\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\n\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\n\nimage credit: lifeinitaly.com\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','d’Amico Group launches “Cielo d’Italia”: its largest and most innovative ship ever','','inherit','open','open','','495-autosave-v1','','','2015-02-05 08:16:47','2015-02-05 08:16:47','',495,'http://myseatime.com/blogadm/495-autosave-v1/',0,'revision','',0,0),(499,1,'2015-02-05 08:16:52','2015-02-05 08:16:52','\r\nToday at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\r\n\r\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\r\n\r\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\r\n\r\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\r\n\r\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\r\n\r\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\r\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\r\n\r\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\r\n\r\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\r\n\r\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\r\n\r\nimage credit: lifeinitaly.com\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','d’Amico Group launches “Cielo d’Italia”: its largest and most innovative ship ever','','inherit','open','open','','495-revision-v1','','','2015-02-05 08:16:52','2015-02-05 08:16:52','',495,'http://myseatime.com/blogadm/495-revision-v1/',0,'revision','',0,0),(500,3,'2015-02-05 08:20:10','2015-02-05 08:20:10','Today at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\r\n\r\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\r\n\r\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\r\n\r\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\r\n\r\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\r\n\r\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\r\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\r\n\r\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\r\n\r\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\r\n\r\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\r\n\r\nimage credit: lifeinitaly.com\r\n\r\n</div>\r\n</div>\r\n</div>','d’Amico Group launches “Cielo d’Italia”: its largest and most innovative ship ever','','publish','open','open','','500','','','2015-02-05 08:20:30','2015-02-05 08:20:30','',0,'http://myseatime.com/blogadm/?p=500',0,'post','',0,37),(501,1,'2015-02-05 08:20:10','2015-02-05 08:20:10','Today at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\r\n\r\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\r\n\r\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\r\n\r\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\r\n\r\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\r\n\r\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\r\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\r\n\r\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\r\n\r\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\r\n\r\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\r\n\r\nimage credit: lifeinitaly.com\r\n\r\n</div>\r\n</div>\r\n</div>','','','inherit','open','open','','500-revision-v1','','','2015-02-05 08:20:10','2015-02-05 08:20:10','',500,'http://myseatime.com/blogadm/500-revision-v1/',0,'revision','',0,0),(502,1,'2015-02-05 08:20:30','2015-02-05 08:20:30','Today at the Sanoyas Shipbuilding Corporation’s shipyard in Mizushima, d’Amico Group, the Italian ship- owner operating for over 60 years in the international shipping celebrates the delivery of the “handy-cape” type vessel “Cielo d’Italia”, the largest and most innovative ship in the history of the Group.\r\n\r\nThe value of the order for “Cielo d’Italia” and its “handy cape” sister which will be delivered in the first quarter of 2016 is approximately region 100 M$ (benefitting from the prevailing favourable weakening of the yen against the dollar) and is part of the most significant development plan in the history of d’Amico Group. For the 2014-2016 period, the Group has invested approximately $1.2 billion by ordering 38 new ships, both bulkers and tanker vessels.\r\n\r\nThe 117,000 TDW ship, 245m long and 43m wide, is the result of multi-year collaboration between two prominent companies on the international shipping scene, who working very closely designed an extremely innovative ship characterized by extremely effective design particulars, respect for the environment and energy efficiency, capable of reducing consumption and emissions by 20%, compared to other ships operating in the same segment.\r\n\r\n“Today we celebrate the delivery and naming of the largest ship in the history of our company – stated Cesare d’Amico – which further consolidates our leading position among the youngest and most innovative fleets all over the world. The extraordinary commitment to seek an even higher level of safety, environmental awareness and performance, shared with an absolutely reliable partner such as Sanoyas Shipbuilding Corporation, today allows us to deliver on the market a ship with unique features that sets new standards for the future of shipping in this segment.”\r\n\r\n“We are very happy to have this memorable day of delivery and naming of Cielo d’Italia together with all my friends from d’Amico Group; one of the most reputable and well known shipping companies in the world – stated Takashi Ueda, President of Sanoyas Shipbuilding Corporation. Cielo d’Italia has made a splendid debut to the shipping society. Having a short tour on board with our guests today, I am now strongly assured all efforts have been made in collaboration among three companies of d’Amico, Mitsui and Sanoyas. I do believe that our close relationship is deepened further, and hope that such a good relationship will continue for many years to come.”\r\n\r\nOver the years, the project born in 2008 underwent several revisions by d’Amico Group with the aim of further improving the efficiency profile of the “handy-capes” vessels available on the market. Thanks to the work of the two technical offices as well as that of the trading company Mitsui &amp; Co., in 2013 the ship was completely redesigned and equipped with a latest generation fully electronic engine system, featuring automatic control for optimizing consumption.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nSafety is guaranteed with the award of additional certification classes by international bodies that exceed legal requirements, thus anticipating industry standards that will become effective in the coming years.\r\nThe choice of d’Amico Group to focus on the construction of two new generation “handy-cape” vessels is motivated by extraordinary versatility of this type of vessel, larger than the traditional Post-Panamax vessels though smaller than the Cape vessels. In fact, their versatility in terms of size and loadable capacity allows for multiple uses as regards both the type of goods transported and the routes covered.\r\n\r\nTogether with the extraordinary construction features, this characteristic will also enable d’Amico Dry, the company that will operate the vessel for the transportation of raw materials, mainly coal and minerals, to increase the profitability and market attractiveness of its international routes.\r\n\r\nThe d\'Amico Group has been present in Asia since 2000 and today, by its office in Singapore and its activities in Japan, stands out among the most active Italian companies. Over the years it has managed 18 ships, some of them in joint ventures with Japanese multinationals; twelve for the transport of vegetable oils and refined petroleum products, and six destined for dry cargo such as raw materials, timber and metals. Present commitments for future long terms time-charter deals with Japanese Owners stand at 17 vessels, out of Supramax, Kamsarmax and Post-Panamax (out of which 3 vessels will be designed and built by Sanoyas).\r\n\r\n“Cielo d’Italia” will be employed by d’Amico Dry on a short period time charter until the delivery of its “sister” ship, expected in the first quarter of 2016.\r\n\r\nimage credit: lifeinitaly.com\r\n\r\n</div>\r\n</div>\r\n</div>','d’Amico Group launches “Cielo d’Italia”: its largest and most innovative ship ever','','inherit','open','open','','500-revision-v1','','','2015-02-05 08:20:30','2015-02-05 08:20:30','',500,'http://myseatime.com/blogadm/500-revision-v1/',0,'revision','',0,0),(504,1,'2015-02-05 13:20:48','2015-02-05 13:20:48','','Capt. Chander Vart Photo','','inherit','open','open','','capt-chander-vart-photo','','','2015-04-08 06:12:08','2015-04-08 06:12:08','',902,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Capt.-Chander-Vart-Photo.jpg',0,'attachment','image/jpeg',0,0),(505,1,'2015-02-05 13:43:50','2015-02-05 13:43:50','\r\n\r\nFor the first time, the Australian Maritime Safety Authority (AMSA) has banned a vessel from entering or using any port in Australia for 12 months.\r\n\r\nIndonesian flagged container ship Red Rover (IMO 9481673) was today issued with a direction not to enter or use any port in Australia for 12 months after being detained by AMSA three times since September 2014.\r\n\r\nThe most recent detention was on 28 January 2015 in Fremantle, Western Australia. All three detentions identified failings in the vessel’s Safety Management System, including a lack of effective passage planning and failure to use appropriate charts and publications.\r\n\r\nThis is the third vessel operated by PT Meratus Line (Company Number 0313623) which has been banned from accessing Australian ports for a period of time. All three of these vessels repeatedly demonstrated they were not operating or being managed to meet applicable standards despite repeated advice by AMSA to take action to improve performance.\r\n\r\nAMSA banned the MV Meratus Sangatta (IMO 9116797) earlier this month and the Territory Trader (IMO 8812899) in November last year, from entering or using any port in Australia for three months.\r\n\r\nAMSA Chief Executive Officer, Mick Kinley, said Australia is a signatory to the International Maritime Organization (IMO) and International Labour Organization (ILO) conventions and AMSA takes its responsibilities seriously to ensure compliance with all international safety conventions.\r\n\r\n“The unsafe operation of vessels poses an unacceptable risk to seafarers and the environment and AMSA treats any breaches of international shipping standards with the greatest of seriousness,” Mr Kinley said.\r\n\r\n“A lack of effective passage planning is extremely unsafe, particularly in areas like the Western Australia coastline. Like the Great Barrier Reef, this coastline has environmentally sensitive areas such as Ningaloo Reef and Houtman Abrolhos Islands, with Ningaloo Reef containing International Maritime Organization endorsed ‘Area to be Avoided’ ship routing measures.\r\n\r\n“The PT Meratus Line has shown a disregard for international standards through repeated breaches and all ships operated by this company are now subject to inspections at every port call,” he said.\r\n\r\nThe Red Rover is the fourth vessel to be banned from Australian ports under the revised Navigation Act which came into effect in July 2013.\r\n\r\nPhoto credit: AMSA\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans vessel from Australian ports for 12 months','','inherit','open','open','','467-revision-v1','','','2015-02-05 13:43:50','2015-02-05 13:43:50','',467,'http://myseatime.com/blogadm/467-revision-v1/',0,'revision','',0,0),(506,1,'2015-02-05 13:44:11','2015-02-05 13:44:11','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\nFor the first time, the Australian Maritime Safety Authority (AMSA) has banned a vessel from entering or using any port in Australia for 12 months.\r\n\r\nIndonesian flagged container ship Red Rover (IMO 9481673) was today issued with a direction not to enter or use any port in Australia for 12 months after being detained by AMSA three times since September 2014.\r\n\r\nThe most recent detention was on 28 January 2015 in Fremantle, Western Australia. All three detentions identified failings in the vessel’s Safety Management System, including a lack of effective passage planning and failure to use appropriate charts and publications.