INSERT INTO `wp_posts` VALUES (547,1,'2015-02-09 16:18:05','2015-02-09 16:18:05','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','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:18:05','2015-02-09 16:18:05','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(548,1,'2015-02-09 16:18:42','2015-02-09 16:18:42','Last week a <a href=\"http://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 16:18:42','2015-02-09 16:18:42','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(549,1,'2015-02-09 16:19:22','2015-02-09 16:19:22','Last week a <a href=\"http://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</a> 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','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:19:22','2015-02-09 16:19:22','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(550,1,'2015-02-09 16:20:17','2015-02-09 16:20:17','Last week a <a href=\"http://http://myseatime.com/news/detail/k-line-executive-pleaded-guilty-and-sentenced-to-18-months-in-u-s-prison\" target=\"_blank\">K-line executive</a> 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','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:20:17','2015-02-09 16:20:17','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(551,1,'2015-02-09 16:22:00','2015-02-09 16:22:00','Last week a <a 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 16:22:00','2015-02-09 16:22:00','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(552,1,'2015-02-09 16:38:47','2015-02-09 16:38:47','Last week a <a 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 16:38:47','2015-02-09 16:38:47','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(553,1,'2015-02-09 16:40:52','2015-02-09 16:40:52','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','','inherit','open','open','','541-revision-v1','','','2015-02-09 16:40:52','2015-02-09 16:40:52','',541,'http://myseatime.com/blogadm/541-revision-v1/',0,'revision','',0,0),(554,2,'2015-02-10 12:06:17','2015-02-10 12:06:17','There are many questions in shipping industry which seem to be mysteries  of the ancient shipping times with as many theories floating. And one of these question is \"Why Captain\'s cabin is always on Starboard side?\" Here is what I have gathered during my sea career.\r\n\r\nCaptain\'s cabin on the starboard side is a tradition that has been since many years but there has been some exceptions to it where captain\'s cabin is on port side. Leaving aside the exceptions, in old days, the starboard side was considered superior to port side in every sense, be it flag etiquettes or two watch system in old days where more experienced staff used to keep watch on starboard side, the starboard side was considered superior to port side. Captain being overall incharge of the ship was considered superior to all the crew onboard and was given superior side of the ship.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/porthole_opt.jpg\"><img class=\"aligncenter size-full wp-image-556\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/porthole_opt.jpg\" alt=\"porthole_opt\" width=\"765\" height=\"422\" /></a>\r\n\r\nIn modern days however it is not superiority that is considered for captain cabin to starboard side. Starboard side is give way side in ROR (Rule of the road) and captain is expected to see the traffic on starboard side of his ship just to be aware of the traffic situation where it is his ship\'s duty to take action. He can then also monitor if the officer on watch has taken the required action to avoid close quarter situation.\r\n\r\nDo you have any other theory  or do you agree with this explanation ?  Do you have any other such question ? Leave a comment.\r\n\r\nMeanwhile wishing you all fair winds and following seas.','Why Captain\'s cabin is always on starboard side ?','','publish','open','open','','why-captains-cabin-is-always-on-starboard-side','','','2015-12-04 18:44:04','2015-12-04 18:44:04','',0,'http://myseatime.com/blogadm/?p=554',0,'post','',0,295),(555,1,'2015-02-10 04:53:46','2015-02-10 04:53:46','There are many questions in shipping industry which seem to be mysteries  of the ancient shipping times with as many theories floating. And one of these question is \"Why Captain\'s cabin is always on Starboard side ?\"\r\n\r\nHere is what I have gathered during my sea leg.\r\n\r\nCaptain\'s cabin on the starboard side is a tradition that has been since many years but there has been some exceptions to it where captain\'s cabin is on port side. Leaving aside the exceptions, in old days, the starboard side was considered superior to port side in every sense, be it flag etiquettes or two watch system in old days where more experienced staff used to keep watch on starboard side, the starboard side was considered superior to port side. Captain being overall incharge of the ship was considered superior to all the crew onboard and was given superior side of the ship.\r\n\r\nIn modern days however it is not superiority that is considered for captain cabin to starboard side. Starboard side is give way side in ROR (Rule of the road) and captain is expected to see the traffic on starboard side of his ship just to be aware of the traffic situation where it is his ship\'s duty to take action. He can then also monitor if the officer on watch has taken the required action to avoid close quarter situation.\r\n\r\nDo you have any other theory ? or do you agree with this explanation ?  Do you have any other such question ? Leave a comment.\r\n\r\nMeanwhile wishing you all fair winds and following seas.','Why Captain\'s cabin is always on starboard side ?','','inherit','open','open','','554-revision-v1','','','2015-02-10 04:53:46','2015-02-10 04:53:46','',554,'http://myseatime.com/blogadm/554-revision-v1/',0,'revision','',0,0),(556,1,'2015-02-10 12:03:33','2015-02-10 12:03:33','','porthole_opt','','inherit','open','open','','porthole_opt','','','2015-02-10 12:03:33','2015-02-10 12:03:33','',554,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/porthole_opt.jpg',0,'attachment','image/jpeg',0,0),(557,1,'2015-12-04 18:43:12','2015-12-04 18:43:12','There are many questions in shipping industry which seem to be mysteries  of the ancient shipping times with as many theories floating. And one of these question is \"Why Captain\'s cabin is always on Starboard side ?\"\n\nHere is what I have gathered during my sea career.\n\nCaptain\'s cabin on the starboard side is a tradition that has been since many years but there has been some exceptions to it where captain\'s cabin is on port side. Leaving aside the exceptions, in old days, the starboard side was considered superior to port side in every sense, be it flag etiquettes or two watch system in old days where more experienced staff used to keep watch on starboard side, the starboard side was considered superior to port side. Captain being overall incharge of the ship was considered superior to all the crew onboard and was given superior side of the ship.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/porthole_opt.jpg\"><img class=\"aligncenter size-full wp-image-556\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/porthole_opt.jpg\" alt=\"porthole_opt\" width=\"765\" height=\"422\" /></a>\n\nIn modern days however it is not superiority that is considered for captain cabin to starboard side. Starboard side is give way side in ROR (Rule of the road) and captain is expected to see the traffic on starboard side of his ship just to be aware of the traffic situation where it is his ship\'s duty to take action. He can then also monitor if the officer on watch has taken the required action to avoid close quarter situation.\n\nDo you have any other theory  or do you agree with this explanation ?  Do you have any other such question ? Leave a comment.\n\nMeanwhile wishing you all fair winds and following seas.','Why Captain\'s cabin is always on starboard side ?','','inherit','open','open','','554-autosave-v1','','','2015-12-04 18:43:12','2015-12-04 18:43:12','',554,'http://myseatime.com/blogadm/554-autosave-v1/',0,'revision','',0,0),(558,1,'2015-02-10 12:06:17','2015-02-10 12:06:17','There are many questions in shipping industry which seem to be mysteries  of the ancient shipping times with as many theories floating. And one of these question is \"Why Captain\'s cabin is always on Starboard side ?\"\r\n\r\nHere is what I have gathered during my sea career.\r\n\r\nCaptain\'s cabin on the starboard side is a tradition that has been since many years but there has been some exceptions to it where captain\'s cabin is on port side. Leaving aside the exceptions, in old days, the starboard side was considered superior to port side in every sense, be it flag etiquettes or two watch system in old days where more experienced staff used to keep watch on starboard side, the starboard side was considered superior to port side. Captain being overall incharge of the ship was considered superior to all the crew onboard and was given superior side of the ship.\r\n\r\nIn modern days however it is not superiority that is considered for captain cabin to starboard side. Starboard side is give way side in ROR (Rule of the road) and captain is expected to see the traffic on starboard side of his ship just to be aware of the traffic situation where it is his ship\'s duty to take action. He can then also monitor if the officer on watch has taken the required action to avoid close quarter situation.\r\n\r\nDo you have any other theory  or do you agree with this explanation ?  Do you have any other such question ? Leave a comment.\r\n\r\nMeanwhile wishing you all fair winds and following seas.','Why Captain\'s cabin is always on starboard side ?','','inherit','open','open','','554-revision-v1','','','2015-02-10 12:06:17','2015-02-10 12:06:17','',554,'http://myseatime.com/blogadm/554-revision-v1/',0,'revision','',0,0),(559,3,'2015-02-10 15:30:25','2015-02-10 15:30:25','Bunkers are showing an improvement in quality thanks in part to a concerted campaign by the International Bunker Industry Association (IBIA) to get players from across the marine fuels supply chain to raise their game. Addressing an audience of over 1000 marine fuel buyers, suppliers and traders at the association’s annual dinner in London last night (9 Feb), IBIA Chairman Jens Maul Jorgensen said that the early results for 2015 show that there has been a marked improvement in bunker fuel quality with 8% of samples found to be off-spec compared with 10% in 2014. These results are based on samples taken by testing company Intertek ShipCare.\r\n\r\n“Test figures for standard submitted samples during 2014 show around 10% of all samples were deemed to be off specification based on a single test result with respect to the fuel grade purchased.”\r\n\r\nHe added:\r\n\r\n“Test figures for 2014 also showed a significant change in purchasing patterns of the types of products, with a steady increase in the number of distillate fuels being tested. The number of distillate samples being submitted for testing rose by 15% in 2014 compared to the figures for 2013.”\r\n\r\nThe IBIA chairman noted that the drop in oil price has meant that there is now less incentive for refiners to blend down their products and that there has been an increase in suppliers using the ISO2010 &amp; 2012 specs.\r\nImproving fuel quality has been an important issue for IBIA as the quality of bunkers delivered to ships is under increasing scrutiny. In October the International Maritime Organization’s (IMO) MEPC 67 agreed to establish a correspondence group to develop draft guidance for assuring the quality of fuel oil delivered for use on board ships, and to consider the adequacy of the current legal framework in MARPOL Annex VI for assuring the quality of bunkers. Tested samples which were found to be off-spec reached an all time high in 2013 with one quarter not reaching the required standards.\r\n\r\nImage Credit: directindustry.com','Marine fuel quality improving, says IBIA','','publish','open','open','','marine-fuel-quality-improving-says-ibia','','','2015-02-10 15:30:25','2015-02-10 15:30:25','',0,'http://myseatime.com/blogadm/?p=559',0,'post','',0,37),(560,1,'2015-02-10 15:29:32','2015-02-10 15:29:32','','heated-oil-viscometer-25245-2326121','','inherit','open','open','','heated-oil-viscometer-25245-2326121','','','2015-02-10 15:29:32','2015-02-10 15:29:32','',559,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/heated-oil-viscometer-25245-2326121.jpg',0,'attachment','image/jpeg',0,0),(561,1,'2015-02-10 15:30:25','2015-02-10 15:30:25','Bunkers are showing an improvement in quality thanks in part to a concerted campaign by the International Bunker Industry Association (IBIA) to get players from across the marine fuels supply chain to raise their game. Addressing an audience of over 1000 marine fuel buyers, suppliers and traders at the association’s annual dinner in London last night (9 Feb), IBIA Chairman Jens Maul Jorgensen said that the early results for 2015 show that there has been a marked improvement in bunker fuel quality with 8% of samples found to be off-spec compared with 10% in 2014. These results are based on samples taken by testing company Intertek ShipCare.\r\n\r\n“Test figures for standard submitted samples during 2014 show around 10% of all samples were deemed to be off specification based on a single test result with respect to the fuel grade purchased.”\r\n\r\nHe added:\r\n\r\n“Test figures for 2014 also showed a significant change in purchasing patterns of the types of products, with a steady increase in the number of distillate fuels being tested. The number of distillate samples being submitted for testing rose by 15% in 2014 compared to the figures for 2013.”\r\n\r\nThe IBIA chairman noted that the drop in oil price has meant that there is now less incentive for refiners to blend down their products and that there has been an increase in suppliers using the ISO2010 &amp; 2012 specs.\r\nImproving fuel quality has been an important issue for IBIA as the quality of bunkers delivered to ships is under increasing scrutiny. In October the International Maritime Organization’s (IMO) MEPC 67 agreed to establish a correspondence group to develop draft guidance for assuring the quality of fuel oil delivered for use on board ships, and to consider the adequacy of the current legal framework in MARPOL Annex VI for assuring the quality of bunkers. Tested samples which were found to be off-spec reached an all time high in 2013 with one quarter not reaching the required standards.\r\n\r\nImage Credit: directindustry.com','Marine fuel quality improving, says IBIA','','inherit','open','open','','559-revision-v1','','','2015-02-10 15:30:25','2015-02-10 15:30:25','',559,'http://myseatime.com/blogadm/559-revision-v1/',0,'revision','',0,0),(562,3,'2015-02-10 16:30:46','2015-02-10 16:30:46','Inmarsat is offering all post-pay IsatPhone 2 customers free-of-charge access to GEOS’ Worldwide Emergency Response Coordination service.\r\n\r\nThe service takes advantage of the IsatPhone 2’s one-press assistance button, located at the top of the handset. GEOS’ service allows customers to contact the GEOS International Emergency Response Coordination Center (IERCC), simply by pressing the assistance button. Pressing the button triggers a message containing the user’s GPS co-ordinates, sent over Inmarsat’s global satellite network.\r\n\r\nOnce the emergency notification request is received, the response centre; staffed 24-7 and located in Houston, USA, will contact the user directly and establish the nature of the emergency. GEOS staff will then notify the appropriate authorities based in region to begin search and rescue procedures.\r\n\r\n“Increasingly, safety and security are paramount concerns amongst purchasers of satellite phones who often work in isolated or volatile areas,” said Greg Ewert, President, Inmarsat Enterprise. “The GEOS service is an excellent complement to the IsatPhone 2’s tracking functionality, and coupled with the global reach of Inmarsat’s reliable satellite network, will provide a welcome peace of mind for new and existing IsatPhone 2 customers.”\r\n\r\n“We are extremely pleased to welcome Inmarsat IsatPhone 2 users to the broad global family of members all over the world protected by the GEOS global umbrella” stated David Ruby, CEO of GEOS Worldwide.\r\n\r\nThe service is available free-of-charge to all existing and new IsatPhone 2 post-pay customers. Pre-pay customers can also access the service; however GEOS will charge an annual fee.\r\n\r\nGEOS also offer Inmarsat customers additional membership benefits to defray search and rescue and medivac costs, details of which are also provided in a leaflet inserted into new IsatPhone 2 boxes, as well as on the GEOS website, <a title=\"GEOS\" href=\"http://www.geosalliance.com/\" target=\"_blank\">www.geosalliance.com</a>.\r\n\r\nImage Credit: outfittersatellite.com','Inmarsat and GEOS bring life-saving emergency response facilities to the IsatPhone 2','','publish','open','open','','inmarsat-and-geos-bring-life-saving-emergency-response-facilities-to-the-isatphone-2','','','2015-02-10 16:32:26','2015-02-10 16:32:26','',0,'http://myseatime.com/blogadm/?p=562',0,'post','',0,39),(563,1,'2015-02-10 16:30:08','2015-02-10 16:30:08','','Isatphone2-against-life-boat-1024x768_opt','','inherit','open','open','','isatphone2-against-life-boat-1024x768_opt','','','2015-02-10 16:30:08','2015-02-10 16:30:08','',562,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Isatphone2-against-life-boat-1024x768_opt.jpg',0,'attachment','image/jpeg',0,0),(564,1,'2015-02-10 16:30:46','2015-02-10 16:30:46','Inmarsat is offering all post-pay <a href=\"http://www.inmarsat.com/isatphone/\">IsatPhone 2</a> customers free-of-charge access to GEOS’ Worldwide Emergency Response Coordination service.\r\n\r\nThe service takes advantage of the IsatPhone 2’s one-press assistance button, located at the top of the handset. GEOS’ service allows customers to contact the GEOS International Emergency Response Coordination Center (IERCC), simply by pressing the assistance button. Pressing the button triggers a message containing the user’s GPS co-ordinates, sent over Inmarsat’s global satellite network.\r\n\r\nOnce the emergency notification request is received, the response centre; staffed 24-7 and located in Houston, USA, will contact the user directly and establish the nature of the emergency. GEOS staff will then notify the appropriate authorities based in region to begin search and rescue procedures.\r\n\r\n“Increasingly, safety and security are paramount concerns amongst purchasers of satellite phones who often work in isolated or volatile areas,” said Greg Ewert, President, Inmarsat Enterprise. “The GEOS service is an excellent complement to the IsatPhone 2’s tracking functionality, and coupled with the global reach of Inmarsat’s reliable satellite network, will provide a welcome peace of mind for new and existing IsatPhone 2 customers.”\r\n\r\n“We are extremely pleased to welcome Inmarsat IsatPhone 2 users to the broad global family of members all over the world protected by the GEOS global umbrella” stated David Ruby, CEO of GEOS Worldwide.\r\n\r\nThe service is available free-of-charge to all existing and new IsatPhone 2 post-pay customers. Pre-pay customers can also access the service; however GEOS will charge an annual fee.\r\n\r\nGEOS also offer Inmarsat customers additional membership benefits to defray search and rescue and medivac costs, details of which are also provided in a leaflet inserted into new IsatPhone 2 boxes, as well as on the GEOS website, <a title=\"GEOS\" href=\"http://www.geosalliance.com/\" target=\"_blank\">www.geosalliance.com</a>.\r\n\r\nImage Credit: outfittersatellite.com','Inmarsat and GEOS bring life-saving emergency response facilities to the IsatPhone 2','','inherit','open','open','','562-revision-v1','','','2015-02-10 16:30:46','2015-02-10 16:30:46','',562,'http://myseatime.com/blogadm/562-revision-v1/',0,'revision','',0,0),(565,1,'2015-02-10 16:32:19','2015-02-10 16:32:19','Inmarsat is offering all post-pay IsatPhone 2 customers free-of-charge access to GEOS’ Worldwide Emergency Response Coordination service.\n\nThe service takes advantage of the IsatPhone 2’s one-press assistance button, located at the top of the handset. GEOS’ service allows customers to contact the GEOS International Emergency Response Coordination Center (IERCC), simply by pressing the assistance button. Pressing the button triggers a message containing the user’s GPS co-ordinates, sent over Inmarsat’s global satellite network.\n\nOnce the emergency notification request is received, the response centre; staffed 24-7 and located in Houston, USA, will contact the user directly and establish the nature of the emergency. GEOS staff will then notify the appropriate authorities based in region to begin search and rescue procedures.