\r\n\r\nThis is the third vessel operated by PT Meratus Line (Company Number 0313623) which has been banned from accessing Australian ports for a period of time. All three of these vessels repeatedly demonstrated they were not operating or being managed to meet applicable standards despite repeated advice by AMSA to take action to improve performance.\r\n\r\nAMSA banned the MV Meratus Sangatta (IMO 9116797) earlier this month and the Territory Trader (IMO 8812899) in November last year, from entering or using any port in Australia for three months.\r\n\r\nAMSA Chief Executive Officer, Mick Kinley, said Australia is a signatory to the International Maritime Organization (IMO) and International Labour Organization (ILO) conventions and AMSA takes its responsibilities seriously to ensure compliance with all international safety conventions.\r\n\r\n“The unsafe operation of vessels poses an unacceptable risk to seafarers and the environment and AMSA treats any breaches of international shipping standards with the greatest of seriousness,” Mr Kinley said.\r\n\r\n“A lack of effective passage planning is extremely unsafe, particularly in areas like the Western Australia coastline. Like the Great Barrier Reef, this coastline has environmentally sensitive areas such as Ningaloo Reef and Houtman Abrolhos Islands, with Ningaloo Reef containing International Maritime Organization endorsed ‘Area to be Avoided’ ship routing measures.\r\n\r\n“The PT Meratus Line has shown a disregard for international standards through repeated breaches and all ships operated by this company are now subject to inspections at every port call,” he said.\r\n\r\nThe Red Rover is the fourth vessel to be banned from Australian ports under the revised Navigation Act which came into effect in July 2013.\r\n\r\nPhoto credit: AMSA\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans vessel from Australian ports for 12 months','','inherit','open','open','','467-revision-v1','','','2015-02-05 13:44:11','2015-02-05 13:44:11','',467,'http://myseatime.com/blogadm/467-revision-v1/',0,'revision','',0,0),(507,1,'2015-02-05 13:44:42','2015-02-05 13:44:42','\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\nFor the first time, the Australian Maritime Safety Authority (AMSA) has banned a vessel from entering or using any port in Australia for 12 months.\r\n\r\nIndonesian flagged container ship Red Rover (IMO 9481673) was today issued with a direction not to enter or use any port in Australia for 12 months after being detained by AMSA three times since September 2014.\r\n\r\nThe most recent detention was on 28 January 2015 in Fremantle, Western Australia. All three detentions identified failings in the vessel’s Safety Management System, including a lack of effective passage planning and failure to use appropriate charts and publications.\r\n\r\nThis is the third vessel operated by PT Meratus Line (Company Number 0313623) which has been banned from accessing Australian ports for a period of time. All three of these vessels repeatedly demonstrated they were not operating or being managed to meet applicable standards despite repeated advice by AMSA to take action to improve performance.\r\n\r\nAMSA banned the MV Meratus Sangatta (IMO 9116797) earlier this month and the Territory Trader (IMO 8812899) in November last year, from entering or using any port in Australia for three months.\r\n\r\nAMSA Chief Executive Officer, Mick Kinley, said Australia is a signatory to the International Maritime Organization (IMO) and International Labour Organization (ILO) conventions and AMSA takes its responsibilities seriously to ensure compliance with all international safety conventions.\r\n\r\n“The unsafe operation of vessels poses an unacceptable risk to seafarers and the environment and AMSA treats any breaches of international shipping standards with the greatest of seriousness,” Mr Kinley said.\r\n\r\n“A lack of effective passage planning is extremely unsafe, particularly in areas like the Western Australia coastline. Like the Great Barrier Reef, this coastline has environmentally sensitive areas such as Ningaloo Reef and Houtman Abrolhos Islands, with Ningaloo Reef containing International Maritime Organization endorsed ‘Area to be Avoided’ ship routing measures.\r\n\r\n“The PT Meratus Line has shown a disregard for international standards through repeated breaches and all ships operated by this company are now subject to inspections at every port call,” he said.\r\n\r\nThe Red Rover is the fourth vessel to be banned from Australian ports under the revised Navigation Act which came into effect in July 2013.\r\n\r\nPhoto credit: AMSA\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans vessel from Australian ports for 12 months','','inherit','open','open','','467-revision-v1','','','2015-02-05 13:44:42','2015-02-05 13:44:42','',467,'http://myseatime.com/blogadm/467-revision-v1/',0,'revision','',0,0),(508,1,'2015-02-05 13:45:18','2015-02-05 13:45:18','For the first time, the Australian Maritime Safety Authority (AMSA) has banned a vessel from entering or using any port in Australia for 12 months.\r\n\r\nIndonesian flagged container ship Red Rover (IMO 9481673) was today issued with a direction not to enter or use any port in Australia for 12 months after being detained by AMSA three times since September 2014.\r\n\r\nThe most recent detention was on 28 January 2015 in Fremantle, Western Australia. All three detentions identified failings in the vessel’s Safety Management System, including a lack of effective passage planning and failure to use appropriate charts and publications.\r\n\r\nThis is the third vessel operated by PT Meratus Line (Company Number 0313623) which has been banned from accessing Australian ports for a period of time. All three of these vessels repeatedly demonstrated they were not operating or being managed to meet applicable standards despite repeated advice by AMSA to take action to improve performance.\r\n\r\nAMSA banned the MV Meratus Sangatta (IMO 9116797) earlier this month and the Territory Trader (IMO 8812899) in November last year, from entering or using any port in Australia for three months.\r\n\r\nAMSA Chief Executive Officer, Mick Kinley, said Australia is a signatory to the International Maritime Organization (IMO) and International Labour Organization (ILO) conventions and AMSA takes its responsibilities seriously to ensure compliance with all international safety conventions.\r\n\r\n“The unsafe operation of vessels poses an unacceptable risk to seafarers and the environment and AMSA treats any breaches of international shipping standards with the greatest of seriousness,” Mr Kinley said.\r\n\r\n“A lack of effective passage planning is extremely unsafe, particularly in areas like the Western Australia coastline. Like the Great Barrier Reef, this coastline has environmentally sensitive areas such as Ningaloo Reef and Houtman Abrolhos Islands, with Ningaloo Reef containing International Maritime Organization endorsed ‘Area to be Avoided’ ship routing measures.\r\n\r\n“The PT Meratus Line has shown a disregard for international standards through repeated breaches and all ships operated by this company are now subject to inspections at every port call,” he said.\r\n\r\nThe Red Rover is the fourth vessel to be banned from Australian ports under the revised Navigation Act which came into effect in July 2013.\r\n\r\nPhoto credit: AMSA','AMSA bans vessel from Australian ports for 12 months','','inherit','open','open','','467-revision-v1','','','2015-02-05 13:45:18','2015-02-05 13:45:18','',467,'http://myseatime.com/blogadm/467-revision-v1/',0,'revision','',0,0),(509,1,'2015-02-05 13:49:39','2015-02-05 13:49:39','Adani Ports and Special Economic Zone Limited (“APSEZ”), India’s largest port developer and part of Adani Group, today announced the financial results for the third quarter and nine months ended December 31, 2014.\r\n\r\nConsolidated cargo handled by the company was 108 MMT in 9M-FY15, an increase of 29%, over corresponding to same period last year. Adani ports at Mundra handled 84 MMT cargo in 9M-FY15 thereby continuing its leadership as the largest commercial port business in India. The Mundra port registered a 13% growth in 9M-FY15 compared to 5% aggregate cargo growth at all major ports.\r\n\r\nAlso, in case of containers, the Mundra port handled 2.02 Million TEUs in 9M-FY15 as against 1.68 Million TEU’s in corresponding to same period last year resulting in a 20 % growth as compared to growth of 8% aggregate growth in container volumes at all the major ports.\r\n\r\nConsolidated cargo handled by the company was 39 MMT in Q3FY15, an increase of 33%, over corresponding quarter last year. Adani ports at Mundra handled 29 MMT cargo in Q3FY15 thereby continuing its leadership as the single largest commercial port in India.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nCommenting on the results, Mr. Gautam Adani, Chairman, Adani Group said, “We are pleased that our performance across all ports continues to be robust therefore reflecting the strength of our Pan India strategy”.\r\n\r\nElaborating on the operational performance, Mr. Sudipta Bhattacharya, Chief Executive Officer of APSEZ, said “we have had another record quarter and Nine months performance on all fronts of cargo, revenue and EBIDTA growth and we are further enhancing our focus on sales &amp; operational excellence to maintain our growth momentum”.\r\n\r\nAdani Ports awarded as “Best Port of the Year” and “Container Handling Port of the Year” at Gujarat Star Award 2014 and also won 6 awards at 28th National Convention on Quality Concept held at Pune.\r\n\r\nIt also handled the largest ever coal vessel of 207,000 DWT at its West Basin in Mundra.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Adani port Financial performance improves','','inherit','open','open','','443-revision-v1','','','2015-02-05 13:49:39','2015-02-05 13:49:39','',443,'http://myseatime.com/blogadm/443-revision-v1/',0,'revision','',0,0),(510,1,'2015-02-05 13:50:00','2015-02-05 13:50:00','Adani Ports and Special Economic Zone Limited (“APSEZ”), India’s largest port developer and part of Adani Group, today announced the financial results for the third quarter and nine months ended December 31, 2014.\r\n\r\nConsolidated cargo handled by the company was 108 MMT in 9M-FY15, an increase of 29%, over corresponding to same period last year. Adani ports at Mundra handled 84 MMT cargo in 9M-FY15 thereby continuing its leadership as the largest commercial port business in India. The Mundra port registered a 13% growth in 9M-FY15 compared to 5% aggregate cargo growth at all major ports.\r\n\r\nAlso, in case of containers, the Mundra port handled 2.02 Million TEUs in 9M-FY15 as against 1.68 Million TEU’s in corresponding to same period last year resulting in a 20 % growth as compared to growth of 8% aggregate growth in container volumes at all the major ports.\r\n\r\nConsolidated cargo handled by the company was 39 MMT in Q3FY15, an increase of 33%, over corresponding quarter last year. Adani ports at Mundra handled 29 MMT cargo in Q3FY15 thereby continuing its leadership as the single largest commercial port in India.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nCommenting on the results, Mr. Gautam Adani, Chairman, Adani Group said, “We are pleased that our performance across all ports continues to be robust therefore reflecting the strength of our Pan India strategy”.\r\n\r\nElaborating on the operational performance, Mr. Sudipta Bhattacharya, Chief Executive Officer of APSEZ, said “we have had another record quarter and Nine months performance on all fronts of cargo, revenue and EBIDTA growth and we are further enhancing our focus on sales &amp; operational excellence to maintain our growth momentum”.\r\n\r\nAdani Ports awarded as “Best Port of the Year” and “Container Handling Port of the Year” at Gujarat Star Award 2014 and also won 6 awards at 28th National Convention on Quality Concept held at Pune.\r\n\r\nIt also handled the largest ever coal vessel of 207,000 DWT at its West Basin in Mundra.