\n\n“Increasingly, safety and security are paramount concerns amongst purchasers of satellite phones who often work in isolated or volatile areas,” said Greg Ewert, President, Inmarsat Enterprise. “The GEOS service is an excellent complement to the IsatPhone 2’s tracking functionality, and coupled with the global reach of Inmarsat’s reliable satellite network, will provide a welcome peace of mind for new and existing IsatPhone 2 customers.”\n\n“We are extremely pleased to welcome Inmarsat IsatPhone 2 users to the broad global family of members all over the world protected by the GEOS global umbrella” stated David Ruby, CEO of GEOS Worldwide.\n\nThe service is available free-of-charge to all existing and new IsatPhone 2 post-pay customers. Pre-pay customers can also access the service; however GEOS will charge an annual fee.\n\nGEOS also offer Inmarsat customers additional membership benefits to defray search and rescue and medivac costs, details of which are also provided in a leaflet inserted into new IsatPhone 2 boxes, as well as on the GEOS website, <a title=\"GEOS\" href=\"http://www.geosalliance.com/\" target=\"_blank\">www.geosalliance.com</a>.\n\nImage Credit: outfittersatellite.com','Inmarsat and GEOS bring life-saving emergency response facilities to the IsatPhone 2','','inherit','open','open','','562-autosave-v1','','','2015-02-10 16:32:19','2015-02-10 16:32:19','',562,'http://myseatime.com/blogadm/562-autosave-v1/',0,'revision','',0,0),(566,1,'2015-02-10 16:32:26','2015-02-10 16:32:26','Inmarsat is offering all post-pay IsatPhone 2 customers free-of-charge access to GEOS’ Worldwide Emergency Response Coordination service.\r\n\r\nThe service takes advantage of the IsatPhone 2’s one-press assistance button, located at the top of the handset. GEOS’ service allows customers to contact the GEOS International Emergency Response Coordination Center (IERCC), simply by pressing the assistance button. Pressing the button triggers a message containing the user’s GPS co-ordinates, sent over Inmarsat’s global satellite network.\r\n\r\nOnce the emergency notification request is received, the response centre; staffed 24-7 and located in Houston, USA, will contact the user directly and establish the nature of the emergency. GEOS staff will then notify the appropriate authorities based in region to begin search and rescue procedures.\r\n\r\n“Increasingly, safety and security are paramount concerns amongst purchasers of satellite phones who often work in isolated or volatile areas,” said Greg Ewert, President, Inmarsat Enterprise. “The GEOS service is an excellent complement to the IsatPhone 2’s tracking functionality, and coupled with the global reach of Inmarsat’s reliable satellite network, will provide a welcome peace of mind for new and existing IsatPhone 2 customers.”\r\n\r\n“We are extremely pleased to welcome Inmarsat IsatPhone 2 users to the broad global family of members all over the world protected by the GEOS global umbrella” stated David Ruby, CEO of GEOS Worldwide.\r\n\r\nThe service is available free-of-charge to all existing and new IsatPhone 2 post-pay customers. Pre-pay customers can also access the service; however GEOS will charge an annual fee.\r\n\r\nGEOS also offer Inmarsat customers additional membership benefits to defray search and rescue and medivac costs, details of which are also provided in a leaflet inserted into new IsatPhone 2 boxes, as well as on the GEOS website, <a title=\"GEOS\" href=\"http://www.geosalliance.com/\" target=\"_blank\">www.geosalliance.com</a>.\r\n\r\nImage Credit: outfittersatellite.com','Inmarsat and GEOS bring life-saving emergency response facilities to the IsatPhone 2','','inherit','open','open','','562-revision-v1','','','2015-02-10 16:32:26','2015-02-10 16:32:26','',562,'http://myseatime.com/blogadm/562-revision-v1/',0,'revision','',0,0),(567,7,'2015-02-11 09:00:57','2015-02-11 09:00:57','Cargo shortage disputes especially of agriculture products are frequent at discharge Ports. We come across with these cases very often especially when vessel has loaded cargo at load port by shore scale and cargo is discharged at multiple discharge Ports by draft surveys. Ship staff often unaware of discharge conditions at Indian Ports falls prey and this results in cargo shortage claims against vessel/owners.\r\nWe shall be able to avoid cargo disputes by following measures:\r\n\r\n<strong>LOAD PORT</strong>\r\n\r\n<strong>Accurate calculation of constant</strong> : First step on arrival load port has to be accurate calculation of vessel’s constant. For this accurate draft survey to be carried out.\r\nVessel must not go by previous constants records. We come across many cases where bunkers have been wrongly declared . Vessel declares constant from its previous record and which finally result in cargo disputes at discharge port.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Black_Sea_Port_Constanta_opt.jpg\"><img class=\"aligncenter size-full wp-image-570\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Black_Sea_Port_Constanta_opt.jpg\" alt=\"Black_Sea_Port_Constanta_opt\" width=\"770\" height=\"451\" /></a>\r\n\r\n<strong>Density of DW/Hydrometer: </strong> Vessel must use accurate &amp; certified hydrometers and carry out exact draft survey calculations to determine cargo quantity loaded.\r\n\r\n<strong>Shore Scale Loading : </strong>Agriculture products are usually loaded at ports like Australia, Canada, Argentina, Brazil by shore scale. Though in Australian ports the shore scales are very accurate but even then shore scale must be compared by vessel’s draft survey.\r\nIn case of shortage of cargo from shore scale, draft survey quantity to be mentioned on mates receipt.\r\n\r\nIn case Clean MR/Bill of lading is to be issued , owners must ask charterers to provide LOI for difference in shore scale and draft survey quantity.\r\n\r\n<strong>P&amp;I : </strong>P&amp;I attendance must be arranged at load port to ascertain cargo quantity and hatch sealing. There opinion must be taken in case of ship/shore discrepancy of cargo.For example West of England P&amp;I club shall allows for a cargo discrepancy of 0.3% .Different clubs have different regulations in this matter.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .LOP to be issued for fumigation.\r\n\r\n<strong>Multi port discharge: </strong> In case of multiple port discharge vessels must issue a protest letter for multiple port discharge stating that vessel shall be responsible for total discharged quantity only. Vessel shall not be responsible for individual port quantities/any overlanding/short landing at any of disport.\r\n\r\nCharterers must be asked to issue LOI to owners in this matter.\r\n\r\n<strong>U tubes : </strong>U tubes must be used  especially at load ports to check accurate drafts.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg\"><img class=\"aligncenter size-full wp-image-582\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg\" alt=\"U-Tube\" width=\"450\" height=\"600\" /></a>\r\n\r\n<strong>DURING SAILING:</strong>\r\n\r\nRecord of cargo parameters to be carried out. Fumigation precautions to be taken. Ventilation to be carried out based on parameters to avoid cargo damage.\r\n\r\n<strong>DISCHARGE PORTS</strong>\r\n\r\n<strong>Port Captain Attendance: </strong> EDIN Maritime start attending vessels at first discharge port itself till her final discharge port and guide ship staff with our expertise and experience of Indian Ports. We continuously monitor her discharge operations at all discharge ports to ensure that she discharges her nominated quantity at every disport.\r\n\r\n<strong>Anchorage discharge</strong> : Swell conditions- Vessels must fabricate and use wave dampers on board especially at anchorage port in-order to avoid errors in draft survey.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg\"><img class=\"aligncenter size-full wp-image-581\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg\" alt=\"Wave damper\" width=\"600\" height=\"400\" /></a>\r\n\r\nThis will assist minimise errors in draft reading. Also vessel should put remarks regarding swell height in draft survey report.\r\n\r\n<strong>P&amp;I attendance: </strong>This to be arranged for draft survey/hatch unsealing.\r\n\r\nFrequent draft surveys must be carried out while discharging &amp; care need to be taken to avoid any over-discharging.\r\n\r\n<strong>Ballast: </strong>Ballast must be properly handled at load/discharge ports. A discrepancy in ballast calculation result in cargo discrepancy.\r\n\r\n<strong>Theft of cargo: </strong>Theft of cargo is common in many ports. Ship staff must be vigilant.\r\n\r\nPhotographic evidence of any cargo spillage must be taken and LOP issued stating that vessel shall not be responsible for any cargo short landing.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .\r\n\r\nWith the above stated precautions, we shall be able to avoid cargo disputes.\r\n\r\nEDIN Maritime are experts in taking care of interests of concerned parties .','Prevention of disputes on dry bulk Cargo quantities  at Discharge Ports','','publish','open','open','','prevention-of-disputes-on-dry-bulk-cargo-quantities-at-discharge-ports','','','2015-12-04 18:40:47','2015-12-04 18:40:47','',0,'http://myseatime.com/blogadm/?p=567',0,'post','',0,165),(568,1,'2015-02-10 18:28:29','2015-02-10 18:28:29','Cargo shortage disputes especially of agriculture products are frequent at discharge Ports. We come across with these cases very often especially when vessel has loaded cargo at load port by shore scale and cargo is discharged at multiple discharge Ports by draft surveys. Ship staff often unaware of discharge conditions at Indian Ports falls prey and this results in cargo shortage claims against vessel/owners.\r\nWe shall be able to avoid cargo disputes by following measures:\r\n\r\n<strong>LOAD PORT</strong>\r\n\r\n<strong>Accurate calculation of constant</strong> : First step on arrival load port has to be accurate calculation of vessel’s constant. For this accurate draft survey to be carried out.\r\nVessel must not go by previous constants records. We come across many cases where bunkers have been wrongly declared . Vessel declares constant from its previous record and which finally result in cargo disputes at discharge port.\r\n\r\n<strong>Density of DW/Hydrometer: </strong> Vessel must use accurate &amp; certified hydrometers and carry out exact draft survey calculations to determine cargo quantity loaded.\r\n\r\n<strong>Shore Scale Loading : </strong>Agriculture products are usually loaded at ports like Australia, Canada, Argentina, Brazil by shore scale. Though in Australian ports the shore scales are very accurate but even then shore scale must be compared by vessel’s draft survey.\r\nIn case of shortage of cargo from shore scale, draft survey quantity to be mentioned on mates receipt.\r\n\r\nIn case Clean MR/Bill of lading is to be issued , owners must ask charterers to provide LOI for difference in shore scale and draft survey quantity.\r\n\r\n<strong>P&amp;I : </strong>P&amp;I attendance must be arranged at load port to ascertain cargo quantity and hatch sealing. There opinion must be taken in case of ship/shore discrepancy of cargo.For example West of England P&amp;I club shall allows for a cargo discrepancy of 0.3% .Different clubs have different regulations in this matter.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .LOP to be issued for fumigation.\r\n\r\n<strong>Multi port discharge: </strong> In case of multiple port discharge vessels must issue a protest letter for multiple port discharge stating that vessel shall be responsible for total discharged quantity only. Vessel shall not be responsible for individual port quantities/any overlanding/short landing at any of disport.\r\n\r\nCharterers must be asked to issue LOI to owners in this matter.\r\n\r\n<strong>U tubes : </strong>U tubes must be used as per attached photographs especially at load ports to check accurate drafts.\r\n\r\n<strong>DURING SAILING:</strong>\r\n\r\nRecord of cargo parameters to be carried out. Fumigation precautions to be taken. Ventilation to be carried out based on parameters to avoid cargo damage.\r\n\r\n<strong>DISCHARGE PORTS</strong>\r\n\r\n<strong>Port Captain Attendance: </strong> EDIN Maritime start attending vessels at first discharge port itself till her final discharge port and guide ship staff with our expertise and experience of Indian Ports. We continuously monitor her discharge operations at all discharge ports to ensure that she discharges her nominated quantity at every disport.\r\n\r\n<strong>Anchorage discharge</strong> : Swell conditions- Vessels must fabricate and use wave dampers on board especially at anchorage port in-order to avoid errors in draft survey.\r\n\r\nPlease find attached file showing the construction and use of same, while reading drafts in choppy seas / swell conditions.\r\n\r\nThis will assist minimise errors in draft reading. Also vessel should put remarks regarding swell height in draft survey report.\r\n\r\n<strong>P&amp;I attendance: </strong>This to be arranged for draft survey/hatch unsealing.\r\n\r\nFrequent draft surveys must be carried out while discharging &amp; care need to be taken to avoid any over-discharging.\r\n\r\n<strong>Ballast: </strong>Ballast must be properly handled at load/discharge ports. A discrepancy in ballast calculation result in cargo discrepancy.\r\n\r\n<strong>Theft of cargo: </strong>Theft of cargo is common in many ports. Ship staff must be vigilant.\r\n\r\nPhotographic evidence of any cargo spillage must be taken and LOP issued stating that vessel shall not be responsible for any cargo short landing.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .\r\n\r\nWith the above stated precautions, we shall be able to avoid cargo disputes.\r\n\r\nEDIN Maritime are experts in taking care of interests of concerned parties .','Prevention of disputes on dry bulk Cargo quantities  at Discharge Ports','','inherit','open','open','','567-revision-v1','','','2015-02-10 18:28:29','2015-02-10 18:28:29','',567,'http://myseatime.com/blogadm/567-revision-v1/',0,'revision','',0,0),(569,1,'2015-12-04 18:40:12','2015-12-04 18:40:12','Cargo shortage disputes especially of agriculture products are frequent at discharge Ports. We come across with these cases very often especially when vessel has loaded cargo at load port by shore scale and cargo is discharged at multiple discharge Ports by draft surveys. Ship staff often unaware of discharge conditions at Indian Ports falls prey and this results in cargo shortage claims against vessel/owners.\nWe shall be able to avoid cargo disputes by following measures:\n\n<strong>LOAD PORT</strong>\n\n<strong>Accurate calculation of constant</strong> : First step on arrival load port has to be accurate calculation of vessel’s constant. For this accurate draft survey to be carried out.\nVessel must not go by previous constants records. We come across many cases where bunkers have been wrongly declared . Vessel declares constant from its previous record and which finally result in cargo disputes at discharge port.\n\n&nbsp;\n\n<strong>Density of DW/Hydrometer: </strong> Vessel must use accurate &amp; certified hydrometers and carry out exact draft survey calculations to determine cargo quantity loaded.\n\n<strong>Shore Scale Loading : </strong>Agriculture products are usually loaded at ports like Australia, Canada, Argentina, Brazil by shore scale. Though in Australian ports the shore scales are very accurate but even then shore scale must be compared by vessel’s draft survey.\nIn case of shortage of cargo from shore scale, draft survey quantity to be mentioned on mates receipt.\n\nIn case Clean MR/Bill of lading is to be issued , owners must ask charterers to provide LOI for difference in shore scale and draft survey quantity.\n\n<strong>P&amp;I : </strong>P&amp;I attendance must be arranged at load port to ascertain cargo quantity and hatch sealing. There opinion must be taken in case of ship/shore discrepancy of cargo.For example West of England P&amp;I club shall allows for a cargo discrepancy of 0.3% .Different clubs have different regulations in this matter.\n\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .LOP to be issued for fumigation.\n\n<strong>Multi port discharge: </strong> In case of multiple port discharge vessels must issue a protest letter for multiple port discharge stating that vessel shall be responsible for total discharged quantity only. Vessel shall not be responsible for individual port quantities/any overlanding/short landing at any of disport.\n\nCharterers must be asked to issue LOI to owners in this matter.\n\n<strong>U tubes : </strong>U tubes must be used  especially at load ports to check accurate drafts.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg\"><img class=\"aligncenter size-full wp-image-582\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg\" alt=\"U-Tube\" width=\"450\" height=\"600\" /></a>\n\n<strong>DURING SAILING:</strong>\n\nRecord of cargo parameters to be carried out. Fumigation precautions to be taken. Ventilation to be carried out based on parameters to avoid cargo damage.\n\n<strong>DISCHARGE PORTS</strong>\n\n<strong>Port Captain Attendance: </strong> EDIN Maritime start attending vessels at first discharge port itself till her final discharge port and guide ship staff with our expertise and experience of Indian Ports. We continuously monitor her discharge operations at all discharge ports to ensure that she discharges her nominated quantity at every disport.\n\n<strong>Anchorage discharge</strong> : Swell conditions- Vessels must fabricate and use wave dampers on board especially at anchorage port in-order to avoid errors in draft survey.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg\"><img class=\"aligncenter size-full wp-image-581\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg\" alt=\"Wave damper\" width=\"600\" height=\"400\" /></a>\n\nThis will assist minimise errors in draft reading. Also vessel should put remarks regarding swell height in draft survey report.\n\n<strong>P&amp;I attendance: </strong>This to be arranged for draft survey/hatch unsealing.\n\nFrequent draft surveys must be carried out while discharging &amp; care need to be taken to avoid any over-discharging.\n\n<strong>Ballast: </strong>Ballast must be properly handled at load/discharge ports. A discrepancy in ballast calculation result in cargo discrepancy.\n\n<strong>Theft of cargo: </strong>Theft of cargo is common in many ports. Ship staff must be vigilant.\n\nPhotographic evidence of any cargo spillage must be taken and LOP issued stating that vessel shall not be responsible for any cargo short landing.\n\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .\n\nWith the above stated precautions, we shall be able to avoid cargo disputes.\n\nEDIN Maritime are experts in taking care of interests of concerned parties .','Prevention of disputes on dry bulk Cargo quantities  at Discharge Ports','','inherit','open','open','','567-autosave-v1','','','2015-12-04 18:40:12','2015-12-04 18:40:12','',567,'http://myseatime.com/blogadm/567-autosave-v1/',0,'revision','',0,0),(570,1,'2015-02-11 04:00:30','2015-02-11 04:00:30','','Black_Sea_Port_Constanta_opt','','inherit','open','open','','black_sea_port_constanta_opt','','','2015-02-11 04:00:30','2015-02-11 04:00:30','',567,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Black_Sea_Port_Constanta_opt.jpg',0,'attachment','image/jpeg',0,0),(571,1,'2015-02-11 05:35:29','2015-02-11 05:35:29','Cargo shortage disputes especially of agriculture products are frequent at discharge Ports. We come across with these cases very often especially when vessel has loaded cargo at load port by shore scale and cargo is discharged at multiple discharge Ports by draft surveys. Ship staff often unaware of discharge conditions at Indian Ports falls prey and this results in cargo shortage claims against vessel/owners.\r\nWe shall be able to avoid cargo disputes by following measures:\r\n\r\n<strong>LOAD PORT</strong>\r\n\r\n<strong>Accurate calculation of constant</strong> : First step on arrival load port has to be accurate calculation of vessel’s constant. For this accurate draft survey to be carried out.\r\nVessel must not go by previous constants records. We come across many cases where bunkers have been wrongly declared . Vessel declares constant from its previous record and which finally result in cargo disputes at discharge port.\r\n\r\n<strong>Density of DW/Hydrometer: </strong> Vessel must use accurate &amp; certified hydrometers and carry out exact draft survey calculations to determine cargo quantity loaded.\r\n\r\n<strong>Shore Scale Loading : </strong>Agriculture products are usually loaded at ports like Australia, Canada, Argentina, Brazil by shore scale. Though in Australian ports the shore scales are very accurate but even then shore scale must be compared by vessel’s draft survey.\r\nIn case of shortage of cargo from shore scale, draft survey quantity to be mentioned on mates receipt.\r\n\r\nIn case Clean MR/Bill of lading is to be issued , owners must ask charterers to provide LOI for difference in shore scale and draft survey quantity.\r\n\r\n<strong>P&amp;I : </strong>P&amp;I attendance must be arranged at load port to ascertain cargo quantity and hatch sealing. There opinion must be taken in case of ship/shore discrepancy of cargo.For example West of England P&amp;I club shall allows for a cargo discrepancy of 0.3% .Different clubs have different regulations in this matter.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .LOP to be issued for fumigation.\r\n\r\n<strong>Multi port discharge: </strong> In case of multiple port discharge vessels must issue a protest letter for multiple port discharge stating that vessel shall be responsible for total discharged quantity only. Vessel shall not be responsible for individual port quantities/any overlanding/short landing at any of disport.\r\n\r\nCharterers must be asked to issue LOI to owners in this matter.\r\n\r\n<strong>U tubes : </strong>U tubes must be used  especially at load ports to check accurate drafts.\r\n\r\n<strong>DURING SAILING:</strong>\r\n\r\nRecord of cargo parameters to be carried out. Fumigation precautions to be taken. Ventilation to be carried out based on parameters to avoid cargo damage.\r\n\r\n<strong>DISCHARGE PORTS</strong>\r\n\r\n<strong>Port Captain Attendance: </strong> EDIN Maritime start attending vessels at first discharge port itself till her final discharge port and guide ship staff with our expertise and experience of Indian Ports. We continuously monitor her discharge operations at all discharge ports to ensure that she discharges her nominated quantity at every disport.\r\n\r\n<strong>Anchorage discharge</strong> : Swell conditions- Vessels must fabricate and use wave dampers on board especially at anchorage port in-order to avoid errors in draft survey.\r\n\r\nPlease find attached file showing the construction and use of same, while reading drafts in choppy seas / swell conditions.\r\n\r\nThis will assist minimise errors in draft reading. Also vessel should put remarks regarding swell height in draft survey report.\r\n\r\n<strong>P&amp;I attendance: </strong>This to be arranged for draft survey/hatch unsealing.\r\n\r\nFrequent draft surveys must be carried out while discharging &amp; care need to be taken to avoid any over-discharging.\r\n\r\n<strong>Ballast: </strong>Ballast must be properly handled at load/discharge ports. A discrepancy in ballast calculation result in cargo discrepancy.\r\n\r\n<strong>Theft of cargo: </strong>Theft of cargo is common in many ports. Ship staff must be vigilant.\r\n\r\nPhotographic evidence of any cargo spillage must be taken and LOP issued stating that vessel shall not be responsible for any cargo short landing.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .\r\n\r\nWith the above stated precautions, we shall be able to avoid cargo disputes.\r\n\r\nEDIN Maritime are experts in taking care of interests of concerned parties .','Prevention of disputes on dry bulk Cargo quantities  at Discharge Ports','','inherit','open','open','','567-revision-v1','','','2015-02-11 05:35:29','2015-02-11 05:35:29','',567,'http://myseatime.com/blogadm/567-revision-v1/',0,'revision','',0,0),(572,1,'2015-02-11 05:35:54','2015-02-11 05:35:54','Flemish 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','','','2015-02-11 05:35:54','2015-02-11 05:35:54','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(573,1,'2015-02-11 05:36:20','2015-02-11 05:36:20','Flemish 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','','inherit','open','open','','520-revision-v1','','','2015-02-11 05:36:20','2015-02-11 05:36:20','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(574,1,'2015-02-11 05:40:01','2015-02-11 05:40:01','Flemish 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','','','2015-02-11 05:40:01','2015-02-11 05:40:01','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(575,1,'2015-02-11 05:40:30','2015-02-11 05:40:30','<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','','','2015-02-11 05:40:30','2015-02-11 05:40:30','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(576,1,'2015-02-11 05:40:38','2015-02-11 05:40:38','<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-autosave-v1','','','2015-02-11 05:40:38','2015-02-11 05:40:38','',520,'http://myseatime.com/blogadm/520-autosave-v1/',0,'revision','',0,0),(577,1,'2015-02-11 05:40:59','2015-02-11 05:40:59','\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','','','2015-02-11 05:40:59','2015-02-11 05:40:59','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(578,1,'2015-02-11 05:41:33','2015-02-11 05:41:33','<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','','','2015-02-11 05:41:33','2015-02-11 05:41:33','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(579,1,'2015-02-11 05:42:00','2015-02-11 05:42:00','<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','','inherit','open','open','','520-revision-v1','','','2015-02-11 05:42:00','2015-02-11 05:42:00','',520,'http://myseatime.com/blogadm/520-revision-v1/',0,'revision','',0,0),(580,1,'2015-02-11 08:47:39','2015-02-11 08:47:39','','Wave damper_opt','','inherit','open','open','','wave-damper_opt','','','2015-02-11 08:47:39','2015-02-11 08:47:39','',567,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper_opt.jpg',0,'attachment','image/jpeg',0,0),(581,1,'2015-02-11 08:54:02','2015-02-11 08:54:02','','Wave damper','','inherit','open','open','','wave-damper','','','2015-02-11 08:54:02','2015-02-11 08:54:02','',567,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg',0,'attachment','image/jpeg',0,0),(582,1,'2015-02-11 09:00:24','2015-02-11 09:00:24','','U-Tube','','inherit','open','open','','u-tube','','','2015-02-11 09:00:24','2015-02-11 09:00:24','',567,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg',0,'attachment','image/jpeg',0,0),(583,1,'2015-02-11 09:00:57','2015-02-11 09:00:57','Cargo shortage disputes especially of agriculture products are frequent at discharge Ports. We come across with these cases very often especially when vessel has loaded cargo at load port by shore scale and cargo is discharged at multiple discharge Ports by draft surveys. Ship staff often unaware of discharge conditions at Indian Ports falls prey and this results in cargo shortage claims against vessel/owners.\r\nWe shall be able to avoid cargo disputes by following measures:\r\n\r\n<strong>LOAD PORT</strong>\r\n\r\n<strong>Accurate calculation of constant</strong> : First step on arrival load port has to be accurate calculation of vessel’s constant. For this accurate draft survey to be carried out.\r\nVessel must not go by previous constants records. We come across many cases where bunkers have been wrongly declared . Vessel declares constant from its previous record and which finally result in cargo disputes at discharge port.\r\n\r\n<strong>Density of DW/Hydrometer: </strong> Vessel must use accurate &amp; certified hydrometers and carry out exact draft survey calculations to determine cargo quantity loaded.\r\n\r\n<strong>Shore Scale Loading : </strong>Agriculture products are usually loaded at ports like Australia, Canada, Argentina, Brazil by shore scale. Though in Australian ports the shore scales are very accurate but even then shore scale must be compared by vessel’s draft survey.\r\nIn case of shortage of cargo from shore scale, draft survey quantity to be mentioned on mates receipt.\r\n\r\nIn case Clean MR/Bill of lading is to be issued , owners must ask charterers to provide LOI for difference in shore scale and draft survey quantity.\r\n\r\n<strong>P&amp;I : </strong>P&amp;I attendance must be arranged at load port to ascertain cargo quantity and hatch sealing. There opinion must be taken in case of ship/shore discrepancy of cargo.For example West of England P&amp;I club shall allows for a cargo discrepancy of 0.3% .Different clubs have different regulations in this matter.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .LOP to be issued for fumigation.\r\n\r\n<strong>Multi port discharge: </strong> In case of multiple port discharge vessels must issue a protest letter for multiple port discharge stating that vessel shall be responsible for total discharged quantity only. Vessel shall not be responsible for individual port quantities/any overlanding/short landing at any of disport.\r\n\r\nCharterers must be asked to issue LOI to owners in this matter.\r\n\r\n<strong>U tubes : </strong>U tubes must be used  especially at load ports to check accurate drafts.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg\"><img class=\"aligncenter size-full wp-image-582\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/U-Tube.jpg\" alt=\"U-Tube\" width=\"450\" height=\"600\" /></a>\r\n\r\n<strong>DURING SAILING:</strong>\r\n\r\nRecord of cargo parameters to be carried out. Fumigation precautions to be taken. Ventilation to be carried out based on parameters to avoid cargo damage.\r\n\r\n<strong>DISCHARGE PORTS</strong>\r\n\r\n<strong>Port Captain Attendance: </strong> EDIN Maritime start attending vessels at first discharge port itself till her final discharge port and guide ship staff with our expertise and experience of Indian Ports. We continuously monitor her discharge operations at all discharge ports to ensure that she discharges her nominated quantity at every disport.\r\n\r\n<strong>Anchorage discharge</strong> : Swell conditions- Vessels must fabricate and use wave dampers on board especially at anchorage port in-order to avoid errors in draft survey.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg\"><img class=\"aligncenter size-full wp-image-581\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Wave-damper.jpg\" alt=\"Wave damper\" width=\"600\" height=\"400\" /></a>\r\n\r\nThis will assist minimise errors in draft reading. Also vessel should put remarks regarding swell height in draft survey report.\r\n\r\n<strong>P&amp;I attendance: </strong>This to be arranged for draft survey/hatch unsealing.\r\n\r\nFrequent draft surveys must be carried out while discharging &amp; care need to be taken to avoid any over-discharging.\r\n\r\n<strong>Ballast: </strong>Ballast must be properly handled at load/discharge ports. A discrepancy in ballast calculation result in cargo discrepancy.\r\n\r\n<strong>Theft of cargo: </strong>Theft of cargo is common in many ports. Ship staff must be vigilant.\r\n\r\nPhotographic evidence of any cargo spillage must be taken and LOP issued stating that vessel shall not be responsible for any cargo short landing.\r\n\r\n<strong>Remarks in cargo documents: </strong>To safeguard owner\'s interests.SOF /MR/BL to be properly remarked at port of loading .\r\n\r\nWith the above stated precautions, we shall be able to avoid cargo disputes.\r\n\r\nEDIN Maritime are experts in taking care of interests of concerned parties .','Prevention of disputes on dry bulk Cargo quantities  at Discharge Ports','','inherit','open','open','','567-revision-v1','','','2015-02-11 09:00:57','2015-02-11 09:00:57','',567,'http://myseatime.com/blogadm/567-revision-v1/',0,'revision','',0,0),(584,3,'2015-02-12 05:31:07','2015-02-12 05:31:07','A Cargo vessel Good Faith ran aground near to the Aegean sea island on 11th February 2015 . 18 crew members have been airlifted by the rescue helicopter. Watch the video below.\r\n\r\n<iframe width=\"560\" height=\"315\" src=\"https://www.youtube.com/embed/-HbWI-P0Gig\" frameborder=\"0\" allowfullscreen></iframe>\r\n\r\nThere is no cargo onboard and vessel was sailing from Eleusis to Odessa with 22 crew. There were 21 Filipinos and 1 Romanian crew onboard.','Video of rescue from Aground vessel Good Faith','','publish','open','open','','video-of-rescue-from-aground-vessel-good-faith','','','2015-03-26 12:06:40','2015-03-26 12:06:40','',0,'http://myseatime.com/blogadm/?p=584',0,'post','',0,74),(585,1,'2015-02-12 05:29:43','2015-02-12 05:29:43','','Screen Shot 2015-02-12 at 10_opt','','inherit','open','open','','screen-shot-2015-02-12-at-10_opt','','','2015-02-12 05:29:43','2015-02-12 05:29:43','',584,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-12-at-10_opt.png',0,'attachment','image/png',0,0),(586,1,'2015-02-12 05:31:07','2015-02-12 05:31:07','A Cargo vessel Good Faith ran aground near to the Aegean sea island on 11th February 2015 . 18 crew members have been airlifted by the rescue helicopter. Watch the video below.\r\n\r\n[embed]https://www.youtube.com/watch?v=-HbWI-P0Gig[/embed]\r\n\r\nThere is no cargo onboard and vessel was sailing from Eleusis to Odessa with 22 crew. There were 21 Filipinos and 1 Romanian crew onboard.','Video of rescue from Aground vessel Good Faith','','inherit','open','open','','584-revision-v1','','','2015-02-12 05:31:07','2015-02-12 05:31:07','',584,'http://myseatime.com/blogadm/584-revision-v1/',0,'revision','',0,0),(587,3,'2015-02-12 05:51:07','2015-02-12 05:51:07','The International Chamber of Shipping (ICS) has published its annual Shipping Industry Flag State Performance Table which can be downloaded free of charge via the ICS website.  See <a title=\"www.ics-shipping.org/docs/flag-state-performance-table\" href=\"http://www.ics-shipping.org/docs/default-source/resources/policy-tools/ics-shipping-industry-flag-state-performance-table-2014-15.pdf?sfvrsn=6\">www.ics-shipping.org/docs/flag-state-performance-table</a>\r\n\r\nICS Secretary General, Peter Hinchliffe remarked “The very largest flag states, such as the Bahamas, Liberia and the Marshall Islands, as well as Hong Kong, Singapore, Cyprus and Greece, all continue to demonstrate very impressive levels of performance, as do all of the other large European and Asian flags.”\r\n\r\nGiven the nature of the indicators that ICS uses, whether or not a flag is missing one or two green squares on the ICS Table may not be especially important.  For example, the fact that a certain IMO Convention may not have been ratified by a flag state does not necessarily mean that its requirements are not being implemented in practice.   Amongst the 19 largest ships registers, covering more than 85% of the world fleet, none have more than three potential indicators of negative performance.\r\n\r\nHowever, there are a number of smaller flag states that still have considerable work to do, and ICS continues to suggest that shipowners may wish think very carefully about using such flags.  The largest of these is Tanzania, but Mongolia, Moldova, Cambodia and Sierra Leone are also conspicuous examples of sub-standard ship registers according to the ICS Table.\r\n\r\n“One area on which we would like to see more progress by certain flag states, including some of those with otherwise better performance, is with respect to ratification of the ILO Maritime Labour Convention” said Mr Hinchliffe. “But following the entry into force of the MLC it is now being enforced worldwide through Port State Control and the vast the majority of international shipping companies are operating in compliance, with the exception of the official flag state certification.”','ICS shows concern over smaller flag states performance','','publish','open','open','','ics-shows-concern-over-smaller-flag-states-performance','','','2015-02-12 05:51:07','2015-02-12 05:51:07','',0,'http://myseatime.com/blogadm/?p=587',0,'post','',0,47),(588,1,'2015-02-12 05:50:53','2015-02-12 05:50:53','','ICS','','inherit','open','open','','ics','','','2015-02-12 05:50:53','2015-02-12 05:50:53','',587,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/ICS.jpg',0,'attachment','image/jpeg',0,0),(589,1,'2015-02-12 05:51:07','2015-02-12 05:51:07','The International Chamber of Shipping (ICS) has published its annual Shipping Industry Flag State Performance Table which can be downloaded free of charge via the ICS website.  See <a title=\"www.ics-shipping.org/docs/flag-state-performance-table\" href=\"http://www.ics-shipping.org/docs/default-source/resources/policy-tools/ics-shipping-industry-flag-state-performance-table-2014-15.pdf?sfvrsn=6\">www.ics-shipping.org/docs/flag-state-performance-table</a>\r\n\r\nICS Secretary General, Peter Hinchliffe remarked “The very largest flag states, such as the Bahamas, Liberia and the Marshall Islands, as well as Hong Kong, Singapore, Cyprus and Greece, all continue to demonstrate very impressive levels of performance, as do all of the other large European and Asian flags.”\r\n\r\nGiven the nature of the indicators that ICS uses, whether or not a flag is missing one or two green squares on the ICS Table may not be especially important.  For example, the fact that a certain IMO Convention may not have been ratified by a flag state does not necessarily mean that its requirements are not being implemented in practice.   Amongst the 19 largest ships registers, covering more than 85% of the world fleet, none have more than three potential indicators of negative performance.\r\n\r\nHowever, there are a number of smaller flag states that still have considerable work to do, and ICS continues to suggest that shipowners may wish think very carefully about using such flags.  The largest of these is Tanzania, but Mongolia, Moldova, Cambodia and Sierra Leone are also conspicuous examples of sub-standard ship registers according to the ICS Table.\r\n\r\n“One area on which we would like to see more progress by certain flag states, including some of those with otherwise better performance, is with respect to ratification of the ILO Maritime Labour Convention” said Mr Hinchliffe. “But following the entry into force of the MLC it is now being enforced worldwide through Port State Control and the vast the majority of international shipping companies are operating in compliance, with the exception of the official flag state certification.”','ICS shows concern over smaller flag states performance','','inherit','open','open','','587-revision-v1','','','2015-02-12 05:51:07','2015-02-12 05:51:07','',587,'http://myseatime.com/blogadm/587-revision-v1/',0,'revision','',0,0),(590,1,'2015-02-12 06:15:18','2015-02-12 06:15:18','Bibby Offshore’s Houston-based division, Bibby Subsea (the “Company”), has signed a three year contract with Bordelon Marine to charter a new vessel.\r\n\r\nThe Brandon Bordelon is an ultra-light intervention vessel (ULIV) and will commence a three year charter in August 2015 primarily operating in the Gulf of Mexico. The addition of the Brandon Bordelon to Bibby Offshore’s existing international fleet of specialised vessels enhances the capability throughout the Americas region.\r\n\r\nThe purpose built, high specification Brandon Bordelon vessel provides a versatile and cost effective approach to a variety of operations, including IMR operations (inspection, maintenance and repair), light construction, survey and inspection work.\r\n\r\nSince its inception, Bibby Subsea has experienced significant client demand for its service offering, which continues to increase across North America. In November 2014, the Company also announced investment in a custom-built facility. Located in the Houston Energy Corridor, it is set to strengthen the Company’s presence and enhance its on-the-ground support for clients in the region.\r\n\r\nBordelon Marine is a leading provider of marine transport services to the oil and gas industry in the Gulf of Mexico and around the world. The Brandon Bordelon’s sister vessel, the Connor Bordelon, received 2014 American Ship Review Ship of the Year Award.\r\n\r\n<strong>Andrew Duncan, President and Managing Director of Bibby Subsea, said:</strong>\r\n\r\n“Signing a contract with Bordelon Marine for this new ULIV allows us to offer clients a cost effective and efficient alternative to other options currently available in the light intervention market.\r\n\r\n“Over the past ten years Bibby Offshore has established a significant international presence and is a leading provider of IMR support and subsea construction services in the UK North Sea, with a proven track record of providing quality assets and people to their established client base. We are committed to bringing those principles to the Americas region.”\r\n\r\n<strong>Wes Bordelon, President and CEO of Bordelon Marine commented:</strong>\r\n\r\n“The contract with Bibby Subsea underpins our commitment to providing a first class service to the Gulf of Mexico region and significantly increases our offering to this highly specialised market. As a family owned business ourselves, we are aligned with Bibby Offshore’s ethos to provide excellence while maintaining the health, safety and well-being of our customers, colleagues and the environment.”\r\n\r\nBibby Subsea aims to deliver a diverse range of subsea construction projects for operators in the Americas region. Services include project management and engineering, innovative remotely operated vehicle support vessels (ROVSV) and survey capabilities, diverless intervention, advanced remote systems and tooling packages, in-house survey and data processing, subsea construction support services, and IMR.