\r\n\r\n</div>\r\n</div>\r\n</div>','Adani port Financial performance improves','','inherit','open','open','','443-revision-v1','','','2015-02-05 13:50:00','2015-02-05 13:50:00','',443,'http://myseatime.com/blogadm/443-revision-v1/',0,'revision','',0,0),(511,1,'2015-02-05 13:51:06','2015-02-05 13:51:06','\r\nThe Australian Maritime Safety Authority (AMSA) commenced its Search and Rescue (SAR) Capability Partnership Program this week with counterpart agencies in Sri Lanka, the Maldives and Mauritius.\r\n\r\nThis program is being delivered as part of the Department of Foreign Affairs and Trade’s Government Partnerships for Development program, which provides funds to eligible Australian public sector organisations to support economic growth and poverty alleviation in developing countries in the Indian Ocean, Asia and Pacific Regions.\r\n\r\nAMSA will receive a total of $2.6 million in funding over three years to work in cooperation with the three partner countries and strengthen their national SAR services. The objective is to develop their capability to provide more effective response to maritime and aviation distress situations within their SAR areas and enhance SAR capability in some of the most remote parts of the Indian Ocean region.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said these three countries bordered Australia’s search and rescue region in the Indian Ocean.\r\n\r\n“Search and rescue cooperation in this remote and expansive part of the world is of paramount importance,” he said.\r\n\r\nMr Kinley said AMSA staff will be in Mauritius, the Maldives and Sri Lanka this week to commence the capability development program.\r\n\r\n“This program will include components of training in search and rescue systems, a staff exchange program to Australia, joint exercises and workshops, and development and installation of key search and rescue systems that are tailored to best meet each individual country’s needs,” Mr Kinley said.\r\n\r\n“Technical experts from the International Civil Aviation Authority Organization and the International Maritime Organization will also be involved to ensure that requirements of international standards and conventions are met in line with the Global Maritime Distress Safety System,” he said.\r\n\r\nBy the end of the program in 2017, it is expected that national and regional aviation and maritime search and rescue capability will be strengthened. Partner countries will also have improved cooperation and greater ability to communicate for search and rescue, along with improved systems to conduct timely and effective search and rescue operations across the region.\r\n\r\nImage Credit: visualobsessions.com.au\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA leading program to strengthen search and rescue capabilities in Indian Ocean region','','inherit','open','open','','424-revision-v1','','','2015-02-05 13:51:06','2015-02-05 13:51:06','',424,'http://myseatime.com/blogadm/424-revision-v1/',0,'revision','',0,0),(512,1,'2015-02-05 13:51:11','2015-02-05 13:51:11','The Australian Maritime Safety Authority (AMSA) commenced its Search and Rescue (SAR) Capability Partnership Program this week with counterpart agencies in Sri Lanka, the Maldives and Mauritius.\r\n\r\nThis program is being delivered as part of the Department of Foreign Affairs and Trade’s Government Partnerships for Development program, which provides funds to eligible Australian public sector organisations to support economic growth and poverty alleviation in developing countries in the Indian Ocean, Asia and Pacific Regions.\r\n\r\nAMSA will receive a total of $2.6 million in funding over three years to work in cooperation with the three partner countries and strengthen their national SAR services. The objective is to develop their capability to provide more effective response to maritime and aviation distress situations within their SAR areas and enhance SAR capability in some of the most remote parts of the Indian Ocean region.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said these three countries bordered Australia’s search and rescue region in the Indian Ocean.\r\n\r\n“Search and rescue cooperation in this remote and expansive part of the world is of paramount importance,” he said.\r\n\r\nMr Kinley said AMSA staff will be in Mauritius, the Maldives and Sri Lanka this week to commence the capability development program.\r\n\r\n“This program will include components of training in search and rescue systems, a staff exchange program to Australia, joint exercises and workshops, and development and installation of key search and rescue systems that are tailored to best meet each individual country’s needs,” Mr Kinley said.\r\n\r\n“Technical experts from the International Civil Aviation Authority Organization and the International Maritime Organization will also be involved to ensure that requirements of international standards and conventions are met in line with the Global Maritime Distress Safety System,” he said.\r\n\r\nBy the end of the program in 2017, it is expected that national and regional aviation and maritime search and rescue capability will be strengthened. Partner countries will also have improved cooperation and greater ability to communicate for search and rescue, along with improved systems to conduct timely and effective search and rescue operations across the region.\r\n\r\nImage Credit: visualobsessions.com.au','AMSA leading program to strengthen search and rescue capabilities in Indian Ocean region','','inherit','open','open','','424-revision-v1','','','2015-02-05 13:51:11','2015-02-05 13:51:11','',424,'http://myseatime.com/blogadm/424-revision-v1/',0,'revision','',0,0),(513,3,'2015-02-08 14:17:34','2015-02-08 14:17:34','The International Chamber of Shipping (ICS) has agreed that the shipping and bunker refining industries should work to the possibility that the global 0.5% sulphur in fuel cap, required by the International Maritime Organization (IMO), is more likely to be implemented worldwide from 2020, rather than 2025.\r\n\r\nSpeaking after an ICS Board meeting in London, ICS Chairman, Masamichi Morooka, explained:\r\n\r\n“While postponement of the sulphur global cap until 2025 is still a possibility, the shipping and oil refining industries should not assume that this will happen simply because they are unprepared.  ICS has concluded that, for better or worse, the global cap is very likely to be implemented in 2020, almost regardless of the effect that any lack of availability of compliant fuel may have on the cost of moving world trade by sea”.\r\n\r\nICS members have therefore agreed that they will continue to work with the bunker refiners to help ensure that they will be ready, if necessary, to supply sufficient quantities of compliant fuel by 2020.\r\n\r\nAnnex VI of the IMO MARPOL Convention allows for the possibility that implementation of the global sulphur cap – which will dramatically increase the cost of marine fuel for the shipping industry worldwide, perhaps by as much as US$50 Billion a year – can be deferred until 2025.  This decision is meant to be subject to the results of a fuel availability study that IMO is legally required to complete before the end of 2018.\r\n\r\nDespite repeated ICS requests, IMO Member States have so far refused to bring forward the conduct of the fuel availability study.  If supply problems are identified at the end of 2018 this will be far too late for governments to take action.  ICS member national shipowners’ associations have therefore concluded that a political decision may in effect already have been taken, at least by the United States and the European Union which view the global cap as a public health issue.\r\n\r\nICS’s position is influenced by the fact that the EU has already agreed, regardless of any decision by IMO to postpone the global cap, that a 0.5% sulphur limit will apply to international shipping within 200 miles of the coast of all EU Member States.  In theory, if the global cap was not implemented until 2025, this would create a narrow corridor along the coast of North Africa in which ships could continue to burn less expensive residual fuel with a sulphur content of 3.5%.  ICS believes that the EU Member States will be unlikely to permit this and will therefore push hard at IMO for global implementation of the 0.5% requirement in 2020.\r\n\r\nThe ICS Board also reviewed implementation of the 0.1% sulphur in fuel requirements that have applied in Emission Control Areas, in North America and North West Europe, since 1 January.  It was agreed that ICS will continue its close liaison with governments and Port State Control authorities in order to ensure a harmonised approach to implementation and enforcement that avoids unfair treatment or market distortion.  ICS is particularly concerned by reports that some Port States are charging ships for the analysis of fuel samples.\r\n<strong>Global CO2 Data Collection System </strong>\r\n\r\nThe ICS Board reviewed the negotiations at IMO towards the establishment of a global system of data collection on CO2 emissions from international shipping.\r\nICS members expressed deep concern about the European Union’s decision to pre-empt the IMO negotiations by adopting a unilateral regional Regulation on the Monitoring, Reporting and Verification of individual ship emissions, in advance of IMO completing its work.\r\n\r\nMr Morooka commented “The EU Regulation will have major implications for the IMO negotiations on a global data collection system which, until now, have been progressing well.  There is a real danger the EU initiative will be seen by non-EU States as an attempt to present them with a fait accompli which includes controversial elements, such as the publication of individual ship efficiency data, which had previously been rejected, for the moment at least, by the majority of governments at IMO.”\r\n\r\nICS members agreed that when the IMO negotiations resume at the IMO Marine Environment Protection Committee in May, it will be vital for EU Member States to explain how the new EU Regulation can be implemented in a way which is compatible with whatever may be agreed by IMO for global application.\r\n\r\nICS remains concerned that the ultimate motive behind the EU Regulation is to establish a mandatory ship efficiency indexing system that will be used to penalise ships financially, in a manner that could lead to a serious market distortion throughout the global shipping industry.','Shipping Industry Should Be Prepared for Global Sulphur Cap in 2020, Says ICS','','publish','open','open','','shipping-industry-should-be-prepared-for-global-sulphur-cap-in-2020-says-ics','','','2015-02-08 14:17:34','2015-02-08 14:17:34','',0,'http://myseatime.com/blogadm/?p=513',0,'post','',0,40),(514,1,'2015-02-08 14:17:20','2015-02-08 14:17:20','','International-Chamber-of-Shipping-Elects-New-Chairman','','inherit','open','open','','international-chamber-of-shipping-elects-new-chairman','','','2015-02-08 14:17:20','2015-02-08 14:17:20','',513,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/International-Chamber-of-Shipping-Elects-New-Chairman.jpg',0,'attachment','image/jpeg',0,0),(515,1,'2015-02-08 14:17:34','2015-02-08 14:17:34','The International Chamber of Shipping (ICS) has agreed that the shipping and bunker refining industries should work to the possibility that the global 0.5% sulphur in fuel cap, required by the International Maritime Organization (IMO), is more likely to be implemented worldwide from 2020, rather than 2025.\r\n\r\nSpeaking after an ICS Board meeting in London, ICS Chairman, Masamichi Morooka, explained:\r\n\r\n“While postponement of the sulphur global cap until 2025 is still a possibility, the shipping and oil refining industries should not assume that this will happen simply because they are unprepared.  ICS has concluded that, for better or worse, the global cap is very likely to be implemented in 2020, almost regardless of the effect that any lack of availability of compliant fuel may have on the cost of moving world trade by sea”.\r\n\r\nICS members have therefore agreed that they will continue to work with the bunker refiners to help ensure that they will be ready, if necessary, to supply sufficient quantities of compliant fuel by 2020.\r\n\r\nAnnex VI of the IMO MARPOL Convention allows for the possibility that implementation of the global sulphur cap – which will dramatically increase the cost of marine fuel for the shipping industry worldwide, perhaps by as much as US$50 Billion a year – can be deferred until 2025.  