\r\n\r\nBibby Subsea and Bibby Offshore has enjoyed steady growth since 2003 and now employs more than 1,450 people onshore and offshore worldwide, with offices in Aberdeen, Liverpool, Newcastle, Singapore, Trinidad, Houston, and Norway. The company has an international fleet of seven subsea support vessels and 17 ROVs, and will continue to add to its fleet to meet demand.\r\n\r\nimage credit: shipspotting.com','Bibby Subsea signs Vessel Contract with Bordelon Marine','','publish','open','open','','bibby-subsea-signs-vessel-contract-with-bordelon-marine','','','2015-02-12 06:15:18','2015-02-12 06:15:18','',0,'http://myseatime.com/blogadm/?p=590',0,'post','',0,50),(591,1,'2015-02-12 06:14:57','2015-02-12 06:14:57','','bibby_opt','','inherit','open','open','','bibby_opt','','','2015-02-12 06:14:57','2015-02-12 06:14:57','',590,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/bibby_opt.jpg',0,'attachment','image/jpeg',0,0),(592,1,'2015-02-12 06:15:18','2015-02-12 06:15:18','Bibby Offshore’s Houston-based division, Bibby Subsea (the “Company”), has signed a three year contract with Bordelon Marine to charter a new vessel.\r\n\r\nThe Brandon Bordelon is an ultra-light intervention vessel (ULIV) and will commence a three year charter in August 2015 primarily operating in the Gulf of Mexico. The addition of the Brandon Bordelon to Bibby Offshore’s existing international fleet of specialised vessels enhances the capability throughout the Americas region.\r\n\r\nThe purpose built, high specification Brandon Bordelon vessel provides a versatile and cost effective approach to a variety of operations, including IMR operations (inspection, maintenance and repair), light construction, survey and inspection work.\r\n\r\nSince its inception, Bibby Subsea has experienced significant client demand for its service offering, which continues to increase across North America. In November 2014, the Company also announced investment in a custom-built facility. Located in the Houston Energy Corridor, it is set to strengthen the Company’s presence and enhance its on-the-ground support for clients in the region.\r\n\r\nBordelon Marine is a leading provider of marine transport services to the oil and gas industry in the Gulf of Mexico and around the world. The Brandon Bordelon’s sister vessel, the Connor Bordelon, received 2014 American Ship Review Ship of the Year Award.\r\n\r\n<strong>Andrew Duncan, President and Managing Director of Bibby Subsea, said:</strong>\r\n\r\n“Signing a contract with Bordelon Marine for this new ULIV allows us to offer clients a cost effective and efficient alternative to other options currently available in the light intervention market.\r\n\r\n“Over the past ten years Bibby Offshore has established a significant international presence and is a leading provider of IMR support and subsea construction services in the UK North Sea, with a proven track record of providing quality assets and people to their established client base. We are committed to bringing those principles to the Americas region.”\r\n\r\n<strong>Wes Bordelon, President and CEO of Bordelon Marine commented:</strong>\r\n\r\n“The contract with Bibby Subsea underpins our commitment to providing a first class service to the Gulf of Mexico region and significantly increases our offering to this highly specialised market. As a family owned business ourselves, we are aligned with Bibby Offshore’s ethos to provide excellence while maintaining the health, safety and well-being of our customers, colleagues and the environment.”\r\n\r\nBibby Subsea aims to deliver a diverse range of subsea construction projects for operators in the Americas region. Services include project management and engineering, innovative remotely operated vehicle support vessels (ROVSV) and survey capabilities, diverless intervention, advanced remote systems and tooling packages, in-house survey and data processing, subsea construction support services, and IMR.\r\n\r\nBibby Subsea and Bibby Offshore has enjoyed steady growth since 2003 and now employs more than 1,450 people onshore and offshore worldwide, with offices in Aberdeen, Liverpool, Newcastle, Singapore, Trinidad, Houston, and Norway. The company has an international fleet of seven subsea support vessels and 17 ROVs, and will continue to add to its fleet to meet demand.\r\n\r\nimage credit: shipspotting.com','Bibby Subsea signs Vessel Contract with Bordelon Marine','','inherit','open','open','','590-revision-v1','','','2015-02-12 06:15:18','2015-02-12 06:15:18','',590,'http://myseatime.com/blogadm/590-revision-v1/',0,'revision','',0,0),(594,3,'2015-02-13 05:41:58','2015-02-13 05:41:58','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n\r\nElie Zeenny, Senior Vice President, Group IT Systems said\r\n\r\n<em>\"With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</em>\r\n\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n\r\nMichel Fallah, Founder and President of TRAXENS said\r\n\r\n<em>\"We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks\".</em>\r\n\r\nImage (c) Shipspotting.com','CMA CGM containers to be smart containers','','publish','open','open','','cma-cgm-containers-to-be-smart-containers','','','2015-02-13 06:40:17','2015-02-13 06:40:17','',0,'http://myseatime.com/blogadm/?p=594',0,'post','',0,54),(595,1,'2015-02-13 05:41:50','2015-02-13 05:41:50','','CMA CGM_opt','','inherit','open','open','','cma-cgm_opt','','','2015-02-13 05:41:50','2015-02-13 05:41:50','',594,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/CMA-CGM_opt.jpg',0,'attachment','image/jpeg',0,0),(596,1,'2015-02-13 05:41:58','2015-02-13 05:41:58','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n.\r\n<div class=\"corp-testimony mb3 small-mb2\">\r\n<div class=\"group clearfix mb2\">\r\n<h3 class=\"title mt0\">Elie Zeenny</h3>\r\n<p class=\"h5-like\">Senior Vice President, Group IT Systems</p>\r\n\r\n</div>\r\n<div class=\"content\">\r\n<blockquote>With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</blockquote>\r\n</div>\r\n</div>\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n.\r\n<div class=\"corp-testimony mb3 small-mb2\">\r\n<div class=\"group clearfix mb2\">\r\n<h3 class=\"title mt0\">Michel Fallah</h3>\r\n<p class=\"h5-like\">Founder and President of TRAXENS</p>\r\n\r\n</div>\r\n<div class=\"content\">\r\n<blockquote>We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks.</blockquote>\r\n</div>\r\n</div>','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 05:41:58','2015-02-13 05:41:58','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(597,1,'2015-02-13 05:44:25','2015-02-13 05:44:25','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\n\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\n\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\n\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\n\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\n\nElie ZeennySenior Vice President, Group IT Systems\n<div class=\"content\">\n<blockquote>With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</blockquote>\n</div>\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\n.\n<div class=\"corp-testimony mb3 small-mb2\">\n<div class=\"group clearfix mb2\">\n<h3 class=\"title mt0\">Michel Fallah</h3>\n<p class=\"h5-like\">Founder and President of TRAXENS</p>\n\n</div>\n<div class=\"content\">\n<blockquote>We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks.</blockquote>\n</div>\n</div>','CMA CGM containers to be smart containers','','inherit','open','open','','594-autosave-v1','','','2015-02-13 05:44:25','2015-02-13 05:44:25','',594,'http://myseatime.com/blogadm/594-autosave-v1/',0,'revision','',0,0),(598,1,'2015-02-13 05:43:23','2015-02-13 05:43:23','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n<h3>Elie Zeenny</h3>\r\n<p class=\"h5-like\">Senior Vice President, Group IT Systems</p>\r\n\r\n<div class=\"content\">\r\n<blockquote>With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</blockquote>\r\n</div>\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n.\r\n<div class=\"corp-testimony mb3 small-mb2\">\r\n<div class=\"group clearfix mb2\">\r\n<h3 class=\"title mt0\">Michel Fallah</h3>\r\n<p class=\"h5-like\">Founder and President of TRAXENS</p>\r\n\r\n</div>\r\n<div class=\"content\">\r\n<blockquote>We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks.</blockquote>\r\n</div>\r\n</div>','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 05:43:23','2015-02-13 05:43:23','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(599,1,'2015-02-13 05:45:32','2015-02-13 05:45:32','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n\r\nElie Zeenny, Senior Vice President, Group IT Systems said\r\n\r\n<blockquote>With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</blockquote>\r\n</div>\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\nMichel Fallah, Founder and President of TRAXENS said\r\n\r\n<blockquote>We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks.</blockquote>\r\n</div>\r\n</div>','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 05:45:32','2015-02-13 05:45:32','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(600,1,'2015-02-13 05:46:17','2015-02-13 05:46:17','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n\r\nElie Zeenny, Senior Vice President, Group IT Systems said\r\n<blockquote>With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</blockquote>\r\n\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n\r\nMichel Fallah, Founder and President of TRAXENS said\r\n<blockquote>We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks.</blockquote>','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 05:46:17','2015-02-13 05:46:17','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(601,1,'2015-02-13 05:47:22','2015-02-13 05:47:22','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n\r\nElie Zeenny, Senior Vice President, Group IT Systems said\r\n\"With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.\r\n\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n\r\nMichel Fallah, Founder and President of TRAXENS said\r\n\"We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks\".','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 05:47:22','2015-02-13 05:47:22','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(602,1,'2015-02-13 05:48:18','2015-02-13 05:48:18','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n\r\nElie Zeenny, Senior Vice President, Group IT Systems said\r\n\r\n<em>\"With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</em>\r\n\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n\r\nMichel Fallah, Founder and President of TRAXENS said\r\n\r\n<em>\"We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks\".</em>','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 05:48:18','2015-02-13 05:48:18','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(603,3,'2015-02-13 06:08:58','2015-02-13 06:08:58','Odfjell SE has initiated a restructuring plan that, when fully implemented, is estimated to improve the net result by in excess of USD 100 million on a yearly basis within year end 2016.\r\n<div class=\"unit size2of3\">\r\n<div class=\"unit size1of1 section\"></div>\r\n<div class=\"line\">\r\n<div id=\"ctl00_PlaceHolderMain_PageContent__ControlWrapper_RichHtmlField\">\r\n\r\nThe cost savings initiatives are related to operating expenses, general and administrative expenses, trade optimisation and bunker consumption. The items related to operating expenses and general and administrative expenses are expected to account for in excess of 50 percent of the improved result. Through these changes we will initiate a route back to reach our goal of being a profitable global provider of transportation of liquid chemicals.\r\n\r\nFourth quarter shows EBITDA of USD 25 million, compared to USD 19 million in the third quarter. Net result for the quarter ended at negative USD 18 million, compared to negative USD 9 million in the last quarter. EBITDA for the full year 2014 shows and EBITDA of USD 66 million compared to USD 41 million in 2013.\r\n\r\nThe Odfjell chemical freight index (ODFIX) was up more than 10% compared with last quarter. The time-charter result was down 6% due to bunker hedging.\r\n\r\nThe results for gas carriers improved on underlying operations for the fourth quarter were up from previous quarter due to stronger market conditions.\r\n\r\nWith the exception of the tank terminals in Rotterdam and Charleston, the terminal results were positive and in line with the previous quarter. The tank terminal group, excluding our terminal in Rotterdam, improved the gross occupancy compared with last quarter to 96% from 92%.\r\n\r\nWe expect first quarter of 2015 to improve from the fourth quarter 2014 for our chemical tankers on a reduced cost base. With regard to terminals, we expect increased utilization and result improvements at Odfjell Terminals (Rotterdam) and continued stable financial results from the other terminals.\r\n\r\nImage Credit: Odfjell\r\n\r\n</div>\r\n</div>\r\n</div>','ODFJELL SE Initiates cost-cutting and efficiency programme','','publish','open','open','','odfjell-se-initiates-cost-cutting-and-efficiency-programme','','','2015-02-13 06:39:21','2015-02-13 06:39:21','',0,'http://myseatime.com/blogadm/?p=603',0,'post','',0,32),(604,1,'2015-02-13 06:08:46','2015-02-13 06:08:46','','Odfjell _opt','','inherit','open','open','','odfjell-_opt','','','2015-02-13 06:08:46','2015-02-13 06:08:46','',603,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Odfjell-_opt.jpg',0,'attachment','image/jpeg',0,0),(605,1,'2015-02-13 06:08:58','2015-02-13 06:08:58','<div id=\"ctl00_PlaceHolderMain_panelIngress\">\r\n<div class=\"line\">\r\n<div class=\"unit size2of3\">\r\n<div dir=\"\">Odfjell SE has initiated a restructuring plan that, when fully implemented, is estimated to improve the net result by in excess of USD 100 million on a yearly basis within year end 2016.</div>\r\n</div>\r\n</div>\r\n</div>\r\n<div class=\"unit size2of3\">\r\n<div class=\"unit size1of1 section\"></div>\r\n<div class=\"line\">\r\n<div id=\"ctl00_PlaceHolderMain_PageContent__ControlWrapper_RichHtmlField\">\r\n\r\nThe cost savings initiatives are related to operating expenses, general and administrative expenses, trade optimisation and bunker consumption. The items related to operating expenses and general and administrative expenses are expected to account for in excess of 50 percent of the improved result. Through these changes we will initiate a route back to reach our goal of being a profitable global provider of transportation of liquid chemicals.\r\n\r\nFourth quarter shows EBITDA of USD 25 million, compared to USD 19 million in the third quarter. Net result for the quarter ended at negative USD 18 million, compared to negative USD 9 million in the last quarter. EBITDA for the full year 2014 shows and EBITDA of USD 66 million compared to USD 41 million in 2013.\r\n\r\nThe Odfjell chemical freight index (ODFIX) was up more than 10% compared with last quarter. The time-charter result was down 6% due to bunker hedging.\r\n\r\nThe results for gas carriers improved on underlying operations for the fourth quarter were up from previous quarter due to stronger market conditions.\r\n\r\nWith the exception of the tank terminals in Rotterdam and Charleston, the terminal results were positive and in line with the previous quarter. The tank terminal group, excluding our terminal in Rotterdam, improved the gross occupancy compared with last quarter to 96% from 92%.\r\n\r\nWe expect first quarter of 2015 to improve from the fourth quarter 2014 for our chemical tankers on a reduced cost base. With regard to terminals, we expect increased utilization and result improvements at Odfjell Terminals (Rotterdam) and continued stable financial results from the other terminals.\r\n\r\n</div>\r\n</div>\r\n</div>','ODFJELL SE Initiates cost-cutting and efficiency programme','','inherit','open','open','','603-revision-v1','','','2015-02-13 06:08:58','2015-02-13 06:08:58','',603,'http://myseatime.com/blogadm/603-revision-v1/',0,'revision','',0,0),(606,3,'2015-02-13 06:32:37','2015-02-13 06:32:37','The Maritime and Port Authority of Singapore (MPA) has revoked the bunker supplier and bunker craft operator licences of Hong Fatt Oil Trading Pte Ltd and Tankoil Marine Services Pte Ltd with effect from 9 February 2015. The two companies are no longer allowed to operate as bunker suppliers and bunker craft operators in the Port of Singapore.\r\n\r\nAs part of MPA\'s ongoing regulatory efforts to ensure the safety, reliability and quality of bunker supplies in Singapore, routine checks were conducted last year on Hong Fatt Oil Trading Pte Ltd and Tankoil Marine Services Pte Ltd.\r\n\r\nMPA\'s separate investigations into the two companies revealed discrepancies and wrongful declarations in the records kept on board their bunker tankers. There were also incidences of transfers of bunkers between bunker tankers that were done without MPA\'s approval. MPA has therefore decided to revoke the companies\' licences as they had breached the terms and conditions of their bunker supplier and bunker craft operator licences.\r\n\r\nMPA reminds all licensed bunker suppliers and bunker craft operators to adhere strictly to the terms and conditions of their bunker licences. MPA will take firm action against any licensee who has acted in contravention of their licences, including suspending or revoking their bunker licences, as appropriate.\r\n\r\nImage Credit: MPA Singapore','MPA singapore revokes two bunker licenses','','publish','open','open','','mpa-singapore-revokes-two-bunker-licenses','','','2015-02-13 06:32:37','2015-02-13 06:32:37','',0,'http://myseatime.com/blogadm/?p=606',0,'post','',0,41),(607,1,'2015-02-13 06:32:11','2015-02-13 06:32:11','','singapore','','inherit','open','open','','singapore','','','2015-02-13 06:32:11','2015-02-13 06:32:11','',606,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/singapore.jpg',0,'attachment','image/jpeg',0,0),(608,1,'2015-02-13 06:32:37','2015-02-13 06:32:37','The Maritime and Port Authority of Singapore (MPA) has revoked the bunker supplier and bunker craft operator licences of Hong Fatt Oil Trading Pte Ltd and Tankoil Marine Services Pte Ltd with effect from 9 February 2015. The two companies are no longer allowed to operate as bunker suppliers and bunker craft operators in the Port of Singapore.\r\n\r\nAs part of MPA\'s ongoing regulatory efforts to ensure the safety, reliability and quality of bunker supplies in Singapore, routine checks were conducted last year on Hong Fatt Oil Trading Pte Ltd and Tankoil Marine Services Pte Ltd.\r\n\r\nMPA\'s separate investigations into the two companies revealed discrepancies and wrongful declarations in the records kept on board their bunker tankers. There were also incidences of transfers of bunkers between bunker tankers that were done without MPA\'s approval. MPA has therefore decided to revoke the companies\' licences as they had breached the terms and conditions of their bunker supplier and bunker craft operator licences.\r\n\r\nMPA reminds all licensed bunker suppliers and bunker craft operators to adhere strictly to the terms and conditions of their bunker licences. MPA will take firm action against any licensee who has acted in contravention of their licences, including suspending or revoking their bunker licences, as appropriate.\r\n\r\nImage Credit: MPA Singapore','MPA singapore revokes two bunker licenses','','inherit','open','open','','606-revision-v1','','','2015-02-13 06:32:37','2015-02-13 06:32:37','',606,'http://myseatime.com/blogadm/606-revision-v1/',0,'revision','',0,0),(609,1,'2015-02-13 06:38:25','2015-02-13 06:38:25','Odfjell SE has initiated a restructuring plan that, when fully implemented, is estimated to improve the net result by in excess of USD 100 million on a yearly basis within year end 2016.\r\n</div>\r\n</div>\r\n</div>\r\n<div class=\"unit size2of3\">\r\n<div class=\"unit size1of1 section\"></div>\r\n<div class=\"line\">\r\n<div id=\"ctl00_PlaceHolderMain_PageContent__ControlWrapper_RichHtmlField\">\r\n\r\nThe cost savings initiatives are related to operating expenses, general and administrative expenses, trade optimisation and bunker consumption. The items related to operating expenses and general and administrative expenses are expected to account for in excess of 50 percent of the improved result. Through these changes we will initiate a route back to reach our goal of being a profitable global provider of transportation of liquid chemicals.\r\n\r\nFourth quarter shows EBITDA of USD 25 million, compared to USD 19 million in the third quarter. Net result for the quarter ended at negative USD 18 million, compared to negative USD 9 million in the last quarter. EBITDA for the full year 2014 shows and EBITDA of USD 66 million compared to USD 41 million in 2013.\r\n\r\nThe Odfjell chemical freight index (ODFIX) was up more than 10% compared with last quarter. The time-charter result was down 6% due to bunker hedging.