This decision is meant to be subject to the results of a fuel availability study that IMO is legally required to complete before the end of 2018.\r\n\r\nDespite repeated ICS requests, IMO Member States have so far refused to bring forward the conduct of the fuel availability study.  If supply problems are identified at the end of 2018 this will be far too late for governments to take action.  ICS member national shipowners’ associations have therefore concluded that a political decision may in effect already have been taken, at least by the United States and the European Union which view the global cap as a public health issue.\r\n\r\nICS’s position is influenced by the fact that the EU has already agreed, regardless of any decision by IMO to postpone the global cap, that a 0.5% sulphur limit will apply to international shipping within 200 miles of the coast of all EU Member States.  In theory, if the global cap was not implemented until 2025, this would create a narrow corridor along the coast of North Africa in which ships could continue to burn less expensive residual fuel with a sulphur content of 3.5%.  ICS believes that the EU Member States will be unlikely to permit this and will therefore push hard at IMO for global implementation of the 0.5% requirement in 2020.\r\n\r\nThe ICS Board also reviewed implementation of the 0.1% sulphur in fuel requirements that have applied in Emission Control Areas, in North America and North West Europe, since 1 January.  It was agreed that ICS will continue its close liaison with governments and Port State Control authorities in order to ensure a harmonised approach to implementation and enforcement that avoids unfair treatment or market distortion.  ICS is particularly concerned by reports that some Port States are charging ships for the analysis of fuel samples.\r\n<strong>Global CO2 Data Collection System </strong>\r\n\r\nThe ICS Board reviewed the negotiations at IMO towards the establishment of a global system of data collection on CO2 emissions from international shipping.\r\nICS members expressed deep concern about the European Union’s decision to pre-empt the IMO negotiations by adopting a unilateral regional Regulation on the Monitoring, Reporting and Verification of individual ship emissions, in advance of IMO completing its work.\r\n\r\nMr Morooka commented “The EU Regulation will have major implications for the IMO negotiations on a global data collection system which, until now, have been progressing well.  There is a real danger the EU initiative will be seen by non-EU States as an attempt to present them with a fait accompli which includes controversial elements, such as the publication of individual ship efficiency data, which had previously been rejected, for the moment at least, by the majority of governments at IMO.”\r\n\r\nICS members agreed that when the IMO negotiations resume at the IMO Marine Environment Protection Committee in May, it will be vital for EU Member States to explain how the new EU Regulation can be implemented in a way which is compatible with whatever may be agreed by IMO for global application.\r\n\r\nICS remains concerned that the ultimate motive behind the EU Regulation is to establish a mandatory ship efficiency indexing system that will be used to penalise ships financially, in a manner that could lead to a serious market distortion throughout the global shipping industry.','Shipping Industry Should Be Prepared for Global Sulphur Cap in 2020, Says ICS','','inherit','open','open','','513-revision-v1','','','2015-02-08 14:17:34','2015-02-08 14:17:34','',513,'http://myseatime.com/blogadm/513-revision-v1/',0,'revision','',0,0),(516,3,'2015-02-08 16:23:44','2015-02-08 16:23:44','Alfa Laval PureSOx is a front-runner among marine SOx scrubber systems, which allow the continued use of HFO while meeting the emission limits for operation in ECAs. Now in its second generation, the system has accumulated an order portfolio comprising over 1100 connected megawatts on roughly 65 vessels, including two full-scale pilot installations and the first orders in the US and Asia.\r\n\r\n<span style=\"font-style: inherit;\">“We are both pleased and proud to have received orders for 70 PureSOx systems,” says René Diks, Manager Marketing &amp; Sales, Exhaust Gas Cleaning at Alfa Laval. “PureSOx 2.0 is building on that success. Shortly after its launch at SMM 2014 in Hamburg, we received orders for the second-generation system from Atlantic Container Line, Royal Caribbean Cruises Ltd. and Horizon Lines.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Class approval for DFDS Petunia and Primula Seaways</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">Reinforcing the sales of PureSOx is the news that the system’s first class approvals have been granted. Having already won the Environmental Award at the Lloyd’s List Global Awards for its work with PureSOx, DFDS has now received approval from Lloyd’s Register for the DFDS Petunia and Primula Seaways. “By proving our ability as a scrubber supplier, approval confirms that customers can count on PureSOx for savings and compliance,” says Diks. “It shows that Alfa Laval has not only the technology, but also the knowledge in place to complete the class approval process.”</span>\r\n\r\n<span style=\"font-style: inherit;\">This competence is a vital factor, given that the scrubber approval process is anything but smooth. “Unfortunately there are various interpretations from class societies, and there will continue to be some uncertainty regarding pH limits for scrubber water discharge,” says Kate Schrøder Jensen, Development Engineer, Exhaust Gas Cleaning at Alfa Laval and a specialist in the legal issues. “IMO’s Pollution Prevention and Response subcommittee recently drafted an amendment to paragraph 10.1.2 (ii) in the scrubber guidelines, which would allow the use of calculation-based methodologies alongside measurements. Measurements have so far been the only practical method of getting open-loop seawater scrubbers approved, but they are not without problems. They need to be taken at full scrubber load based on maximum fuel-sulphur content, as well as while the vessel is ‘at rest in harbour’, which excludes ships that are directly shaft-driven. Our hope is that the MEPC will approve the text in May, as it will simplify the approvals of open-loop scrubbers.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Development continues at new facilities</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">With class approvals in hand and a steady PureSOx order flow, Alfa Laval is confident in the future for scrubbers and continues to invest in the technology. Last year saw the inauguration of the Alfa Laval Test &amp; Training Centre in Aalborg, Denmark, which has added considerable muscle to the company’s development abilities. </span>\r\n\r\n<span style=\"font-style: inherit;\">“We are continuously developing and enhancing PureSOx,” says Diks. “The Alfa Laval Test &amp; Training Centre is a full-size engine room on land that gives us unique possibilities, not only to refine PureSOx, but also to explore its interaction with other technologies on board. We are currently preparing for the launch of an inline version of PureSOx during the course of 2015.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Urgency for owners and operators</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">As work progresses at the Alfa Laval Test &amp; Training Centre, the discussion of scrubber solutions on the market continues. “The arrival of 2015 marks a crucial moment for the marine industry,” says Diks. “Until now, the introduction of sulphur limits has been theoretical for most owners and operators. But with ECA enforcement in place, those who have installed scrubbers are now going to start seeing a real difference in their fuel bills.”</span>\r\n\r\n<span style=\"font-style: inherit;\">When that happens, Diks suspects, the growing demand for scrubbers will place even greater focus on supplier reliability. Latecomers may have difficulty securing shipyard slots, and they will need to be even more careful to choose a supplier whose deliveries are certain. “The countdown is at an end,” Diks says. “For those who want to retain the economy of heavy fuel oil, there is no doubt that the time to invest is now.”</span>','Alfa Laval sees continued demand for scrubber','','publish','open','open','','alfa-laval-sees-continued-demand-for-scrubber','','','2015-02-08 16:24:43','2015-02-08 16:24:43','',0,'http://myseatime.com/blogadm/?p=516',0,'post','',0,54),(517,1,'2015-02-08 16:23:38','2015-02-08 16:23:38','','Alfa_Laval_PureSOx_opt','','inherit','open','open','','alfa_laval_puresox_opt','','','2015-02-08 16:23:38','2015-02-08 16:23:38','',516,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Alfa_Laval_PureSOx_opt.jpg',0,'attachment','image/jpeg',0,0),(518,1,'2015-02-08 16:23:44','2015-02-08 16:23:44','<span style=\"font-style: inherit;\">Alfa Laval PureSOx is a front-runner among marine SOx scrubber systems, which allow the continued use of HFO while meeting the emission limits for operation in ECAs. Now in its second generation, the system has accumulated an order portfolio comprising over 1100 connected megawatts on roughly 65 vessels, including two full-scale pilot installations and the first orders in the US and Asia.</span>\r\n\r\n<span style=\"font-style: inherit;\">“We are both pleased and proud to have received orders for 70 PureSOx systems,” says René Diks, Manager Marketing &amp; Sales, Exhaust Gas Cleaning at Alfa Laval. “PureSOx 2.0 is building on that success. Shortly after its launch at SMM 2014 in Hamburg, we received orders for the second-generation system from Atlantic Container Line, Royal Caribbean Cruises Ltd. and Horizon Lines.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Class approval for DFDS Petunia and Primula Seaways</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">Reinforcing the sales of PureSOx is the news that the system’s first class approvals have been granted. Having already won the Environmental Award at the Lloyd’s List Global Awards for its work with PureSOx, DFDS has now received approval from Lloyd’s Register for the DFDS Petunia and Primula Seaways. “By proving our ability as a scrubber supplier, approval confirms that customers can count on PureSOx for savings and compliance,” says Diks. “It shows that Alfa Laval has not only the technology, but also the knowledge in place to complete the class approval process.”</span>\r\n\r\n<span style=\"font-style: inherit;\">This competence is a vital factor, given that the scrubber approval process is anything but smooth. “Unfortunately there are various interpretations from class societies, and there will continue to be some uncertainty regarding pH limits for scrubber water discharge,” says Kate Schrøder Jensen, Development Engineer, Exhaust Gas Cleaning at Alfa Laval and a specialist in the legal issues. “IMO’s Pollution Prevention and Response subcommittee recently drafted an amendment to paragraph 10.1.2 (ii) in the scrubber guidelines, which would allow the use of calculation-based methodologies alongside measurements. Measurements have so far been the only practical method of getting open-loop seawater scrubbers approved, but they are not without problems. They need to be taken at full scrubber load based on maximum fuel-sulphur content, as well as while the vessel is ‘at rest in harbour’, which excludes ships that are directly shaft-driven. Our hope is that the MEPC will approve the text in May, as it will simplify the approvals of open-loop scrubbers.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Development continues at new facilities</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">With class approvals in hand and a steady PureSOx order flow, Alfa Laval is confident in the future for scrubbers and continues to invest in the technology. Last year saw the inauguration of the Alfa Laval Test &amp; Training Centre in Aalborg, Denmark, which has added considerable muscle to the company’s development abilities. </span>\r\n\r\n<span style=\"font-style: inherit;\">“We are continuously developing and enhancing PureSOx,” says Diks. “The Alfa Laval Test &amp; Training Centre is a full-size engine room on land that gives us unique possibilities, not only to refine PureSOx, but also to explore its interaction with other technologies on board. We are currently preparing for the launch of an inline version of PureSOx during the course of 2015.