\r\n\r\nThe results for gas carriers improved on underlying operations for the fourth quarter were up from previous quarter due to stronger market conditions.\r\n\r\nWith the exception of the tank terminals in Rotterdam and Charleston, the terminal results were positive and in line with the previous quarter. The tank terminal group, excluding our terminal in Rotterdam, improved the gross occupancy compared with last quarter to 96% from 92%.\r\n\r\nWe expect first quarter of 2015 to improve from the fourth quarter 2014 for our chemical tankers on a reduced cost base. With regard to terminals, we expect increased utilization and result improvements at Odfjell Terminals (Rotterdam) and continued stable financial results from the other terminals.\r\n\r\n</div>\r\n</div>\r\n</div>','ODFJELL SE Initiates cost-cutting and efficiency programme','','inherit','open','open','','603-revision-v1','','','2015-02-13 06:38:25','2015-02-13 06:38:25','',603,'http://myseatime.com/blogadm/603-revision-v1/',0,'revision','',0,0),(610,1,'2015-02-13 06:38:42','2015-02-13 06:38:42','Odfjell SE has initiated a restructuring plan that, when fully implemented, is estimated to improve the net result by in excess of USD 100 million on a yearly basis within year end 2016.\r\n<div class=\"unit size2of3\">\r\n<div class=\"unit size1of1 section\"></div>\r\n<div class=\"line\">\r\n<div id=\"ctl00_PlaceHolderMain_PageContent__ControlWrapper_RichHtmlField\">\r\n\r\nThe cost savings initiatives are related to operating expenses, general and administrative expenses, trade optimisation and bunker consumption. The items related to operating expenses and general and administrative expenses are expected to account for in excess of 50 percent of the improved result. Through these changes we will initiate a route back to reach our goal of being a profitable global provider of transportation of liquid chemicals.\r\n\r\nFourth quarter shows EBITDA of USD 25 million, compared to USD 19 million in the third quarter. Net result for the quarter ended at negative USD 18 million, compared to negative USD 9 million in the last quarter. EBITDA for the full year 2014 shows and EBITDA of USD 66 million compared to USD 41 million in 2013.\r\n\r\nThe Odfjell chemical freight index (ODFIX) was up more than 10% compared with last quarter. The time-charter result was down 6% due to bunker hedging.\r\n\r\nThe results for gas carriers improved on underlying operations for the fourth quarter were up from previous quarter due to stronger market conditions.\r\n\r\nWith the exception of the tank terminals in Rotterdam and Charleston, the terminal results were positive and in line with the previous quarter. The tank terminal group, excluding our terminal in Rotterdam, improved the gross occupancy compared with last quarter to 96% from 92%.\r\n\r\nWe expect first quarter of 2015 to improve from the fourth quarter 2014 for our chemical tankers on a reduced cost base. With regard to terminals, we expect increased utilization and result improvements at Odfjell Terminals (Rotterdam) and continued stable financial results from the other terminals.\r\n\r\n</div>\r\n</div>\r\n</div>','ODFJELL SE Initiates cost-cutting and efficiency programme','','inherit','open','open','','603-revision-v1','','','2015-02-13 06:38:42','2015-02-13 06:38:42','',603,'http://myseatime.com/blogadm/603-revision-v1/',0,'revision','',0,0),(611,1,'2015-02-13 06:39:21','2015-02-13 06:39:21','Odfjell SE has initiated a restructuring plan that, when fully implemented, is estimated to improve the net result by in excess of USD 100 million on a yearly basis within year end 2016.\r\n<div class=\"unit size2of3\">\r\n<div class=\"unit size1of1 section\"></div>\r\n<div class=\"line\">\r\n<div id=\"ctl00_PlaceHolderMain_PageContent__ControlWrapper_RichHtmlField\">\r\n\r\nThe cost savings initiatives are related to operating expenses, general and administrative expenses, trade optimisation and bunker consumption. The items related to operating expenses and general and administrative expenses are expected to account for in excess of 50 percent of the improved result. Through these changes we will initiate a route back to reach our goal of being a profitable global provider of transportation of liquid chemicals.\r\n\r\nFourth quarter shows EBITDA of USD 25 million, compared to USD 19 million in the third quarter. Net result for the quarter ended at negative USD 18 million, compared to negative USD 9 million in the last quarter. EBITDA for the full year 2014 shows and EBITDA of USD 66 million compared to USD 41 million in 2013.\r\n\r\nThe Odfjell chemical freight index (ODFIX) was up more than 10% compared with last quarter. The time-charter result was down 6% due to bunker hedging.\r\n\r\nThe results for gas carriers improved on underlying operations for the fourth quarter were up from previous quarter due to stronger market conditions.\r\n\r\nWith the exception of the tank terminals in Rotterdam and Charleston, the terminal results were positive and in line with the previous quarter. The tank terminal group, excluding our terminal in Rotterdam, improved the gross occupancy compared with last quarter to 96% from 92%.\r\n\r\nWe expect first quarter of 2015 to improve from the fourth quarter 2014 for our chemical tankers on a reduced cost base. With regard to terminals, we expect increased utilization and result improvements at Odfjell Terminals (Rotterdam) and continued stable financial results from the other terminals.\r\n\r\nImage Credit: Odfjell\r\n\r\n</div>\r\n</div>\r\n</div>','ODFJELL SE Initiates cost-cutting and efficiency programme','','inherit','open','open','','603-revision-v1','','','2015-02-13 06:39:21','2015-02-13 06:39:21','',603,'http://myseatime.com/blogadm/603-revision-v1/',0,'revision','',0,0),(612,1,'2015-02-13 06:40:17','2015-02-13 06:40:17','The CMA CGM Group is pleased to announce that he contributed to the TRAXENS startup capital increase.\r\n\r\nTwo other investment funds – CAAP Création (Crédit Agricole Group) and S.C.R. Provençale et Corse (BPPC Group) – are also part of the initiative.\r\n\r\nThis capital increase will be dedicated to financing new research and development programs, as well as industrialization.\r\n\r\nWith 90% of the world’s commercial products being carried by sea, maritime transport is the main mode of transportation. CMA CGM, third largest shipping company in the world, carries over 12 million containers every year. The Group carries all types of products around the globe by sea, and by developing land and logistics solutions.\r\n\r\nCMA CGM constant research for high-valued innovative solutions motivated the Group’s decision to reinforce its investment in the startup TRAXENS. With this cooperation, CMA CGM places itself as a precursor in the Big Data implementation in the transport field, and will offer its clients unique follow-up solutions and real time data collecting from all over the world.\r\n\r\nElie Zeenny, Senior Vice President, Group IT Systems said\r\n\r\n<em>\"With this technology, CMA CGM brings the shipping industry into a new era. In a world where information is key, we are taking a significant step ahead. We will now be able to collect data in real-time, which is equally important to us and to our clients. Containers are becoming “connected devices”.</em>\r\n\r\nIn 2015, TRAXENS will equip the first CMA CGM containers with this innovative patented technology. Now it will now be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.\r\n\r\nMichel Fallah, Founder and President of TRAXENS said\r\n\r\n<em>\"We are very grateful to CMA CGM for supporting us and bringing their expertise from the very beginning of the TRAXENS adventure. It allowed us to develop a high-valued and unique solution that is attractive to all transport companies and to reunite a group of solid and active shareholders which includes the investment arms of large national banks\".</em>\r\n\r\nImage (c) Shipspotting.com','CMA CGM containers to be smart containers','','inherit','open','open','','594-revision-v1','','','2015-02-13 06:40:17','2015-02-13 06:40:17','',594,'http://myseatime.com/blogadm/594-revision-v1/',0,'revision','',0,0),(613,3,'2015-02-15 19:46:02','2015-02-15 19:46:02','Choosing the right investment towards compliance to 0.1% sulphur emissions in select SECA areas with effect from 1 Jan 2015 led to many debates in the last one year\r\n\r\nThe problem was two pronged- firstly, multiple options to comply with such as LSMGO, low sulphur fuel oil blends, HFO with scrubber, LNG, methanol, biofuels etc. and secondly, the need to balance long term and short term considerations of availability, risk, cost and payback of investment.\r\n\r\nMEC Intelligence, a market consulting firm in Maritime, Energy, and Cleantech industries reviewed announcements made by a total of 70 companies- top 10 companies across seven categories* in the EU SECA to have a good sense on what has been happening in terms of adoption of new technologies, especially in approximately 5000 vessels.\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n55 out of 70 assessed companies have disclosed their compliance strategies publically. Limited information was available for bulk ships and tankers. Results show that passenger and ro-ro categories have decisively moved towards scrubber technology with 75% of assessed companies voting in favour of the technology. LNG offers promises for the future, however, reach has been limited to coastal/inland shipping. Majority seems to be moving towards marine gas oil (MGO). Growth prospects for other alternates seem limited at the moment.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\"><img class=\"aligncenter size-full wp-image-615\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\" alt=\"ECA\" width=\"597\" height=\"598\" /></a>\r\n\r\nScrubber technology has been adopted by 17 out of 70 companies assessed. Top investors in the technology are Brittany ferries (~$500m), Carnival Corporation ($400m for 70 vessels), DFDS (more than $150m) and Royal Caribbean Cruise (15 vessels) using technologies from Alfa Laval, Wartsila, Belco Marine and Yara Marine (formerly Green Tech Marine).\r\n\r\nThe global oil price drop seems to be impacting the scrubber adoption negatively, the orders nearly doubled for the six month period of Apr’14- Sep’14 while in last four months growth has been ~19%. The vessels count opting for scrubber technology stands at 160 as on 31st Jan’15 as compared to 135 in Sep’14.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nLNG as compliance fuel is being considered by 20% of the companies studied mostly passenger category. Top investors in the technology are Universal Marine, BC Ferries and Fjord Line.\r\n\r\nA 13% rise has been recorded in LNG propelled vessel orders in the last four months. As on 31st Jan’15, confirmed order book for LNG propelled vessels stands at 78 as against 69 in Sep’14. The key contributor to the order book has been container category with 125% growth and 10 orders over the period.\r\nConcerns regarding availability of bunkering infrastructure and global oil price drop (~50% since Sep’14) are the key inhibitors to the technology. There was an important order cancellation in Oct’14 from Brittany Ferries for 4 vessels- 3 retrofits and one new build.\r\n\r\nVarious other alternative fuels are also being discussed. Exxon Mobil’s low S fuel oil blend HDME50 is being used by vessel owners in ARA region. Lukoil and Cespa have also come up with low S fuel blends. Stena Line has considered methanol for its cruise Stena Germanica scheduled in 2015. Biofuels, ethanol, fuel cells as marine fuel are also being studied. Though the growth prospects seem limited for the above alternates on account of availability, safety and compatibility related risks.\r\n\r\nLSMGO has been the fuel of compliance for vast majority especially the containers, bulkers and tankers. Key investors in the technology are Maersk Line, MSC, Eimskip, Tallink and Hurtigruten.\r\nThe reasons adding to the attractiveness of the fuel are prior knowledge regarding the fuel, minimal investment on vessel infrastructure, well established bunker supply chain and favourable oil prices.\r\n\r\nIn the wake of oil price uncertainty, we might expect the slowed down activity to continue in terms of adoption of other technologies such as scrubber and LNG. However, when global 0.5% S limit gets enforced in 2020 or 2025, there would not only be the fuel price concern but the supply sufficiency of global refineries to cater to the increased low S fuel demand. The vessel owners would keep on exploring the right compliance strategies tailor made to match their requirements.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n<a href=\"http://www.mecintelligence.com/uploads/Reading_Material_Shipping_industry_response_to_ECA_2015.pdf\" target=\"_blank\">Download the study for further reading and reference. </a>\r\n\r\nSource: mecintelligence.com\r\n\r\nImage(c) imo.org\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>','Shipping Industry response to ECA 2015','','publish','open','open','','shipping-industry-response-to-eca-2015','','','2015-02-16 04:11:59','2015-02-16 04:11:59','',0,'http://myseatime.com/blogadm/?p=613',0,'post','',0,45),(614,1,'2015-02-15 19:05:04','2015-02-15 19:05:04','www.imo.org','Shipping-emissions','','inherit','open','open','','shipping-emissions','','','2015-04-08 09:54:09','2015-04-08 09:54:09','',613,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Shipping-emissions.jpg',0,'attachment','image/jpeg',0,0),(615,1,'2015-02-15 19:45:27','2015-02-15 19:45:27','','ECA','','inherit','open','open','','eca','','','2015-02-15 19:45:27','2015-02-15 19:45:27','',613,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png',0,'attachment','image/png',0,0),(616,1,'2015-02-15 19:46:02','2015-02-15 19:46:02','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nChoosing the right investment towards compliance to 0.1% sulphur emissions in select SECA areas with effect from 1 Jan 2015 led to many debates in the last one year\r\n\r\nThe problem was two pronged- firstly, multiple options to comply with such as LSMGO, low sulphur fuel oil blends, HFO with scrubber, LNG, methanol, biofuels etc. and secondly, the need to balance long term and short term considerations of availability, risk, cost and payback of investment.\r\n\r\nMEC Intelligence, a market consulting firm in Maritime, Energy, and Cleantech industries reviewed announcements made by a total of 70 companies- top 10 companies across seven categories* in the EU SECA to have a good sense on what has been happening in terms of adoption of new technologies, especially in approximately 5000 vessels.\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n55 out of 70 assessed companies have disclosed their compliance strategies publically. Limited information was available for bulk ships and tankers. Results show that passenger and ro-ro categories have decisively moved towards scrubber technology with 75% of assessed companies voting in favour of the technology. LNG offers promises for the future, however, reach has been limited to coastal/inland shipping. Majority seems to be moving towards marine gas oil (MGO). Growth prospects for other alternates seem limited at the moment.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\"><img class=\"aligncenter size-full wp-image-615\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\" alt=\"ECA\" width=\"597\" height=\"598\" /></a>\r\n\r\nScrubber technology has been adopted by 17 out of 70 companies assessed. Top investors in the technology are Brittany ferries (~$500m), Carnival Corporation ($400m for 70 vessels), DFDS (more than $150m) and Royal Caribbean Cruise (15 vessels) using technologies from Alfa Laval, Wartsila, Belco Marine and Yara Marine (formerly Green Tech Marine).\r\n\r\nThe global oil price drop seems to be impacting the scrubber adoption negatively, the orders nearly doubled for the six month period of Apr’14- Sep’14 while in last four months growth has been ~19%. The vessels count opting for scrubber technology stands at 160 as on 31st Jan’15 as compared to 135 in Sep’14.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nLNG as compliance fuel is being considered by 20% of the companies studied mostly passenger category. Top investors in the technology are Universal Marine, BC Ferries and Fjord Line.\r\n\r\nA 13% rise has been recorded in LNG propelled vessel orders in the last four months. As on 31st Jan’15, confirmed order book for LNG propelled vessels stands at 78 as against 69 in Sep’14. The key contributor to the order book has been container category with 125% growth and 10 orders over the period.\r\nConcerns regarding availability of bunkering infrastructure and global oil price drop (~50% since Sep’14) are the key inhibitors to the technology. There was an important order cancellation in Oct’14 from Brittany Ferries for 4 vessels- 3 retrofits and one new build.\r\n\r\nVarious other alternative fuels are also being discussed. Exxon Mobil’s low S fuel oil blend HDME50 is being used by vessel owners in ARA region. Lukoil and Cespa have also come up with low S fuel blends. Stena Line has considered methanol for its cruise Stena Germanica scheduled in 2015. Biofuels, ethanol, fuel cells as marine fuel are also being studied. Though the growth prospects seem limited for the above alternates on account of availability, safety and compatibility related risks.\r\n\r\nLSMGO has been the fuel of compliance for vast majority especially the containers, bulkers and tankers. Key investors in the technology are Maersk Line, MSC, Eimskip, Tallink and Hurtigruten.\r\nThe reasons adding to the attractiveness of the fuel are prior knowledge regarding the fuel, minimal investment on vessel infrastructure, well established bunker supply chain and favourable oil prices.\r\n\r\nIn the wake of oil price uncertainty, we might expect the slowed down activity to continue in terms of adoption of other technologies such as scrubber and LNG. However, when global 0.5% S limit gets enforced in 2020 or 2025, there would not only be the fuel price concern but the supply sufficiency of global refineries to cater to the increased low S fuel demand. The vessel owners would keep on exploring the right compliance strategies tailor made to match their requirements.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n<a href=\"http://www.mecintelligence.com/uploads/Reading_Material_Shipping_industry_response_to_ECA_2015.pdf\" target=\"_blank\">Download the study for further reading and reference. </a>\r\n\r\nSource: mecintelligence.com\r\n\r\nImage(c) imo.org\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>','Shipping Industry response to ECA 2015','','inherit','open','open','','613-revision-v1','','','2015-02-15 19:46:02','2015-02-15 19:46:02','',613,'http://myseatime.com/blogadm/613-revision-v1/',0,'revision','',0,0),(617,1,'2015-02-16 04:11:50','2015-02-16 04:11:50','\n\nChoosing the right investment towards compliance to 0.1% sulphur emissions in select SECA areas with effect from 1 Jan 2015 led to many debates in the last one year\n\nThe problem was two pronged- firstly, multiple options to comply with such as LSMGO, low sulphur fuel oil blends, HFO with scrubber, LNG, methanol, biofuels etc. and secondly, the need to balance long term and short term considerations of availability, risk, cost and payback of investment.\n\nMEC Intelligence, a market consulting firm in Maritime, Energy, and Cleantech industries reviewed announcements made by a total of 70 companies- top 10 companies across seven categories* in the EU SECA to have a good sense on what has been happening in terms of adoption of new technologies, especially in approximately 5000 vessels.\n<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\n55 out of 70 assessed companies have disclosed their compliance strategies publically. Limited information was available for bulk ships and tankers. Results show that passenger and ro-ro categories have decisively moved towards scrubber technology with 75% of assessed companies voting in favour of the technology. LNG offers promises for the future, however, reach has been limited to coastal/inland shipping. Majority seems to be moving towards marine gas oil (MGO). Growth prospects for other alternates seem limited at the moment.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\"><img class=\"aligncenter size-full wp-image-615\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\" alt=\"ECA\" width=\"597\" height=\"598\" /></a>\n\nScrubber technology has been adopted by 17 out of 70 companies assessed. Top investors in the technology are Brittany ferries (~$500m), Carnival Corporation ($400m for 70 vessels), DFDS (more than $150m) and Royal Caribbean Cruise (15 vessels) using technologies from Alfa Laval, Wartsila, Belco Marine and Yara Marine (formerly Green Tech Marine).