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Urgency for owners and operators</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">As work progresses at the Alfa Laval Test &amp; Training Centre, the discussion of scrubber solutions on the market continues. “The arrival of 2015 marks a crucial moment for the marine industry,” says Diks. “Until now, the introduction of sulphur limits has been theoretical for most owners and operators. But with ECA enforcement in place, those who have installed scrubbers are now going to start seeing a real difference in their fuel bills.”</span>\r\n\r\n<span style=\"font-style: inherit;\">When that happens, Diks suspects, the growing demand for scrubbers will place even greater focus on supplier reliability. Latecomers may have difficulty securing shipyard slots, and they will need to be even more careful to choose a supplier whose deliveries are certain. “The countdown is at an end,” Diks says. “For those who want to retain the economy of heavy fuel oil, there is no doubt that the time to invest is now.”</span>','Alfa Laval sees continued demand for scrubber','','inherit','open','open','','516-revision-v1','','','2015-02-08 16:23:44','2015-02-08 16:23:44','',516,'http://myseatime.com/blogadm/516-revision-v1/',0,'revision','',0,0),(519,1,'2015-02-08 16:24:43','2015-02-08 16:24:43','Alfa Laval PureSOx is a front-runner among marine SOx scrubber systems, which allow the continued use of HFO while meeting the emission limits for operation in ECAs. Now in its second generation, the system has accumulated an order portfolio comprising over 1100 connected megawatts on roughly 65 vessels, including two full-scale pilot installations and the first orders in the US and Asia.\r\n\r\n<span style=\"font-style: inherit;\">“We are both pleased and proud to have received orders for 70 PureSOx systems,” says René Diks, Manager Marketing &amp; Sales, Exhaust Gas Cleaning at Alfa Laval. “PureSOx 2.0 is building on that success. Shortly after its launch at SMM 2014 in Hamburg, we received orders for the second-generation system from Atlantic Container Line, Royal Caribbean Cruises Ltd. and Horizon Lines.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Class approval for DFDS Petunia and Primula Seaways</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">Reinforcing the sales of PureSOx is the news that the system’s first class approvals have been granted. Having already won the Environmental Award at the Lloyd’s List Global Awards for its work with PureSOx, DFDS has now received approval from Lloyd’s Register for the DFDS Petunia and Primula Seaways. “By proving our ability as a scrubber supplier, approval confirms that customers can count on PureSOx for savings and compliance,” says Diks. “It shows that Alfa Laval has not only the technology, but also the knowledge in place to complete the class approval process.”</span>\r\n\r\n<span style=\"font-style: inherit;\">This competence is a vital factor, given that the scrubber approval process is anything but smooth. “Unfortunately there are various interpretations from class societies, and there will continue to be some uncertainty regarding pH limits for scrubber water discharge,” says Kate Schrøder Jensen, Development Engineer, Exhaust Gas Cleaning at Alfa Laval and a specialist in the legal issues. “IMO’s Pollution Prevention and Response subcommittee recently drafted an amendment to paragraph 10.1.2 (ii) in the scrubber guidelines, which would allow the use of calculation-based methodologies alongside measurements. Measurements have so far been the only practical method of getting open-loop seawater scrubbers approved, but they are not without problems. They need to be taken at full scrubber load based on maximum fuel-sulphur content, as well as while the vessel is ‘at rest in harbour’, which excludes ships that are directly shaft-driven. Our hope is that the MEPC will approve the text in May, as it will simplify the approvals of open-loop scrubbers.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Development continues at new facilities</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">With class approvals in hand and a steady PureSOx order flow, Alfa Laval is confident in the future for scrubbers and continues to invest in the technology. Last year saw the inauguration of the Alfa Laval Test &amp; Training Centre in Aalborg, Denmark, which has added considerable muscle to the company’s development abilities. </span>\r\n\r\n<span style=\"font-style: inherit;\">“We are continuously developing and enhancing PureSOx,” says Diks. “The Alfa Laval Test &amp; Training Centre is a full-size engine room on land that gives us unique possibilities, not only to refine PureSOx, but also to explore its interaction with other technologies on board. We are currently preparing for the launch of an inline version of PureSOx during the course of 2015.”</span><span style=\"font-style: inherit;\"> </span>\r\n\r\n<strong><span style=\"font-weight: inherit; font-style: inherit;\">Urgency for owners and operators</span></strong>\r\n\r\n<span style=\"font-style: inherit;\">As work progresses at the Alfa Laval Test &amp; Training Centre, the discussion of scrubber solutions on the market continues. “The arrival of 2015 marks a crucial moment for the marine industry,” says Diks. “Until now, the introduction of sulphur limits has been theoretical for most owners and operators. But with ECA enforcement in place, those who have installed scrubbers are now going to start seeing a real difference in their fuel bills.”</span>\r\n\r\n<span style=\"font-style: inherit;\">When that happens, Diks suspects, the growing demand for scrubbers will place even greater focus on supplier reliability. Latecomers may have difficulty securing shipyard slots, and they will need to be even more careful to choose a supplier whose deliveries are certain. “The countdown is at an end,” Diks says. “For those who want to retain the economy of heavy fuel oil, there is no doubt that the time to invest is now.”</span>','Alfa Laval sees continued demand for scrubber','','inherit','open','open','','516-revision-v1','','','2015-02-08 16:24:43','2015-02-08 16:24:43','',516,'http://myseatime.com/blogadm/516-revision-v1/',0,'revision','',0,0),(520,3,'2015-02-09 13:26:39','2015-02-09 13:26:39','<div class=\"intro\">\r\n\r\nFlemish minister Ben Weyts (Mobility and Public Works) and Dutch minister Melanie Schultz van Haegen (Infrastructure and Environmental Affairs) signed the ‘Treaty between the Netherlands and Flanders for the construction of the New Lock Terneuzen’ on Thursday, 5 February 2015. Ghent Port Company is extremely delighted about this historical moment. As a matter of fact, the New Lock Terneuzen will improve the access to the ports of Ghent and Terneuzen. Moreover, the new lock will provide a smoother passage of inland vessels between the Netherlands, Belgium and France. It is expected that the lock will be ready in 2021. The construction of the new lock is the biggest investment in port infrastructure ever for Ghent Port Company.\r\n\r\nThis new lock is important both for Flanders and for the Netherlands. It will improve the maritime access to the ports of Ghent and Terneuzen and will also reduce waiting times for inland navigation. Moreover, by increasing the total capacity of the lock complex, the corridor possibilities in the direction of France will also improve. This will be of benefit to the economies of Flanders and the Netherlands and also of the Ghent-Terneuzen Canal zone. Besides, the New Lock Terneuzen will improve the air quality as the vessels will have shorter waiting times before passing through.\r\n\r\nGhent, being a multimodal port, is situated at the crossroads of the European inland waters, motorways and railway lines. Consequently, the new lock is crucial for making Ghent grow, further developing itself, strengthening its international position, creating new jobs and attracting investors. Moreover, the realization of the lock will be of benefit to the cooperation between Ghent Port Company and Zeeland Seaports (the ports of Terneuzen and Flushing).\r\n\r\nThe signing of the lock treaty took place at the lock complex in Terneuzen, in the presence of among others the president of Ghent Port Company Mathias De Clercq and CEO Daan Schalck, the mayor of Terneuzen Jan Lonink and representatives of a number of companies that frequently use the lock complex.\r\n\r\n<strong>For post-Panama vessels\r\n</strong>The New Lock Terneuzen will be a lock that will roughly be as long and as wide as the renewed locks on the Panama Canal. The new lock will have the following dimensions: 427 metres in length, 55 metres in width and a depth of 16.44 metres and will be built inside the present lock complex at Terneuzen. It will be located where the ‘Middensluis’ is now situated, this is one of the three existing locks.\r\n\r\n<strong>Financial reserves for biggest investment in port infrastructure ever\r\n</strong>The construction of the lock is expected to cost 920 million euros. The cost for its maintenance during 30 years is estimated at 75 million euros. The Netherlands will pay 155 million euros. Flanders will bear the remaining expenses. Of the Dutch contribution, the Zeeland region will take care of paying 10 million euros. From the Flemish side, Ghent Port Company will take up 15%. Depending on the estimate and the European subsidies, this contribution will amount to somewhere between 71 and 95 million euros.\r\n\r\nIn order to finance this contribution, Ghent Port Company is building up the necessary reserves in the financial long-range planning. Moreover, the expected entry of the province of East Flanders into Ghent Port Company’s management will provide additional financial means. This financial contribution to the construction of the New Lock is for Ghent Port Company the biggest investment in port infrastructure ever.\r\n\r\nThe Netherlands and Flanders will jointly apply for obtaining European Ten-T subsidies from the European Commission within the framework of the development of the trans-European transport network.\r\n\r\n<strong>Ready in 2021\r\n</strong>With the signing of this Treaty, a crucial next step is taken in the realization of the New Lock Terneuzen. Now it is up to the parliaments of Flanders and the Netherlands to ratify the lock treaty. Subsequently, the preparation of the construction can start. The cutting of the first sod is expected in 2017. In 2021 the first ships should be passing through the New Lock Terneuzen.\r\n\r\nPress release\r\n\r\nImage credit: port of Ghent\r\n\r\n</div>','Ghent Port Company elated about signing of treaty for New Lock Terneuzen','','publish','open','open','','ghent-port-company-elated-about-signing-of-treaty-for-new-lock-terneuzen','','','2015-02-11 05:42:20','2015-02-11 05:42:20','',0,'http://myseatime.com/blogadm/?p=520',0,'post','',0,40),(521,1,'2015-02-09 13:26:06','2015-02-09 13:26:06','','ghent port_opt','','inherit','open','open','','ghent-port_opt','','','2015-02-09 13:26:06','2015-02-09 13:26:06','',520,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/ghent-port_opt.jpg',0,'attachment','image/jpeg',0,0),(522,1,'2015-02-09 13:26:39','2015-02-09 13:26:39','<div class=\"intro\">\r\n\r\nFlemish minister Ben Weyts (Mobility and Public Works) and Dutch minister Melanie Schultz van Haegen (Infrastructure and Environmental Affairs) signed the ‘Treaty between the Netherlands and Flanders for the construction of the New Lock Terneuzen’ on Thursday, 5 February 2015. Ghent Port Company is extremely delighted about this historical moment. As a matter of fact, the New Lock Terneuzen will improve the access to the ports of Ghent and Terneuzen. Moreover, the new lock will provide a smoother passage of inland vessels between the Netherlands, Belgium and France. It is expected that the lock will be ready in 2021. The construction of the new lock is the biggest investment in port infrastructure ever for Ghent Port Company.\r\n\r\n</div>\r\n<div class=\"long\">\r\n\r\nThis new lock is important both for Flanders and for the Netherlands. It will improve the maritime access to the ports of Ghent and Terneuzen and will also reduce waiting times for inland navigation. Moreover, by increasing the total capacity of the lock complex, the corridor possibilities in the direction of France will also improve. This will be of benefit to the economies of Flanders and the Netherlands and also of the Ghent-Terneuzen Canal zone. Besides, the New Lock Terneuzen will improve the air quality as the vessels will have shorter waiting times before passing through.\r\n\r\nGhent, being a multimodal port, is situated at the crossroads of the European inland waters, motorways and railway lines. Consequently, the new lock is crucial for making Ghent grow, further developing itself, strengthening its international position, creating new jobs and attracting investors. Moreover, the realization of the lock will be of benefit to the cooperation between Ghent Port Company and Zeeland Seaports (the ports of Terneuzen and Flushing).\r\n\r\nThe signing of the lock treaty took place at the lock complex in Terneuzen, in the presence of among others the president of Ghent Port Company Mathias De Clercq and CEO Daan Schalck, the mayor of Terneuzen Jan Lonink and representatives of a number of companies that frequently use the lock complex.\r\n\r\n<strong>For post-Panama vessels\r\n</strong>The New Lock Terneuzen will be a lock that will roughly be as long and as wide as the renewed locks on the Panama Canal. The new lock will have the following dimensions: 427 metres in length, 55 metres in width and a depth of 16.44 metres and will be built inside the present lock complex at Terneuzen. It will be located where the ‘Middensluis’ is now situated, this is one of the three existing locks.\r\n\r\n<strong>Financial reserves for biggest investment in port infrastructure ever\r\n</strong>The construction of the lock is expected to cost 920 million euros. The cost for its maintenance during 30 years is estimated at 75 million euros. The Netherlands will pay 155 million euros. Flanders will bear the remaining expenses. Of the Dutch contribution, the Zeeland region will take care of paying 10 million euros. From the Flemish side, Ghent Port Company will take up 15%. Depending on the estimate and the European subsidies, this contribution will amount to somewhere between 71 and 95 million euros.\r\n\r\nIn order to finance this contribution, Ghent Port Company is building up the necessary reserves in the financial long-range planning. Moreover, the expected entry of the province of East Flanders into Ghent Port Company’s management will provide additional financial means. This financial contribution to the construction of the New Lock is for Ghent Port Company the biggest investment in port infrastructure ever.\r\n\r\nThe Netherlands and Flanders will jointly apply for obtaining European Ten-T subsidies from the European Commission within the framework of the development of the trans-European transport network.\r\n\r\n<strong>Ready in 2021\r\n</strong>With the signing of this Treaty, a crucial next step is taken in the realization of the New Lock Terneuzen. Now it is up to the parliaments of Flanders and the Netherlands to ratify the lock treaty. Subsequently, the preparation of the construction can start. The cutting of the first sod is expected in 2017. In 2021 the first ships should be passing through the New Lock Terneuzen.\r\n\r\nPress release\r\n\r\nImage credit: port of Ghent\r\n\r\n</div>','Ghent Port Company elated about signing of treaty for New Lock Terneuzen','','inherit','open','open','','520-revision-v1','','','2015-02-09 13:26:39','2015-02-09 13:26:39','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(523,3,'2015-02-09 13:46:20','2015-02-09 13:46:20','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png\"><img class=\"aligncenter size-full wp-image-532\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png\" alt=\"Drewry_opt\" width=\"652\" height=\"450\" /></a>\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\nImage credit: commons wikimedia\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','publish','open','open','','drewry-forecast-risk-of-upsetting-tanker-shipping-because-of-over-ordering','','','2015-02-09 13:54:51','2015-02-09 13:54:51','',0,'http://myseatime.com/blogadm/?p=523',0,'post','',0,90),(524,1,'2015-02-09 13:37:54','2015-02-09 13:37:54','','Drewry','','inherit','open','open','','drewry','','','2015-02-09 13:37:54','2015-02-09 13:37:54','',523,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png',0,'attachment','image/png',0,0),(525,1,'2015-02-09 13:44:28','2015-02-09 13:44:28','','Tanker_offshore_terminal','','inherit','open','open','','tanker_offshore_terminal','','','2015-02-09 13:44:28','2015-02-09 13:44:28','',523,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Tanker_offshore_terminal.jpg',0,'attachment','image/jpeg',0,0),(526,1,'2015-02-09 13:46:20','2015-02-09 13:46:20','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nA steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\"><img class=\"aligncenter size-full wp-image-524\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\" alt=\"Drewry\" width=\"936\" height=\"646\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:46:20','2015-02-09 13:46:20','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(527,1,'2015-02-09 13:47:02','2015-02-09 13:47:02','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\"><img class=\"aligncenter size-full wp-image-524\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\" alt=\"Drewry\" width=\"936\" height=\"646\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:47:02','2015-02-09 13:47:02','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(528,1,'2015-02-09 13:48:35','2015-02-09 13:48:35','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\"><img class=\"aligncenter wp-image-524 size-medium\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry-300x207.png\" alt=\"Drewry\" width=\"300\" height=\"207\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:48:35','2015-02-09 13:48:35','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(529,1,'2015-02-09 13:49:32','2015-02-09 13:49:32','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\"><img class=\"aligncenter wp-image-524\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry-300x207.png\" alt=\"Drewry\" width=\"500\" height=\"345\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:49:32','2015-02-09 13:49:32','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(530,1,'2015-02-09 13:50:55','2015-02-09 13:50:55','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry.png\"><img class=\"aligncenter wp-image-524\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry-300x207.png\" alt=\"Drewry\" width=\"716\" height=\"494\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:50:55','2015-02-09 13:50:55','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(531,1,'2015-02-09 13:53:24','2015-02-09 13:53:24','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\n\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\n\n&nbsp;\n<div class=\"page\" title=\"Page 1\">\n<div class=\"section\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\n\n&nbsp;\n\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\n<div class=\"page\" title=\"Page 2\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\n\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-autosave-v1','','','2015-02-09 13:53:24','2015-02-09 13:53:24','',523,'http://myseatime.com/blogadm/523-autosave-v1/',0,'revision','',0,0),(532,1,'2015-02-09 13:53:44','2015-02-09 13:53:44','','Drewry_opt','','inherit','open','open','','drewry_opt','','','2015-02-09 13:53:44','2015-02-09 13:53:44','',523,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png',0,'attachment','image/png',0,0),(533,1,'2015-02-09 13:53:55','2015-02-09 13:53:55','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n\r\n&nbsp;\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png\"><img class=\"aligncenter size-full wp-image-532\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png\" alt=\"Drewry_opt\" width=\"652\" height=\"450\" /></a>\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:53:55','2015-02-09 13:53:55','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(534,1,'2015-02-09 13:54:51','2015-02-09 13:54:51','A steep rise in vessel orders risks bringing the recent bonanza in oil tanker shipping to an abrupt end, according to the latest edition of the Tanker Forecaster, published by shipping consultancy Drewry.\r\n\r\nFollowing recent modest growth, the oil tanker fleet is expected to reach new heights by 2016, climbing to 371 million dwt according to Drewry estimates. In 2014 fleet growth was flat, inching up just 0.6% as deliveries slumped 38% to 9.1 million dwt and demolitions remained high. But capacity expansion is gathering momentum and is expected to reach annual growth of over 4% in 2016, on the back of brisk vessel ordering which reached 22 million dwt last year (see graph below).\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nDriving this resurgence in ship orders has been rocketing cargo demand, particularly floating storage, following the recent collapse in oil prices, coupled with moderating fleet growth. This has propelled spot rates to very high levels, with Drewry’s Tanker Earnings Index reaching 323.5 in January, its highest level since 2009.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png\"><img class=\"aligncenter size-full wp-image-532\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Drewry_opt.png\" alt=\"Drewry_opt\" width=\"652\" height=\"450\" /></a>\r\n\r\n“Notwithstanding the recent spike in demand, the primary driver of freight rate and earnings recovery in tanker shipping has been the decline in fleet growth,” said Rajesh Verma, Drewry’s tanker shipping lead analyst. “And if current ordering persists it will prove the sector’s ruin.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nOrders have been particularly strong in the VLCC segment on the back of growing trade on long voyage routes. The impact on capacity growth could prove particularly acute given the anticipated decline in demolition activity as the tanker fleet is now younger.\r\n\r\n“However, the short term outlook remains very positive with modest fleet supply growth and strong cargo demand anticipated for 2015, which are expected to push tonnage utilisation higher still, “ added Verma. “With bunker prices projected to remain low we expect tanker operators to make the most of a buoyant market, for the moment at least.”\r\n\r\nImage credit: commons wikimedia\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry forecast risk of upsetting tanker shipping because of over ordering','','inherit','open','open','','523-revision-v1','','','2015-02-09 13:54:51','2015-02-09 13:54:51','',523,'http://myseatime.com/blogadm/523-revision-v1/',0,'revision','',0,0),(535,3,'2015-02-09 15:26:08','2015-02-09 15:26:08','As per the Danish Maritime Authority, The IMO has now agreed on training requirements for seafarers navigating Arctic and Antarctic waters. The requirements are to enhance safety of navigation in polar areas and to ensure that the crew is prepared for the special conditions.\r\n\r\nLast week, the IMO agreed on a set of new regulations for seafarers navigating Arctic and Antarctic waters.\r\n\r\nMore specifically, this means that masters and navigating officers must complete special training in order to navigate ships in ice. One of the requirements is that the seafarers must acquire an improved understanding of the limitations to the crew, ship and the equipment applicable when operating in cold and desolate areas, with poor or no infrastructure in case of, for example, accidents and pollution.\r\n\r\nThe requirements will be incorporated in the STCW Convention, which is the international set of rules regulating the overall education and training requirements for seafarers. They are expected to enter into force at the turn of the year 2018, but the countries are urged to act faster so that the regulations can become effective when the Polar Code as such enters into force in January 2017.