\n\nThe global oil price drop seems to be impacting the scrubber adoption negatively, the orders nearly doubled for the six month period of Apr’14- Sep’14 while in last four months growth has been ~19%. The vessels count opting for scrubber technology stands at 160 as on 31st Jan’15 as compared to 135 in Sep’14.\n\n</div>\n</div>\n</div>\n<div class=\"page\" title=\"Page 2\">\n<div class=\"section\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nLNG as compliance fuel is being considered by 20% of the companies studied mostly passenger category. Top investors in the technology are Universal Marine, BC Ferries and Fjord Line.\n\nA 13% rise has been recorded in LNG propelled vessel orders in the last four months. As on 31st Jan’15, confirmed order book for LNG propelled vessels stands at 78 as against 69 in Sep’14. The key contributor to the order book has been container category with 125% growth and 10 orders over the period.\nConcerns regarding availability of bunkering infrastructure and global oil price drop (~50% since Sep’14) are the key inhibitors to the technology. There was an important order cancellation in Oct’14 from Brittany Ferries for 4 vessels- 3 retrofits and one new build.\n\nVarious other alternative fuels are also being discussed. Exxon Mobil’s low S fuel oil blend HDME50 is being used by vessel owners in ARA region. Lukoil and Cespa have also come up with low S fuel blends. Stena Line has considered methanol for its cruise Stena Germanica scheduled in 2015. Biofuels, ethanol, fuel cells as marine fuel are also being studied. Though the growth prospects seem limited for the above alternates on account of availability, safety and compatibility related risks.\n\nLSMGO has been the fuel of compliance for vast majority especially the containers, bulkers and tankers. Key investors in the technology are Maersk Line, MSC, Eimskip, Tallink and Hurtigruten.\nThe reasons adding to the attractiveness of the fuel are prior knowledge regarding the fuel, minimal investment on vessel infrastructure, well established bunker supply chain and favourable oil prices.\n\nIn the wake of oil price uncertainty, we might expect the slowed down activity to continue in terms of adoption of other technologies such as scrubber and LNG. However, when global 0.5% S limit gets enforced in 2020 or 2025, there would not only be the fuel price concern but the supply sufficiency of global refineries to cater to the increased low S fuel demand. The vessel owners would keep on exploring the right compliance strategies tailor made to match their requirements.\n<div class=\"page\" title=\"Page 2\">\n<div class=\"section\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\n<a href=\"http://www.mecintelligence.com/uploads/Reading_Material_Shipping_industry_response_to_ECA_2015.pdf\" target=\"_blank\">Download the study for further reading and reference. </a>\n\nSource: mecintelligence.com\n\nImage(c) imo.org\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','Shipping Industry response to ECA 2015','','inherit','open','open','','613-autosave-v1','','','2015-02-16 04:11:50','2015-02-16 04:11:50','',613,'http://myseatime.com/blogadm/613-autosave-v1/',0,'revision','',0,0),(618,1,'2015-02-16 04:11:59','2015-02-16 04:11:59','Choosing the right investment towards compliance to 0.1% sulphur emissions in select SECA areas with effect from 1 Jan 2015 led to many debates in the last one year\r\n\r\nThe problem was two pronged- firstly, multiple options to comply with such as LSMGO, low sulphur fuel oil blends, HFO with scrubber, LNG, methanol, biofuels etc. and secondly, the need to balance long term and short term considerations of availability, risk, cost and payback of investment.\r\n\r\nMEC Intelligence, a market consulting firm in Maritime, Energy, and Cleantech industries reviewed announcements made by a total of 70 companies- top 10 companies across seven categories* in the EU SECA to have a good sense on what has been happening in terms of adoption of new technologies, especially in approximately 5000 vessels.\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n55 out of 70 assessed companies have disclosed their compliance strategies publically. Limited information was available for bulk ships and tankers. Results show that passenger and ro-ro categories have decisively moved towards scrubber technology with 75% of assessed companies voting in favour of the technology. LNG offers promises for the future, however, reach has been limited to coastal/inland shipping. Majority seems to be moving towards marine gas oil (MGO). Growth prospects for other alternates seem limited at the moment.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\"><img class=\"aligncenter size-full wp-image-615\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/ECA.png\" alt=\"ECA\" width=\"597\" height=\"598\" /></a>\r\n\r\nScrubber technology has been adopted by 17 out of 70 companies assessed. Top investors in the technology are Brittany ferries (~$500m), Carnival Corporation ($400m for 70 vessels), DFDS (more than $150m) and Royal Caribbean Cruise (15 vessels) using technologies from Alfa Laval, Wartsila, Belco Marine and Yara Marine (formerly Green Tech Marine).\r\n\r\nThe global oil price drop seems to be impacting the scrubber adoption negatively, the orders nearly doubled for the six month period of Apr’14- Sep’14 while in last four months growth has been ~19%. The vessels count opting for scrubber technology stands at 160 as on 31st Jan’15 as compared to 135 in Sep’14.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nLNG as compliance fuel is being considered by 20% of the companies studied mostly passenger category. Top investors in the technology are Universal Marine, BC Ferries and Fjord Line.\r\n\r\nA 13% rise has been recorded in LNG propelled vessel orders in the last four months. As on 31st Jan’15, confirmed order book for LNG propelled vessels stands at 78 as against 69 in Sep’14. The key contributor to the order book has been container category with 125% growth and 10 orders over the period.\r\nConcerns regarding availability of bunkering infrastructure and global oil price drop (~50% since Sep’14) are the key inhibitors to the technology. There was an important order cancellation in Oct’14 from Brittany Ferries for 4 vessels- 3 retrofits and one new build.\r\n\r\nVarious other alternative fuels are also being discussed. Exxon Mobil’s low S fuel oil blend HDME50 is being used by vessel owners in ARA region. Lukoil and Cespa have also come up with low S fuel blends. Stena Line has considered methanol for its cruise Stena Germanica scheduled in 2015. Biofuels, ethanol, fuel cells as marine fuel are also being studied. Though the growth prospects seem limited for the above alternates on account of availability, safety and compatibility related risks.\r\n\r\nLSMGO has been the fuel of compliance for vast majority especially the containers, bulkers and tankers. Key investors in the technology are Maersk Line, MSC, Eimskip, Tallink and Hurtigruten.\r\nThe reasons adding to the attractiveness of the fuel are prior knowledge regarding the fuel, minimal investment on vessel infrastructure, well established bunker supply chain and favourable oil prices.\r\n\r\nIn the wake of oil price uncertainty, we might expect the slowed down activity to continue in terms of adoption of other technologies such as scrubber and LNG. However, when global 0.5% S limit gets enforced in 2020 or 2025, there would not only be the fuel price concern but the supply sufficiency of global refineries to cater to the increased low S fuel demand. The vessel owners would keep on exploring the right compliance strategies tailor made to match their requirements.\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"section\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n<a href=\"http://www.mecintelligence.com/uploads/Reading_Material_Shipping_industry_response_to_ECA_2015.pdf\" target=\"_blank\">Download the study for further reading and reference. </a>\r\n\r\nSource: mecintelligence.com\r\n\r\nImage(c) imo.org\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>','Shipping Industry response to ECA 2015','','inherit','open','open','','613-revision-v1','','','2015-02-16 04:11:59','2015-02-16 04:11:59','',613,'http://myseatime.com/blogadm/613-revision-v1/',0,'revision','',0,0),(619,3,'2015-02-16 18:52:49','2015-02-16 18:52:49','Pirates boarded a tanker M.T. Lapin and took away 2000 MT of fuel oil and 5 MT of Diesel oil and placed a bomb before leaving the vessel, reports the Bangkok post.\r\n\r\nAccording to the captain, the device looked like a TNT explosive and was held together by electrical wire.\r\n\r\nThe captain brought the tanker into Thai waters and anchored it between Tarutao and Lipe islands off Satun province while he contacted marine police for assistance.\r\n\r\nThe navy instructed the vessel to anchor roughly 11km from Pak Bara deep-sea port in Satun, and sent its explosive ordnance disposal team to inspect the bomb.\r\n\r\nread full article by clicking<a href=\"http://www.bangkokpost.com/news/general/475738/pirates-pillage-thai-oil-vessel\" target=\"_blank\"> here</a>.\r\n\r\nSource: Bangkok post\r\n\r\nImage (c) shipspotting/bs1mrc','Pirates place bomb onboard tanker','','publish','open','open','','pirates-place-bomb-onboard-tanker','','','2015-02-16 18:52:49','2015-02-16 18:52:49','',0,'http://myseatime.com/blogadm/?p=619',0,'post','',0,44),(620,1,'2015-02-16 18:52:40','2015-02-16 18:52:40','','tanker Lapin','','inherit','open','open','','tanker-lapin','','','2015-02-16 18:52:40','2015-02-16 18:52:40','',619,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/tanker-Lapin.jpg',0,'attachment','image/jpeg',0,0),(621,1,'2015-02-16 18:52:49','2015-02-16 18:52:49','Pirates boarded a tanker M.T. Lapin and took away 2000 MT of fuel oil and 5 MT of Diesel oil and placed a bomb before leaving the vessel, reports the Bangkok post.\r\n\r\nAccording to the captain, the device looked like a TNT explosive and was held together by electrical wire.\r\n\r\nThe captain brought the tanker into Thai waters and anchored it between Tarutao and Lipe islands off Satun province while he contacted marine police for assistance.\r\n\r\nThe navy instructed the vessel to anchor roughly 11km from Pak Bara deep-sea port in Satun, and sent its explosive ordnance disposal team to inspect the bomb.\r\n\r\nread full article by clicking<a href=\"http://www.bangkokpost.com/news/general/475738/pirates-pillage-thai-oil-vessel\" target=\"_blank\"> here</a>.\r\n\r\nSource: Bangkok post\r\n\r\nImage (c) shipspotting/bs1mrc','Pirates place bomb onboard tanker','','inherit','open','open','','619-revision-v1','','','2015-02-16 18:52:49','2015-02-16 18:52:49','',619,'http://myseatime.com/blogadm/619-revision-v1/',0,'revision','',0,0),(622,3,'2015-02-16 19:03:38','2015-02-16 19:03:38','A joint operation between the Australian Federal Police (AFP) and the Great Barrier Reef Marine Park Authority (GBRMPA) has resulted in a ship’s master being charged with failing to take on a pilot prior to navigating the Great Barrier Reef.\r\n\r\nIt was alleged in court that on the 1st of January 2015 the master of the ‘China Steel Developer’ attempted to depart Australian waters through Hydrographers Passage, a compulsory pilotage area of the Great Barrier Reef Marine Park, without a pilot on board.\r\nOn Saturday 14 February 2015, AFP officers and investigators from GBRMPA met the China Steel Developer soon after it docked in the Port of Newcastle.\r\n\r\nA 66-year-old Taiwanese national was arrested and charged with:\r\n\r\n• Being the master of a ship that navigates without a pilot in the compulsory pilot area of the Great Barrier Reef Marine Park, contrary to the Great Barrier Reef Marine Park Act 1975 (Cth)\r\n\r\nGBRMPA General Manager Andrew Skeat said all shipping companies should heed the rules on the use of compulsory pilots.\r\n\r\n“For certain sections of the Great Barrier Reef and for particular types of vessels, the use of pilots is mandatory because they greatly enhance protection of animals, habitats and sensitive areas of the Marine Park, including coral reefs,” Mr Skeat said.\r\n\r\n“The Marine Park is one of the most regulated shipping areas in the world, with compulsory pilots forming one aspect of a comprehensive system that also includes the use of designated shipping areas, vessel traffic monitoring, and mandatory vessel reporting.\r\n\r\n“I’m pleased to see the matter was quickly identified and dealt with by all the relevant authorities, ensuring the vessel had not travelled far into the compulsory pilotage area.\r\n\r\n“The potential environmental, economic and social consequences could have been severe if an unescorted voyage had gone wrong.\r\n\r\n“We would urge all commercial shipping companies to abide by the rules and understand they’re designed to safeguard a critical ecosystem.”\r\n\r\nThe Great Barrier Reef and Torres Strait Vessel Traffic (REEFVTS) in Townsville detected the ship in the compulsory pilotage area and took action to stop the ship travelling further.\r\n\r\nREEFVTS is a joint service operated by Australian Maritime Safety Authority (AMSA) and the Maritime Safety Queensland.\r\n\r\nChina Steel Developer returned to the pilot boarding area before leaving Australian waters via Hydrographers Passage, with a pilot onboard.\r\n\r\n“This shows the vital role of the REEFVTS in detecting the ship and ensuring it did not navigate through this compulsory pilotage area without a pilot onboard, as required,” AMSA Chief Executive Officer Mick Kinley said.\r\n\r\nAFP Manager Crime Operations, Commander Jennifer Hurst said the AFP regularly works with partner agencies in cases such as this.\r\n\r\n“The protection of nationally significant assets such as the Great Barrier Reef is a matter that the AFP takes seriously. We are pleased that this joint investigation has resulted in today’s outcome,” said Commander Hurst.\r\n\r\nThe matter was heard in the Newcastle local court today (16 February 2015) and will be back in court tomorrow (17 February) for sentencing.\r\n\r\nThe maximum penalty for this offence is a fine of $85,000.\r\n\r\nImage (c) shipspotting.com','Australian Authorities arrest bulk carrier captain for breaching Reef navigation rules','','publish','open','open','','australian-authorities-arrest-bulk-carrier-captain-for-breaching-reef-navigation-rules','','','2015-02-16 19:03:38','2015-02-16 19:03:38','',0,'http://myseatime.com/blogadm/?p=622',0,'post','',0,54),(623,1,'2015-02-16 19:03:29','2015-02-16 19:03:29','','bulk carrier_opt','','inherit','open','open','','bulk-carrier_opt','','','2015-02-16 19:03:29','2015-02-16 19:03:29','',622,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/bulk-carrier_opt.jpg',0,'attachment','image/jpeg',0,0),(624,1,'2015-02-16 19:03:38','2015-02-16 19:03:38','A joint operation between the Australian Federal Police (AFP) and the Great Barrier Reef Marine Park Authority (GBRMPA) has resulted in a ship’s master being charged with failing to take on a pilot prior to navigating the Great Barrier Reef.\r\n\r\nIt was alleged in court that on the 1st of January 2015 the master of the ‘China Steel Developer’ attempted to depart Australian waters through Hydrographers Passage, a compulsory pilotage area of the Great Barrier Reef Marine Park, without a pilot on board.\r\nOn Saturday 14 February 2015, AFP officers and investigators from GBRMPA met the China Steel Developer soon after it docked in the Port of Newcastle.\r\n\r\nA 66-year-old Taiwanese national was arrested and charged with:\r\n\r\n• Being the master of a ship that navigates without a pilot in the compulsory pilot area of the Great Barrier Reef Marine Park, contrary to the Great Barrier Reef Marine Park Act 1975 (Cth)\r\n\r\nGBRMPA General Manager Andrew Skeat said all shipping companies should heed the rules on the use of compulsory pilots.\r\n\r\n“For certain sections of the Great Barrier Reef and for particular types of vessels, the use of pilots is mandatory because they greatly enhance protection of animals, habitats and sensitive areas of the Marine Park, including coral reefs,” Mr Skeat said.\r\n\r\n“The Marine Park is one of the most regulated shipping areas in the world, with compulsory pilots forming one aspect of a comprehensive system that also includes the use of designated shipping areas, vessel traffic monitoring, and mandatory vessel reporting.\r\n\r\n“I’m pleased to see the matter was quickly identified and dealt with by all the relevant authorities, ensuring the vessel had not travelled far into the compulsory pilotage area.\r\n\r\n“The potential environmental, economic and social consequences could have been severe if an unescorted voyage had gone wrong.\r\n\r\n“We would urge all commercial shipping companies to abide by the rules and understand they’re designed to safeguard a critical ecosystem.”\r\n\r\nThe Great Barrier Reef and Torres Strait Vessel Traffic (REEFVTS) in Townsville detected the ship in the compulsory pilotage area and took action to stop the ship travelling further.\r\n\r\nREEFVTS is a joint service operated by Australian Maritime Safety Authority (AMSA) and the Maritime Safety Queensland.\r\n\r\nChina Steel Developer returned to the pilot boarding area before leaving Australian waters via Hydrographers Passage, with a pilot onboard.\r\n\r\n“This shows the vital role of the REEFVTS in detecting the ship and ensuring it did not navigate through this compulsory pilotage area without a pilot onboard, as required,” AMSA Chief Executive Officer Mick Kinley said.\r\n\r\nAFP Manager Crime Operations, Commander Jennifer Hurst said the AFP regularly works with partner agencies in cases such as this.\r\n\r\n“The protection of nationally significant assets such as the Great Barrier Reef is a matter that the AFP takes seriously. We are pleased that this joint investigation has resulted in today’s outcome,” said Commander Hurst.\r\n\r\nThe matter was heard in the Newcastle local court today (16 February 2015) and will be back in court tomorrow (17 February) for sentencing.\r\n\r\nThe maximum penalty for this offence is a fine of $85,000.\r\n\r\nImage (c) shipspotting.com','Australian Authorities arrest bulk carrier captain for breaching Reef navigation rules','','inherit','open','open','','622-revision-v1','','','2015-02-16 19:03:38','2015-02-16 19:03:38','',622,'http://myseatime.com/blogadm/622-revision-v1/',0,'revision','',0,0),(625,3,'2015-02-16 19:17:01','2015-02-16 19:17:01','Leading classification society ClassNK (Chairman and President: Noboru Ueda) and the Maritime and Port Authority of Singapore (MPA) signed a memorandum of understanding (MOU) on 13 February to promote research and development (R&amp;D) and innovation in the maritime industry.\r\n\r\nOver the next five years, ClassNK and MPA will join forces to foster maritime thought leadership on technology through conferences and workshops, and carry out joint R&amp;D projects focused on enhancing ship safety and environmental sustainability in four main areas:\r\n\r\n<strong>Safe ships:</strong> Fatigue-related research and evaluation of structural integrity for safe and reliable construction and operations of ships\r\n\r\n<strong>Smart ships:</strong> Data analytics to assist in real-time anomaly detection of machinery, real-time monitoring of emissions and condition-based monitoring of structures for ship and machinery operations\r\n\r\n<strong>Environmentally-friendly ships:</strong> Applied research in emission control and alternative fuel engine technologies to achieve reductions in SOx, NOx, and particulate matter\r\n\r\n<strong>Marine renewable energy:</strong> Research on developing a tropical marine energy test site and tidal energy generation, material biofouling studies, and energy storage systems for shore power supply.\r\n\r\nThe MOU was signed by Mr. Andrew Tan, MPA Chief Executive, and Mr. Yasushi Nakamura, ClassNK Representative Director, Executive Vice President.\r\n\r\n“We are happy to partner with ClassNK on this important initiative to jointly develop innovative solutions and tools addressing ship safety, emission control, and marine renewable energy. The signing of this MOU is a reflection of the emphasis we place on innovation and R&amp;D, and signifies a shared vision to make the industry safer, more efficient and greener”, said Mr. Tan.\r\n\r\n“Singapore is a world leading maritime nation with one of the world’s largest maritime clusters. ClassNK has collaborated with MPA before and through this MOU, we aim to further strengthen our relationship and work towards the shared goal of creating a smarter, safer, greener maritime industry”, said Mr. Nakamura.\r\n\r\nThe signing ceremony also marked the opening of the new ClassNK Global Research and Innovation Center (GRIC), ClassNK’s first research center outside of Japan. GRIC will carry out research with industry, academia, and government agencies in Singapore and from around the world on various projects such as the development of an Exhaust Gas Cleaning System (EGCS), a feasibility study for a marine renewable energy test site in Singapore, and a pilot scale demonstration for Zero-Emission Desulphurization process for Maritime applications (ZEDSMart).