\r\n\r\n<strong>Requirements with several tiers</strong>\r\nThe training requirements distinguish between two training levels for the crew: a basic level and a more advanced level. In addition, masters and navigating officers of tankers and passenger ships engaged on voyages in ice are required to meet more comprehensive training requirements.\r\n\r\nAgreement was reached about the proposal for the new set of regulations this week at the second session of the Sub-Committee on Human Element, Training and Watchkeeping (HTW). This occurred in connection with the coming internationally binding regulations on navigation in polar waters – the so-called Polar Code – and the text will now be forwarded to the Maritime Safety Committee for approval in June 2015 (MSC 95).\r\n\r\nSource: DMA\r\n\r\n<span class=\"licensetpl_attr\">Photo credit:  Commons Wikimedia / LA(Phot) Vicki Benwell/MOD </span>','IMO has finalised New training requirements for polar navigation','','publish','open','open','','imo-has-finalised-new-training-requirements-for-polar-navigation','','','2015-02-09 15:26:08','2015-02-09 15:26:08','',0,'http://myseatime.com/blogadm/?p=535',0,'post','',0,52),(536,1,'2015-02-09 15:25:06','2015-02-09 15:25:06','','HMS_Protector_Assisting_the_Antarctic_Community._MOD_45156397','','inherit','open','open','','hms_protector_assisting_the_antarctic_community-_mod_45156397','','','2015-02-09 15:25:06','2015-02-09 15:25:06','',535,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/HMS_Protector_Assisting_the_Antarctic_Community._MOD_45156397.jpg',0,'attachment','image/jpeg',0,0),(537,1,'2015-02-09 15:26:08','2015-02-09 15:26:08','As per the Danish Maritime Authority, The IMO has now agreed on training requirements for seafarers navigating Arctic and Antarctic waters. The requirements are to enhance safety of navigation in polar areas and to ensure that the crew is prepared for the special conditions.\r\n\r\nLast week, the IMO agreed on a set of new regulations for seafarers navigating Arctic and Antarctic waters.\r\n\r\nMore specifically, this means that masters and navigating officers must complete special training in order to navigate ships in ice. One of the requirements is that the seafarers must acquire an improved understanding of the limitations to the crew, ship and the equipment applicable when operating in cold and desolate areas, with poor or no infrastructure in case of, for example, accidents and pollution.\r\n\r\nThe requirements will be incorporated in the STCW Convention, which is the international set of rules regulating the overall education and training requirements for seafarers. They are expected to enter into force at the turn of the year 2018, but the countries are urged to act faster so that the regulations can become effective when the Polar Code as such enters into force in January 2017.\r\n\r\n<strong>Requirements with several tiers</strong>\r\nThe training requirements distinguish between two training levels for the crew: a basic level and a more advanced level. In addition, masters and navigating officers of tankers and passenger ships engaged on voyages in ice are required to meet more comprehensive training requirements.\r\n\r\nAgreement was reached about the proposal for the new set of regulations this week at the second session of the Sub-Committee on Human Element, Training and Watchkeeping (HTW). This occurred in connection with the coming internationally binding regulations on navigation in polar waters – the so-called Polar Code – and the text will now be forwarded to the Maritime Safety Committee for approval in June 2015 (MSC 95).\r\n\r\nSource: DMA\r\n\r\n<span class=\"licensetpl_attr\">Photo credit:  Commons Wikimedia / LA(Phot) Vicki Benwell/MOD </span>','IMO has finalised New training requirements for polar navigation','','inherit','open','open','','535-revision-v1','','','2015-02-09 15:26:08','2015-02-09 15:26:08','',535,'http://myseatime.com/blogadm/535-revision-v1/',0,'revision','',0,0),(538,3,'2015-02-09 15:36:52','2015-02-09 15:36:52','Abu Dhabi Ports handled more cargo last year than ever before.  Both the number of containers handled through Khalifa Port and the volume of general and bulk cargo handled through all of Abu Dhabi Ports’ ports have increased significantly.\r\n\r\nThe Khalifa Port Container Terminal which is managed and operated by Abu Dhabi Terminals (ADT) handled more than 1 million TEUs (twenty foot equivalent units/containers) in one year - a record for the Emirate, with the total number of containers reaching 1,137,679 TEU.  This equates to a 26% year on year increase, when compared to 2013.\r\n\r\nMeanwhile, the amount of bulk and general cargo handled was 12,821,584 freight tonnes (FT), an increase of 37% compared to the 2013 figures.\r\n\r\nThe container terminal hit some significant targets as the year progressed, including 2m TEU since the beginning of commercial operations (1 Sept 2012 – 30 Nov 2014) and the most containers ever handled in one month (December 2014, 132,297 TEUs).\r\n\r\nCapt. Mohamed Juma Al Shamisi, CEO, Abu Dhabi Ports commented on the increase saying: ”Khalifa Port has the space and the capacity to allow the businesses across the Emirate to take advantage of growing global trade opportunities, by increasing their import/export trade while making use of Khalifa Ports’ excellent facilities and industry leading productivity levels and turnaround times.  There are few if any ports, recording this pace of year-on-year growth anywhere in the world today”.\r\n\r\nMartijn Van De Linde, CEO ADT, added: “2014 has been the busiest year yet for Abu Dhabi Terminals at Khalifa Port Container Terminal, and the fifth straight year that our compound year-on-year growth has risen more than 20%. We successfully increased Khalifa Port Container Terminal’s network to 52 international destinations and have developed strong relationships with the shipping and logistics community that have made Khalifa Port their hub.”\r\n\r\nThe general cargo and bulk cargo figures have shown an even more marked annual increase, with a record 12.8 million tonnes passing through the Emirates ports in 2014.\r\n\r\nThe vast majority of steel imported and exported to the Emirate is handled by Zayed Port because of its good facilities and yard capacity for storage.\r\n\r\nZayed Port also handles the majority of the project cargo coming through to the Emirate. In 2014 the Free Port, set a record for the largest ever shipment of project cargo.  It was five super heavy lift pieces for the Takreer Carbon Black Project and weighed a total of 29,492 FT.\r\n\r\n“The volume of general cargo has more than doubled over the last four years’, says Capt. Al Shamisi.  “This is directly linked to the size and number of infrastructure and oil and gas projects in the Emirate”, he added.\r\n\r\nAbu Dhabi Ports’ core objective is to facilitate trade and development across the UAE, and to promote ‘ease of doing business’ through its ports. The year ahead will see the launch of the first applications for Maqta Gateway, the new advanced ports community system, which was announced at the end of 2014.   Maqta Gateway will interlink all of those involved in export/import trade business through Abu Dhabi’s ports, providing a single point of contact and real time information 24/7.\r\n\r\nSource and photo credit: Abu Dhabi ports','Abu Dhabi Ports records double digit growth','','publish','open','open','','abu-dhabi-ports-records-double-digit-growth','','','2015-02-09 15:36:52','2015-02-09 15:36:52','',0,'http://myseatime.com/blogadm/?p=538',0,'post','',0,42),(539,1,'2015-02-09 15:36:25','2015-02-09 15:36:25','','abu dhabi port_opt','','inherit','open','open','','abu-dhabi-port_opt','','','2015-02-09 15:36:25','2015-02-09 15:36:25','',538,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/abu-dhabi-port_opt.jpg',0,'attachment','image/jpeg',0,0),(540,1,'2015-02-09 15:36:52','2015-02-09 15:36:52','Abu Dhabi Ports handled more cargo last year than ever before.  Both the number of containers handled through Khalifa Port and the volume of general and bulk cargo handled through all of Abu Dhabi Ports’ ports have increased significantly.\r\n\r\nThe Khalifa Port Container Terminal which is managed and operated by Abu Dhabi Terminals (ADT) handled more than 1 million TEUs (twenty foot equivalent units/containers) in one year - a record for the Emirate, with the total number of containers reaching 1,137,679 TEU.  This equates to a 26% year on year increase, when compared to 2013.\r\n\r\nMeanwhile, the amount of bulk and general cargo handled was 12,821,584 freight tonnes (FT), an increase of 37% compared to the 2013 figures.\r\n\r\nThe container terminal hit some significant targets as the year progressed, including 2m TEU since the beginning of commercial operations (1 Sept 2012 – 30 Nov 2014) and the most containers ever handled in one month (December 2014, 132,297 TEUs).\r\n\r\nCapt. Mohamed Juma Al Shamisi, CEO, Abu Dhabi Ports commented on the increase saying: ”Khalifa Port has the space and the capacity to allow the businesses across the Emirate to take advantage of growing global trade opportunities, by increasing their import/export trade while making use of Khalifa Ports’ excellent facilities and industry leading productivity levels and turnaround times.  There are few if any ports, recording this pace of year-on-year growth anywhere in the world today”.\r\n\r\nMartijn Van De Linde, CEO ADT, added: “2014 has been the busiest year yet for Abu Dhabi Terminals at Khalifa Port Container Terminal, and the fifth straight year that our compound year-on-year growth has risen more than 20%. We successfully increased Khalifa Port Container Terminal’s network to 52 international destinations and have developed strong relationships with the shipping and logistics community that have made Khalifa Port their hub.”\r\n\r\nThe general cargo and bulk cargo figures have shown an even more marked annual increase, with a record 12.8 million tonnes passing through the Emirates ports in 2014.\r\n\r\nThe vast majority of steel imported and exported to the Emirate is handled by Zayed Port because of its good facilities and yard capacity for storage.\r\n\r\nZayed Port also handles the majority of the project cargo coming through to the Emirate. In 2014 the Free Port, set a record for the largest ever shipment of project cargo.  It was five super heavy lift pieces for the Takreer Carbon Black Project and weighed a total of 29,492 FT.\r\n\r\n“The volume of general cargo has more than doubled over the last four years’, says Capt. Al Shamisi.  “This is directly linked to the size and number of infrastructure and oil and gas projects in the Emirate”, he added.\r\n\r\nAbu Dhabi Ports’ core objective is to facilitate trade and development across the UAE, and to promote ‘ease of doing business’ through its ports. The year ahead will see the launch of the first applications for Maqta Gateway, the new advanced ports community system, which was announced at the end of 2014.   Maqta Gateway will interlink all of those involved in export/import trade business through Abu Dhabi’s ports, providing a single point of contact and real time information 24/7.\r\n\r\nSource and photo credit: Abu Dhabi ports','Abu Dhabi Ports records double digit growth','','inherit','open','open','','538-revision-v1','','','2015-02-09 15:36:52','2015-02-09 15:36:52','',538,'http://myseatime.com/blogadm/538-revision-v1/',0,'revision','',0,0),(541,3,'2015-02-09 16:07:35','2015-02-09 16:07:35','Last week a K-line executive was sentenced to 18 months prison and now another former executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 14 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore on Dec. 29, 2014, Takashi Yamaguchi, who was a general manager and executive officer in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore.  Yamaguchi participated in the conspiracy from at least as early as July 2006 until at least April 2010.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“Today’s sentencing is another step in our efforts to hold executives accountable for raising the cost of shipping cars, trucks and other equipment to and from the United States,” said Bill Baer, Assistant Attorney General for the Antitrust Division.  “We will continue to pursue the corporations and executives whose illegal agreements have harmed American consumers.”