\r\n\r\nThe signing ceremony was then followed by the ClassNK Green &amp; Smart Shipping Seminar where key industry players gathered to discuss the environmental challenges currently faced by the industry and solutions for smarter, greener shipping','Class NK and MPA Singapore marks opening of new research centre','','publish','open','open','','class-nk-and-mpa-singapore-marks-opening-of-new-research-centre','','','2015-02-16 19:18:13','2015-02-16 19:18:13','',0,'http://myseatime.com/blogadm/?p=625',0,'post','',0,75),(626,1,'2015-02-16 19:16:51','2015-02-16 19:16:51','','class NK MPA_opt','','inherit','open','open','','class-nk-mpa_opt','','','2015-02-16 19:16:57','2015-02-16 19:16:57','',625,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/class-NK-MPA_opt.jpg',0,'attachment','image/jpeg',0,0),(627,1,'2015-02-16 19:17:01','2015-02-16 19:17:01','Leading classification society ClassNK (Chairman and President: Noboru Ueda) and the Maritime and Port Authority of Singapore (MPA) signed a memorandum of understanding (MOU) on 13 February to promote research and development (R&amp;D) and innovation in the maritime industry.\r\n\r\nOver the next five years, ClassNK and MPA will join forces to foster maritime thought leadership on technology through conferences and workshops, and carry out joint R&amp;D projects focused on enhancing ship safety and environmental sustainability in four main areas:\r\n<ul>\r\n	<li>Safe ships: Fatigue-related research and evaluation of structural integrity for safe and reliable construction and operations of ships</li>\r\n	<li>Smart ships: Data analytics to assist in real-time anomaly detection of machinery, real-time monitoring of emissions and condition-based monitoring of structures for ship and machinery operations</li>\r\n	<li>Environmentally-friendly ships: Applied research in emission control and alternative fuel engine technologies to achieve reductions in SOx, NOx, and particulate matter</li>\r\n	<li>Marine renewable energy: Research on developing a tropical marine energy test site and tidal energy generation, material biofouling studies, and energy storage systems for shore power supply.</li>\r\n</ul>\r\nThe MOU was signed by Mr. Andrew Tan, MPA Chief Executive, and Mr. Yasushi Nakamura, ClassNK Representative Director, Executive Vice President.\r\n\r\n“We are happy to partner with ClassNK on this important initiative to jointly develop innovative solutions and tools addressing ship safety, emission control, and marine renewable energy. The signing of this MOU is a reflection of the emphasis we place on innovation and R&amp;D, and signifies a shared vision to make the industry safer, more efficient and greener”, said Mr. Tan.\r\n\r\n“Singapore is a world leading maritime nation with one of the world’s largest maritime clusters. ClassNK has collaborated with MPA before and through this MOU, we aim to further strengthen our relationship and work towards the shared goal of creating a smarter, safer, greener maritime industry”, said Mr. Nakamura.\r\n\r\nThe signing ceremony also marked the opening of the new ClassNK Global Research and Innovation Center (GRIC), ClassNK’s first research center outside of Japan. GRIC will carry out research with industry, academia, and government agencies in Singapore and from around the world on various projects such as the development of an Exhaust Gas Cleaning System (EGCS), a feasibility study for a marine renewable energy test site in Singapore, and a pilot scale demonstration for Zero-Emission Desulphurization process for Maritime applications (ZEDSMart).\r\n\r\nThe signing ceremony was then followed by the ClassNK Green &amp; Smart Shipping Seminar where key industry players gathered to discuss the environmental challenges currently faced by the industry and solutions for smarter, greener shipping','Class NK and MPA Singapore marks opening of new research centre','','inherit','open','open','','625-revision-v1','','','2015-02-16 19:17:01','2015-02-16 19:17:01','',625,'http://myseatime.com/blogadm/625-revision-v1/',0,'revision','',0,0),(628,1,'2015-02-16 19:18:04','2015-02-16 19:18:04','Leading classification society ClassNK (Chairman and President: Noboru Ueda) and the Maritime and Port Authority of Singapore (MPA) signed a memorandum of understanding (MOU) on 13 February to promote research and development (R&amp;D) and innovation in the maritime industry.\n\nOver the next five years, ClassNK and MPA will join forces to foster maritime thought leadership on technology through conferences and workshops, and carry out joint R&amp;D projects focused on enhancing ship safety and environmental sustainability in four main areas:\n\n<strong>Safe ships:</strong> Fatigue-related research and evaluation of structural integrity for safe and reliable construction and operations of ships\n\n<strong>Smart ships:</strong> Data analytics to assist in real-time anomaly detection of machinery, real-time monitoring of emissions and condition-based monitoring of structures for ship and machinery operations\n\n<strong>Environmentally-friendly ships:</strong> Applied research in emission control and alternative fuel engine technologies to achieve reductions in SOx, NOx, and particulate matterMarine renewable energy: Research on developing a tropical marine energy test site and tidal energy generation, material biofouling studies, and energy storage systems for shore power supply.\n\nThe MOU was signed by Mr. Andrew Tan, MPA Chief Executive, and Mr. Yasushi Nakamura, ClassNK Representative Director, Executive Vice President.\n\n“We are happy to partner with ClassNK on this important initiative to jointly develop innovative solutions and tools addressing ship safety, emission control, and marine renewable energy. The signing of this MOU is a reflection of the emphasis we place on innovation and R&amp;D, and signifies a shared vision to make the industry safer, more efficient and greener”, said Mr. Tan.\n\n“Singapore is a world leading maritime nation with one of the world’s largest maritime clusters. ClassNK has collaborated with MPA before and through this MOU, we aim to further strengthen our relationship and work towards the shared goal of creating a smarter, safer, greener maritime industry”, said Mr. Nakamura.\n\nThe signing ceremony also marked the opening of the new ClassNK Global Research and Innovation Center (GRIC), ClassNK’s first research center outside of Japan. GRIC will carry out research with industry, academia, and government agencies in Singapore and from around the world on various projects such as the development of an Exhaust Gas Cleaning System (EGCS), a feasibility study for a marine renewable energy test site in Singapore, and a pilot scale demonstration for Zero-Emission Desulphurization process for Maritime applications (ZEDSMart).\n\nThe signing ceremony was then followed by the ClassNK Green &amp; Smart Shipping Seminar where key industry players gathered to discuss the environmental challenges currently faced by the industry and solutions for smarter, greener shipping','Class NK and MPA Singapore marks opening of new research centre','','inherit','open','open','','625-autosave-v1','','','2015-02-16 19:18:04','2015-02-16 19:18:04','',625,'http://myseatime.com/blogadm/625-autosave-v1/',0,'revision','',0,0),(629,1,'2015-02-16 19:18:13','2015-02-16 19:18:13','Leading classification society ClassNK (Chairman and President: Noboru Ueda) and the Maritime and Port Authority of Singapore (MPA) signed a memorandum of understanding (MOU) on 13 February to promote research and development (R&amp;D) and innovation in the maritime industry.\r\n\r\nOver the next five years, ClassNK and MPA will join forces to foster maritime thought leadership on technology through conferences and workshops, and carry out joint R&amp;D projects focused on enhancing ship safety and environmental sustainability in four main areas:\r\n\r\n<strong>Safe ships:</strong> Fatigue-related research and evaluation of structural integrity for safe and reliable construction and operations of ships\r\n\r\n<strong>Smart ships:</strong> Data analytics to assist in real-time anomaly detection of machinery, real-time monitoring of emissions and condition-based monitoring of structures for ship and machinery operations\r\n\r\n<strong>Environmentally-friendly ships:</strong> Applied research in emission control and alternative fuel engine technologies to achieve reductions in SOx, NOx, and particulate matter\r\n\r\n<strong>Marine renewable energy:</strong> Research on developing a tropical marine energy test site and tidal energy generation, material biofouling studies, and energy storage systems for shore power supply.\r\n\r\nThe MOU was signed by Mr. Andrew Tan, MPA Chief Executive, and Mr. Yasushi Nakamura, ClassNK Representative Director, Executive Vice President.\r\n\r\n“We are happy to partner with ClassNK on this important initiative to jointly develop innovative solutions and tools addressing ship safety, emission control, and marine renewable energy. The signing of this MOU is a reflection of the emphasis we place on innovation and R&amp;D, and signifies a shared vision to make the industry safer, more efficient and greener”, said Mr. Tan.\r\n\r\n“Singapore is a world leading maritime nation with one of the world’s largest maritime clusters. ClassNK has collaborated with MPA before and through this MOU, we aim to further strengthen our relationship and work towards the shared goal of creating a smarter, safer, greener maritime industry”, said Mr. Nakamura.\r\n\r\nThe signing ceremony also marked the opening of the new ClassNK Global Research and Innovation Center (GRIC), ClassNK’s first research center outside of Japan. GRIC will carry out research with industry, academia, and government agencies in Singapore and from around the world on various projects such as the development of an Exhaust Gas Cleaning System (EGCS), a feasibility study for a marine renewable energy test site in Singapore, and a pilot scale demonstration for Zero-Emission Desulphurization process for Maritime applications (ZEDSMart).\r\n\r\nThe signing ceremony was then followed by the ClassNK Green &amp; Smart Shipping Seminar where key industry players gathered to discuss the environmental challenges currently faced by the industry and solutions for smarter, greener shipping','Class NK and MPA Singapore marks opening of new research centre','','inherit','open','open','','625-revision-v1','','','2015-02-16 19:18:13','2015-02-16 19:18:13','',625,'http://myseatime.com/blogadm/625-revision-v1/',0,'revision','',0,0),(630,3,'2015-02-16 19:33:48','2015-02-16 19:33:48','Odfjell, a global leader in the chemical tanker and gas carrier shipping segment, is set to roll out NAVTOR e-navigation solutions throughout its entire fleet. The move will increase operational efficiency, while greatly reducing the number of man-hours spent on administration across the ship owner’s 50 deep-sea vessels.\r\n\r\nE-navigation specialist NAVTOR will now facilitate Odfjell’s transition from paper charts to paperless navigation, ensuring that all vessels meet the class deadline for compliance with the IMO’s ECDIS mandate July 2015. The 40,000 dwt Bow Sky is the first ship to adopt NAVTOR’s AVCS service, with a further roll out planned throughout Q1 and Q2 2015.\r\n\r\n“This will be a revolutionary change for the Odfjell teams on the bridge,” states NAVTOR Marketing and Communications Manager Willy Zeiler.\r\n\r\n“The administration of paper charts takes many hours each week – it is a necessary yet laborious use of man hours. However, with NAVTOR’s digital ENC service it’s simple, taking just a few minutes. That leaves the bridge team to spend more time and focus on other important operational tasks, while also increasing job satisfaction, reducing fatigue and, therefore, boosting safety.','Odfjell tankers navigation to be paperless','','publish','open','open','','odfjell-tankers-navigation-to-be-paperless','','','2015-02-16 19:33:48','2015-02-16 19:33:48','',0,'http://myseatime.com/blogadm/?p=630',0,'post','',0,41),(631,1,'2015-02-16 19:33:36','2015-02-16 19:33:36','','BowNangang_700__1424115257_32774','','inherit','open','open','','bownangang_700__1424115257_32774','','','2015-02-16 19:33:36','2015-02-16 19:33:36','',630,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/BowNangang_700__1424115257_32774.jpg',0,'attachment','image/jpeg',0,0),(632,1,'2015-02-16 19:33:48','2015-02-16 19:33:48','Odfjell, a global leader in the chemical tanker and gas carrier shipping segment, is set to roll out NAVTOR e-navigation solutions throughout its entire fleet. The move will increase operational efficiency, while greatly reducing the number of man-hours spent on administration across the ship owner’s 50 deep-sea vessels.\r\n\r\nE-navigation specialist NAVTOR will now facilitate Odfjell’s transition from paper charts to paperless navigation, ensuring that all vessels meet the class deadline for compliance with the IMO’s ECDIS mandate July 2015. The 40,000 dwt Bow Sky is the first ship to adopt NAVTOR’s AVCS service, with a further roll out planned throughout Q1 and Q2 2015.\r\n\r\n“This will be a revolutionary change for the Odfjell teams on the bridge,” states NAVTOR Marketing and Communications Manager Willy Zeiler.\r\n\r\n“The administration of paper charts takes many hours each week – it is a necessary yet laborious use of man hours. However, with NAVTOR’s digital ENC service it’s simple, taking just a few minutes. That leaves the bridge team to spend more time and focus on other important operational tasks, while also increasing job satisfaction, reducing fatigue and, therefore, boosting safety.','Odfjell tankers navigation to be paperless','','inherit','open','open','','630-revision-v1','','','2015-02-16 19:33:48','2015-02-16 19:33:48','',630,'http://myseatime.com/blogadm/630-revision-v1/',0,'revision','',0,0),(633,1,'2015-02-17 17:57:09','2015-02-17 17:57:09','BW LPG Limited (“BW LPG”, the “Company”, OSE ticker code: “BWLPG”) announced today that it has signed a Facility Agreement for a debt facility of up to USD400 million for financing seven of its VLGC newbuildings.\r\n\r\nThe financing has been raised from The Export-Import Bank of Korea (“KEXIM”) as Export Credit Agency (ECA) lender, with DNB Asia Limited (“DNB”) and Skandinaviska Enskilda Banken AB (Publ), Singapore Branch, (“SEB”) as Mandated Lead Arrangers and commercial lenders.\r\n\r\nDNB and HSBC Bank Plc. (“HSBC”) acted as ECA structuring advisors with HSBC also acting as ECA coordinator.\r\n\r\nBW LPG Chief Executive Officer, Nicholas Gleeson, commenting on the financing said, “We are very pleased with this financing, which leverages the well-priced Korean ECA lending to provide an exceptional all-in cost and structure.”\r\n\r\nThe Facility comprises the following:\r\n\r\nAn ECA tranche of up to USD268 million that is being provided by KEXIM, representing approximately 67% of the facility amount.\r\n\r\nA Commercial tranche of up to USD133 million, split equally between the two commercial lenders, representing approximately 33% of the facility amount.\r\n\r\nThe debt financing will be secured against seven of the Company’s VLGC newbuildings. The blended margin over LIBOR applicable across all tranches of the financing is 1.70% p.a., and the weighted average amortisation profile will be 18 years.\r\n\r\nVijay Kamath, BW LPG Chief Financial Officer, added, “This facility, we believe, is a market leading financing in terms of pricing, tenor and structure and reflects the strong continued support that the Company enjoys from its banks and the lending community. This facility is a culmination of a substantial effort from our team and also the Banks and financial institutions involved, to all of whom we would like to express our sincere gratitude.”\r\n\r\nThe covenants applied to this financing programme are the same that have been applicable in BW LPG’s previous financing transaction of USD700 million facility (outlined on page 125 of our IPO prospectus).\r\n\r\nThis Facility also contains the change of control provision (consistent with the US$700m IPO financing) that if Sohmen family interests cease to hold more than 50% in BW Group; BW Group ceases to hold more than 35% in the Company; or another person or entity than BW Group acquires more than 50% in the Company; the Facility must be cancelled and repaid in full.\r\n\r\nImage (c) shipspotting.com / Gilbert Cailler','BW LPG Limited announces financing program for seven VLGC new buildings','','publish','open','open','','bw-lpg-limited-announces-financing-program-for-seven-vlgc-new-buildings','','','2015-02-17 17:58:20','2015-02-17 17:58:20','',0,'http://myseatime.com/blogadm/?p=633',0,'post','',0,46),(634,1,'2015-02-17 17:56:59','2015-02-17 17:56:59','','BW lpg','','inherit','open','open','','bw-lpg','','','2015-02-17 17:56:59','2015-02-17 17:56:59','',633,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/BW-lpg.jpg',0,'attachment','image/jpeg',0,0),(635,1,'2015-02-17 17:57:09','2015-02-17 17:57:09','BW LPG Limited (“BW LPG”, the “Company”, OSE ticker code: “BWLPG”) announced today that it has signed a Facility Agreement for a debt facility of up to USD400 million for financing seven of its VLGC newbuildings.\r\n\r\nThe financing has been raised from The Export-Import Bank of Korea (“KEXIM”) as Export Credit Agency (ECA) lender, with DNB Asia Limited (“DNB”) and Skandinaviska Enskilda Banken AB (Publ), Singapore Branch, (“SEB”) as Mandated Lead Arrangers and commercial lenders.\r\n\r\nDNB and HSBC Bank Plc. (“HSBC”) acted as ECA structuring advisors with HSBC also acting as ECA coordinator.\r\n\r\nBW LPG Chief Executive Officer, Nicholas Gleeson, commenting on the financing said, “We are very pleased with this financing, which leverages the well-priced Korean ECA lending to provide an exceptional all-in cost and structure.”\r\n\r\nThe Facility comprises the following:\r\n<ul>\r\n	<li>An ECA tranche of up to USD268 million that is being provided by KEXIM, representing approximately 67% of the facility amount.</li>\r\n	<li>A Commercial tranche of up to USD133 million, split equally between the two commercial lenders, representing approximately 33% of the facility amount.</li>\r\n</ul>\r\nThe debt financing will be secured against seven of the Company’s VLGC newbuildings. The blended margin over LIBOR applicable across all tranches of the financing is 1.70% p.a., and the weighted average amortisation profile will be 18 years.\r\n\r\nVijay Kamath, BW LPG Chief Financial Officer, added, “This facility, we believe, is a market leading financing in terms of pricing, tenor and structure and reflects the strong continued support that the Company enjoys from its banks and the lending community. This facility is a culmination of a substantial effort from our team and also the Banks and financial institutions involved, to all of whom we would like to express our sincere gratitude.”\r\n\r\nThe covenants applied to this financing programme are the same that have been applicable in BW LPG’s previous financing transaction of USD700 million facility (outlined on page 125 of our IPO prospectus).\r\n\r\nThis Facility also contains the change of control provision (consistent with the US$700m IPO financing) that if Sohmen family interests cease to hold more than 50% in BW Group; BW Group ceases to hold more than 35% in the Company; or another person or entity than BW Group acquires more than 50% in the Company; the Facility must be cancelled and repaid in full.\r\n\r\nImage (c) shipspotting.com / Gilbert Cailler','BW LPG Limited announces financing program for seven VLGC new buildings','','inherit','open','open','','633-revision-v1','','','2015-02-17 17:57:09','2015-02-17 17:57:09','',633,'http://myseatime.com/blogadm/633-revision-v1/',0,'revision','',0,0),(636,1,'2015-02-17 17:58:20','2015-02-17 17:58:20','BW LPG Limited (“BW LPG”, the “Company”, OSE ticker code: “BWLPG”) announced today that it has signed a Facility Agreement for a debt facility of up to USD400 million for financing seven of its VLGC newbuildings.\r\n\r\nThe financing has been raised from The Export-Import Bank of Korea (“KEXIM”) as Export Credit Agency (ECA) lender, with DNB Asia Limited (“DNB”) and Skandinaviska Enskilda Banken AB (Publ), Singapore Branch, (“SEB”) as Mandated Lead Arrangers and commercial lenders.\r\n\r\nDNB and HSBC Bank Plc. (“HSBC”) acted as ECA structuring advisors with HSBC also acting as ECA coordinator.\r\n\r\nBW LPG Chief Executive Officer, Nicholas Gleeson, commenting on the financing said, “We are very pleased with this financing, which leverages the well-priced Korean ECA lending to provide an exceptional all-in cost and structure.”