\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Yamaguchi was sentenced to serve a 14-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Yamaguchi has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nYamaguchi was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.\r\n\r\nToday’s sentence is the second imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Yamaguchi’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.  Another K-Line executive was sentenced one week ago by the court in Baltimore.\r\n\r\nToday’s plea agreement is the result of an ongoing federal antitrust investigation into price fixing, bid rigging and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.','Second K-Line Executive Pleads Guilty to Price Fixing on Ocean Shipping Services','','publish','open','open','','second-k-line-executive-pleads-guilty-to-price-fixing-on-ocean-shipping-services-for-cars-and-trucks','','','2015-02-09 16:40:52','2015-02-09 16:40:52','',0,'http://myseatime.com/blogadm/?p=541',0,'post','',0,36),(542,1,'2015-02-09 16:07:35','2015-02-09 16:07:35','A former executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 14 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore on Dec. 29, 2014, Takashi Yamaguchi, who was a general manager and executive officer in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore.  Yamaguchi participated in the conspiracy from at least as early as July 2006 until at least April 2010.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“Today’s sentencing is another step in our efforts to hold executives accountable for raising the cost of shipping cars, trucks and other equipment to and from the United States,” said Bill Baer, Assistant Attorney General for the Antitrust Division.  “We will continue to pursue the corporations and executives whose illegal agreements have harmed American consumers.”\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Yamaguchi was sentenced to serve a 14-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Yamaguchi has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nYamaguchi was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.\r\n\r\nToday’s sentence is the second imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Yamaguchi’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.  Another K-Line executive was sentenced one week ago by the court in Baltimore.\r\n\r\nToday’s plea agreement is the result of an ongoing federal antitrust investigation into price fixing, bid rigging and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.','Second K-Line Executive Pleads Guilty to Price Fixing on Ocean Shipping Services For Cars and Trucks','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:07:35','2015-02-09 16:07:35','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(543,1,'2015-02-09 16:21:35','2015-02-09 16:21:35','Last week a K-line executive was sentenced to 18 months prison and now another former executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 14 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\n\nAccording to the one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore on Dec. 29, 2014, Takashi Yamaguchi, who was a general manager and executive officer in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore.  Yamaguchi participated in the conspiracy from at least as early as July 2006 until at least April 2010.\n\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\n\n“Today’s sentencing is another step in our efforts to hold executives accountable for raising the cost of shipping cars, trucks and other equipment to and from the United States,” said Bill Baer, Assistant Attorney General for the Antitrust Division.  “We will continue to pursue the corporations and executives whose illegal agreements have harmed American consumers.”\n\nPursuant to the plea agreement, which was accepted by the court today, Yamaguchi was sentenced to serve a 14-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Yamaguchi has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\n\nYamaguchi was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.\n\nToday’s sentence is the second imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Yamaguchi’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.  Another K-Line executive was sentenced one week ago by the court in Baltimore.\n\nToday’s plea agreement is the result of an ongoing federal antitrust investigation into price fixing, bid rigging and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.','Second K-Line Executive Pleads Guilty to Price Fixing on Ocean Shipping Services','','inherit','open','open','','541-autosave-v1','','','2015-02-09 16:21:35','2015-02-09 16:21:35','',541,'http://myseatime.com/blogadm/541-autosave-v1/',0,'revision','',0,0),(544,1,'2015-02-09 16:10:48','2015-02-09 16:10:48','Last week a <a title=\"K-Line executive pleaded guilty and &amp; sentenced to 18 months in U.S. Prison\" href=\"http://myseatime.com/blogadm/k-line-executive-pleaded-guilty-and-sentenced-to-18-months-in-u-s-prison/\" target=\"_blank\">K-line executive was sentenced to 18 months prison</a> and now another former executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 14 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore on Dec. 29, 2014, Takashi Yamaguchi, who was a general manager and executive officer in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore.  Yamaguchi participated in the conspiracy from at least as early as July 2006 until at least April 2010.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“Today’s sentencing is another step in our efforts to hold executives accountable for raising the cost of shipping cars, trucks and other equipment to and from the United States,” said Bill Baer, Assistant Attorney General for the Antitrust Division.  “We will continue to pursue the corporations and executives whose illegal agreements have harmed American consumers.”\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Yamaguchi was sentenced to serve a 14-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Yamaguchi has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nYamaguchi was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.\r\n\r\nToday’s sentence is the second imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Yamaguchi’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.  Another K-Line executive was sentenced one week ago by the court in Baltimore.\r\n\r\nToday’s plea agreement is the result of an ongoing federal antitrust investigation into price fixing, bid rigging and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.','Second K-Line Executive Pleads Guilty to Price Fixing on Ocean Shipping Services For Cars and Trucks','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:10:48','2015-02-09 16:10:48','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(545,1,'2015-02-09 16:13:08','2015-02-09 16:13:08','Last week a <a title=\"K-Line executive pleaded guilty and &amp; sentenced to 18 months in U.S. Prison\" href=\"http://myseatime.com/news/detail/k-line-executive-pleaded-guilty-and-sentenced-to-18-months-in-u-s-prison\" target=\"_blank\">K-line executive was sentenced to 18 months prison</a> and now another former executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 14 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore on Dec. 29, 2014, Takashi Yamaguchi, who was a general manager and executive officer in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore.  Yamaguchi participated in the conspiracy from at least as early as July 2006 until at least April 2010.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“Today’s sentencing is another step in our efforts to hold executives accountable for raising the cost of shipping cars, trucks and other equipment to and from the United States,” said Bill Baer, Assistant Attorney General for the Antitrust Division.  “We will continue to pursue the corporations and executives whose illegal agreements have harmed American consumers.”\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Yamaguchi was sentenced to serve a 14-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Yamaguchi has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nYamaguchi was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.\r\n\r\nToday’s sentence is the second imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Yamaguchi’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.  Another K-Line executive was sentenced one week ago by the court in Baltimore.\r\n\r\nToday’s plea agreement is the result of an ongoing federal antitrust investigation into price fixing, bid rigging and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.','Second K-Line Executive Pleads Guilty to Price Fixing on Ocean Shipping Services For Cars and Trucks','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:13:08','2015-02-09 16:13:08','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(546,1,'2015-02-09 16:13:46','2015-02-09 16:13:46','Last week a <a title=\"K-Line executive pleaded guilty and &amp; sentenced to 18 months in U.S. Prison\" href=\"http://myseatime.com/news/detail/k-line-executive-pleaded-guilty-and-sentenced-to-18-months-in-u-s-prison\" target=\"_blank\">K-line executive was sentenced to 18 months prison</a> and now another former executive of Japan-based Kawasaki Kisen Kaisha Ltd. (K-Line) pleaded guilty today and was sentenced to 14 months in a U.S. prison for his involvement in a conspiracy to fix prices, allocate customers and rig bids of international ocean shipping services for roll-on, roll-off cargo, such as cars and trucks, to and from the United States and elsewhere, the Department of Justice announced today.\r\n\r\nAccording to the one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore on Dec. 29, 2014, Takashi Yamaguchi, who was a general manager and executive officer in K-Line’s car carrier division, conspired to allocate customers and routes, rig bids and fix prices for the sale of international ocean shipments of roll-on, roll-off cargo to and from the United States and elsewhere, including the Port of Baltimore.  Yamaguchi participated in the conspiracy from at least as early as July 2006 until at least April 2010.\r\n\r\nRoll-on, roll-off cargo is non-containerized cargo that can be both rolled onto and off of an ocean-going vessel.  Examples of this cargo include new and used cars and trucks and construction and agricultural equipment.\r\n\r\n“Today’s sentencing is another step in our efforts to hold executives accountable for raising the cost of shipping cars, trucks and other equipment to and from the United States,” said Bill Baer, Assistant Attorney General for the Antitrust Division.  “We will continue to pursue the corporations and executives whose illegal agreements have harmed American consumers.”\r\n\r\nPursuant to the plea agreement, which was accepted by the court today, Yamaguchi was sentenced to serve a 14-month prison term and pay a $20,000 criminal fine for his participation in the conspiracy.  In addition, Yamaguchi has agreed to assist the department in its ongoing investigation into the ocean shipping industry.\r\n\r\nYamaguchi was charged with a violation of the Sherman Act, which carries a maximum sentence of 10 years in prison and a $1 million criminal fine for an individual.  The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.\r\n\r\nToday’s sentence is the second imposed against an individual in the division’s ocean shipping investigation.  Previously, three corporations have agreed to plead guilty and to pay criminal fines totaling more than $136 million, including Yamaguchi’s employer K-Line, which was sentenced to pay a criminal fine of $67.7 million in November 2014.  Another K-Line executive was sentenced one week ago by the court in Baltimore.\r\n\r\nToday’s plea agreement is the result of an ongoing federal antitrust investigation into price fixing, bid rigging and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Unit.','Second K-Line Executive Pleads Guilty to Price Fixing on Ocean Shipping Services','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:13:46','2015-02-09 16:13:46','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0);