\r\n\r\nThe Facility comprises the following:\r\n\r\nAn ECA tranche of up to USD268 million that is being provided by KEXIM, representing approximately 67% of the facility amount.\r\n\r\nA Commercial tranche of up to USD133 million, split equally between the two commercial lenders, representing approximately 33% of the facility amount.\r\n\r\nThe debt financing will be secured against seven of the Company’s VLGC newbuildings. The blended margin over LIBOR applicable across all tranches of the financing is 1.70% p.a., and the weighted average amortisation profile will be 18 years.\r\n\r\nVijay Kamath, BW LPG Chief Financial Officer, added, “This facility, we believe, is a market leading financing in terms of pricing, tenor and structure and reflects the strong continued support that the Company enjoys from its banks and the lending community. This facility is a culmination of a substantial effort from our team and also the Banks and financial institutions involved, to all of whom we would like to express our sincere gratitude.”\r\n\r\nThe covenants applied to this financing programme are the same that have been applicable in BW LPG’s previous financing transaction of USD700 million facility (outlined on page 125 of our IPO prospectus).\r\n\r\nThis Facility also contains the change of control provision (consistent with the US$700m IPO financing) that if Sohmen family interests cease to hold more than 50% in BW Group; BW Group ceases to hold more than 35% in the Company; or another person or entity than BW Group acquires more than 50% in the Company; the Facility must be cancelled and repaid in full.\r\n\r\nImage (c) shipspotting.com / Gilbert Cailler','BW LPG Limited announces financing program for seven VLGC new buildings','','inherit','open','open','','633-revision-v1','','','2015-02-17 17:58:20','2015-02-17 17:58:20','',633,'http://myseatime.com/blogadm/633-revision-v1/',0,'revision','',0,0),(637,3,'2015-02-17 18:16:50','2015-02-17 18:16:50','Two Ro-Ro vessels owned and operated by Stena Line, the Sweden based transport and ferry company, are to be retrofitted with Wärtsilä in-line closed-loop scrubber systems. The scrubbers will be installed on the ‘Stena Transit’ and ‘Stena Transporter’ ferries operating between Hoek van Holland in the Netherlands and Killingholme in the U.K. The order was placed with Wärtsilä in December 2014 and the retrofitting is scheduled to take place in Q4 2015 and Q1 2016.\r\n\r\nBy installing Wärtsilä scrubber systems, the ferries will comply with the regulations covering emissions of sulphur oxides (SOx) while using conventional residual marine fuel (HFO). The operating routes of these two ferries fall within the North Sea’s Sulphur Emission Control Area (SECA).\r\n\r\nThis is the first ever order for an in-line closed loop scrubber system, as the in-line option has earlier only been available with open loop systems. The compact design of the inline system saves space and it also facilitates easier and faster installation, thereby reducing the length of time that the vessel needs to be out of service for retrofitting.\r\n\r\nThe Wärtsilä closed loop scrubber system operates so that the wash water is being circulated within the scrubber. Exhaust gas enters the scrubber and is sprayed with sea water that has been mixed with caustic soda (NaOH). The sulphur oxides in the exhaust react with this mixture and are thereby neutralised. The cleaned effluents can be safely discharged overboard without causing harm to the environment.\r\n\r\n“Wärtsilä was the first company to be awarded certification for marine scrubber technology, and we are the clear market leaders in this field. Our in-house know-how of engines, scrubber systems and marine applications is backed by our extensive resources and global reach. Furthermore, our extensive experience in retrofitting projects added considerable value to our engineering preparations for the project, and has thus helped the customer in their discussions with the yard. With the latest restrictions to sulphur emissions affecting more and more of the global fleet, our scrubber systems offer a competitive alternative to low sulphur fuels,” says Mr Juha Kytölä, Vice President, Environmental Solutions, Wärtsilä Ship Power.\r\n\r\n“Stena Line takes environmental issues very seriously and the retrofitting of Wärtsilä scrubber systems to these vessels will significantly lower their environmental footprint. We are also, in cooperation with Wärtsilä and other partners, converting the Stena Germanica on the route Göteborg-Kiel to be run on Methanol, another step in our strive to achieve sustainable shipping. In the scrubber retrofit we are especially happy with the in-line option, which means that the retrofitting will take less time and allow the ships to be back in service with a minimum of delay,” says Mr Bjarne Koitrand, Technical Director, Stena Line.\r\n\r\nAs part of this contract Wärtsilä will, in addition to the scrubbers, also supply engineering support, technical advisor services, and commissioning of the systems.','Stena lines orders Wärtsilä scrubber for two vessels','','publish','open','open','','stena-lines-orders-wartsila-scrubber-for-two-vessels','','','2015-02-27 05:29:09','2015-02-27 05:29:09','',0,'http://myseatime.com/blogadm/?p=637',0,'post','',0,35),(638,1,'2015-02-17 18:10:08','2015-02-17 18:10:08','Two Ro-Ro vessels owned and operated by Stena Line, the Sweden based transport and ferry company, are to be retrofitted with Wärtsilä in-line closed-loop scrubber systems. The scrubbers will be installed on the ‘Stena Transit’ and ‘Stena Transporter’ ferries operating between Hoek van Holland in the Netherlands and Killingholme in the U.K. The order was placed with Wärtsilä in December 2014 and the retrofitting is scheduled to take place in Q4 2015 and Q1 2016.\r\n\r\nBy installing Wärtsilä scrubber systems, the ferries will comply with the regulations covering emissions of sulphur oxides (SOx) while using conventional residual marine fuel (HFO). The operating routes of these two ferries fall within the North Sea’s Sulphur Emission Control Area (SECA).\r\n\r\nThis is the first ever order for an in-line closed loop scrubber system, as the in-line option has earlier only been available with open loop systems. The compact design of the inline system saves space and it also facilitates easier and faster installation, thereby reducing the length of time that the vessel needs to be out of service for retrofitting.\r\n\r\nThe Wärtsilä closed loop scrubber system operates so that the wash water is being circulated within the scrubber. Exhaust gas enters the scrubber and is sprayed with sea water that has been mixed with caustic soda (NaOH). The sulphur oxides in the exhaust react with this mixture and are thereby neutralised. The cleaned effluents can be safely discharged overboard without causing harm to the environment.\r\n\r\n“Wärtsilä was the first company to be awarded certification for marine scrubber technology, and we are the clear market leaders in this field. Our in-house know-how of engines, scrubber systems and marine applications is backed by our extensive resources and global reach. Furthermore, our extensive experience in retrofitting projects added considerable value to our engineering preparations for the project, and has thus helped the customer in their discussions with the yard. With the latest restrictions to sulphur emissions affecting more and more of the global fleet, our scrubber systems offer a competitive alternative to low sulphur fuels,” says Mr Juha Kytölä, Vice President, Environmental Solutions, Wärtsilä Ship Power.\r\n\r\n“Stena Line takes environmental issues very seriously and the retrofitting of Wärtsilä scrubber systems to these vessels will significantly lower their environmental footprint. We are also, in cooperation with Wärtsilä and other partners, converting the Stena Germanica on the route Göteborg-Kiel to be run on Methanol, another step in our strive to achieve sustainable shipping. In the scrubber retrofit we are especially happy with the in-line option, which means that the retrofitting will take less time and allow the ships to be back in service with a minimum of delay,” says Mr Bjarne Koitrand, Technical Director, Stena Line.\r\n\r\nAs part of this contract Wärtsilä will, in addition to the scrubbers, also supply engineering support, technical advisor services, and commissioning of the systems.','Stena lines orders Wärtsilä scrubber for two vessels','','inherit','open','open','','637-revision-v1','','','2015-02-17 18:10:08','2015-02-17 18:10:08','',637,'http://myseatime.com/blogadm/637-revision-v1/',0,'revision','',0,0),(639,1,'2015-02-17 18:16:44','2015-02-17 18:16:44','','Stena transporter_opt','','inherit','open','open','','stena-transporter_opt','','','2015-02-17 18:16:44','2015-02-17 18:16:44','',637,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Stena-transporter_opt.jpg',0,'attachment','image/jpeg',0,0),(640,3,'2015-02-17 18:31:44','2015-02-17 18:31:44','The bomb found on thai tanker M.T. Lupin has turned to be a fake one.\r\n\r\nAccording to Thai Navy\'s ordnance officer, the fake bomb was found with  an electric circuit and battery with no explosive material.\r\n\r\nAs per ReCAAP, \"The use of this ploy serves to distract the authorities, delay their responses and deter the crew from doing much whilst the perpetrators escaped\".\r\n\r\nimage (c) shipspotting.com','The bomb on thai tanker turned to be fake','','publish','open','open','','the-bomb-on-thai-tanker-turned-to-be-fake','','','2015-02-17 18:31:44','2015-02-17 18:31:44','',0,'http://myseatime.com/blogadm/?p=640',0,'post','',0,0),(641,1,'2015-02-17 18:31:44','2015-02-17 18:31:44','The bomb found on thai tanker M.T. Lupin has turned to be a fake one.\r\n\r\nAccording to Thai Navy\'s ordnance officer, the fake bomb was found with  an electric circuit and battery with no explosive material.\r\n\r\nAs per ReCAAP, \"The use of this ploy serves to distract the authorities, delay their responses and deter the crew from doing much whilst the perpetrators escaped\".\r\n\r\nimage (c) shipspotting.com','The bomb on thai tanker turned to be fake','','inherit','open','open','','640-revision-v1','','','2015-02-17 18:31:44','2015-02-17 18:31:44','',640,'http://myseatime.com/blogadm/640-revision-v1/',0,'revision','',0,0),(642,3,'2015-02-19 16:20:01','2015-02-19 16:20:01','The hydrocarbon leak on the Statoil-operated Gudrun field occurred at 06:40 on Wednesday 18 February. Production was then shut down and the facility depressurised.\r\n\r\nThe size of the leak is currently not known.\r\n\r\nNo personal injuries resulting from the incident have been reported. There were 26 persons on board the Gudrun facility when the incident occurred, and 97 persons on board the West Epsilon mobile drilling facility close by.\r\n\r\nThe PSA has decided to initiate an investigation of the incident.\r\n\r\nThe objects of the investigation include clarifying the chain of events and identifying proximate and underlying causes.\r\n\r\nSource: Petroleum safety Authority Norway\r\n\r\nImage (c) statoil','Gudrun field in North sea ship down due to hydrocarbon leak','','publish','open','open','','gudrun-field-in-north-sea-ship-down-due-to-hydrocarbon-leak','','','2015-02-19 16:20:01','2015-02-19 16:20:01','',0,'http://myseatime.com/blogadm/?p=642',0,'post','',0,47),(643,1,'2015-02-19 16:19:20','2015-02-19 16:19:20','Installation of the Gudrun topside.','Gudrun','','inherit','open','open','','gudrun','','','2015-02-19 16:19:20','2015-02-19 16:19:20','',642,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Gudrun-statoil_opt.jpg',0,'attachment','image/jpeg',0,0),(644,1,'2015-02-19 16:20:01','2015-02-19 16:20:01','The hydrocarbon leak on the Statoil-operated Gudrun field occurred at 06:40 on Wednesday 18 February. Production was then shut down and the facility depressurised.\r\n\r\nThe size of the leak is currently not known.\r\n\r\nNo personal injuries resulting from the incident have been reported. There were 26 persons on board the Gudrun facility when the incident occurred, and 97 persons on board the West Epsilon mobile drilling facility close by.\r\n\r\nThe PSA has decided to initiate an investigation of the incident.\r\n\r\nThe objects of the investigation include clarifying the chain of events and identifying proximate and underlying causes.\r\n\r\nSource: Petroleum safety Authority Norway\r\n\r\nImage (c) statoil','Gudrun field in North sea ship down due to hydrocarbon leak','','inherit','open','open','','642-revision-v1','','','2015-02-19 16:20:01','2015-02-19 16:20:01','',642,'http://myseatime.com/blogadm/642-revision-v1/',0,'revision','',0,0),(645,1,'2015-02-19 17:16:44','2015-02-19 17:16:44','Strong trade growth, moderating fleet development and deployment of new fuel efficient vessels are expected to lead to a recovery in dry bulk shipping rates later in 2015, according to the latest edition of the <i>Dry Bulk Forecaster</i>, published by global shipping consultancy Drewry.\r\n\r\n<i>“We expect rates to remain under pressure through the first quarter of 2015,”</i> said Rahul Sharan, Drewry’s dry bulk shipping lead analyst. <i>“However, thereafter earnings will recover as modern fuel efficient ships gain employment at higher rates relative to older ships. This is one of the reasons why average charter rates recovered in 2014 compared to 2013, despite continuing capacity pressure.”</i>\r\n\r\nModern vessels command higher rates due to their superior fuel efficiency and environmental credentials, relative to older units. Drewry estimates that since 2011 the average age of the dry bulk fleet has declined from 12 to 9 years (see above graph) which is one of several factors that has helped to support charter rates in an otherwise weak market.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/image.jpg\"><img class=\"aligncenter size-full wp-image-646\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/image.jpg\" alt=\"image\" width=\"489\" height=\"312\" /></a>\r\nDrewry estimates that the dry bulk shipping trade increased 8.3% in 2014, supported by strong iron ore demand and a 20% leap in grain trade. New vessel deliveries declined in 2014 as owners deferred orders in light of a weak market which limited 2014 fleet growth to 5.3% compared with 6.2% in 2013. Future capacity additions to the dry bulk fleet are likely to be checked by the conversion of some existing dry bulk orders to tankers, and continued slippage with new deliveries.\r\n\r\n<i>“We expect to see some acceleration in 2015 deliveries despite a moderating orderbook, thanks largely to increased slippage from 2014,”</i> added Sharan. <i>“However, despite the uncertainty surrounding the global economy, we anticipate that 2015 will be another year in which dry bulk demand outpaces supply. This more favourable capacity outlook coupled with the influx of modern fuel efficient ships points to a recovery in the dry bulk shipping market in the second half of 2015.”</i>\r\n\r\nSource: Drewry\r\n\r\nImage (for representation only)','Dry bulk shipping to recover in late 2015 as per Drewry','','publish','open','open','','dry-bulk-shipping-to-recover-in-late-2015-as-per-drewry','','','2015-02-27 05:29:25','2015-02-27 05:29:25','',0,'http://myseatime.com/blogadm/?p=645',0,'post','',0,36),(646,1,'2015-02-19 17:14:38','2015-02-19 17:14:38','','image','','inherit','open','open','','image','','','2015-02-19 17:14:38','2015-02-19 17:14:38','',645,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/image.jpg',0,'attachment','image/jpeg',0,0),(647,1,'2015-02-19 17:16:44','2015-02-19 17:16:44','Strong trade growth, moderating fleet development and deployment of new fuel efficient vessels are expected to lead to a recovery in dry bulk shipping rates later in 2015, according to the latest edition of the <i>Dry Bulk Forecaster</i>, published by global shipping consultancy Drewry.\r\n\r\n<i>“We expect rates to remain under pressure through the first quarter of 2015,”</i> said Rahul Sharan, Drewry’s dry bulk shipping lead analyst. <i>“However, thereafter earnings will recover as modern fuel efficient ships gain employment at higher rates relative to older ships. This is one of the reasons why average charter rates recovered in 2014 compared to 2013, despite continuing capacity pressure.”</i>\r\n\r\nModern vessels command higher rates due to their superior fuel efficiency and environmental credentials, relative to older units. Drewry estimates that since 2011 the average age of the dry bulk fleet has declined from 12 to 9 years (see above graph) which is one of several factors that has helped to support charter rates in an otherwise weak market.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/image.jpg\"><img class=\"aligncenter size-full wp-image-646\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/image.jpg\" alt=\"image\" width=\"489\" height=\"312\" /></a>\r\nDrewry estimates that the dry bulk shipping trade increased 8.3% in 2014, supported by strong iron ore demand and a 20% leap in grain trade. New vessel deliveries declined in 2014 as owners deferred orders in light of a weak market which limited 2014 fleet growth to 5.3% compared with 6.2% in 2013. Future capacity additions to the dry bulk fleet are likely to be checked by the conversion of some existing dry bulk orders to tankers, and continued slippage with new deliveries.\r\n\r\n<i>“We expect to see some acceleration in 2015 deliveries despite a moderating orderbook, thanks largely to increased slippage from 2014,”</i> added Sharan. <i>“However, despite the uncertainty surrounding the global economy, we anticipate that 2015 will be another year in which dry bulk demand outpaces supply. This more favourable capacity outlook coupled with the influx of modern fuel efficient ships points to a recovery in the dry bulk shipping market in the second half of 2015.”</i>\r\n\r\nSource: Drewry\r\n\r\nImage (for representation only)','Dry bulk shipping to recover in late 2015 as per Drewry','','inherit','open','open','','645-revision-v1','','','2015-02-19 17:16:44','2015-02-19 17:16:44','',645,'http://myseatime.com/blogadm/645-revision-v1/',0,'revision','',0,0),(648,3,'2015-02-19 17:32:23','2015-02-19 17:32:23','Container shipping rates on intra-Asia trades have fallen to their lowest level in four years, according to the Container Freight Rate Insight which is updated weekly and published online at http://www.drewry.co.uk/cfri by global shipping consultancy Drewry.\r\n\r\nDrewry’s Intra-Asia Freight Rate Index fell 10% in the three months to January 2015 to reach $900 per 40ft, its lowest level since Drewry first started publishing the index in March 2011. The index has depreciated 7% in the last 12 months.\r\n\r\nThe Intra-Asia Freight Rate Index is a weighted average of spot container freight rates across multiple routes serving intra-Asian trades, excluding South Asia and Middle Eastern trades. It is published every month in the Container Freight Rate Insight along with benchmark freight rates on over 600 trade lanes around the world, including 90 routes covering intra-Asian trades.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\"><img class=\"aligncenter size-full wp-image-649\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\" alt=\"drewry\" width=\"618\" height=\"423\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n“Drewry’s Intra-Asia Freight Rate Index, which is typically stable, is now being impacted by the slowdown in the Chinese economy and cargo demand on these key trade lanes,” said Stijn Rubens, senior advisor at Drewry Supply Chain Advisors. “Shipping lines have also been deploying larger ships and introducing new services, which has only increased the pressure on Intra-Asia freight rates.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe collapse in intra-Asian pricing contrasts with a recovery in global container freight rates over the same period. Drewry’s Global Freight Rate Index, a weighted average across the main deepsea trades, which excludes intra-Asia and intra-Europe trades, climbed 11% in the three months to January to reach $2,135 per 40ft. Much of the rise was supported by stronger rates on East-West headhaul trades, but pricing on North-South routes, particularly those serving South America and Africa have weakened in recent months.\r\n\r\n“We expect the decline in intra-Asian rates to stabilise as trade picks up following the Chinese New Year holiday period,” added Rubens. “But longer term, rates on these routes will remain under pressure so long as carriers continue to cascade unwanted tonnage on these once buoyant trades.”\r\n\r\nimage(for representation only) (c) Wikimedia\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Intra-Asia freight rates hit lowest level in four years','','publish','open','open','','intra-asia-freight-rates-hit-lowest-level-in-four-years','','','2015-02-27 05:29:34','2015-02-27 05:29:34','',0,'http://myseatime.com/blogadm/?p=648',0,'post','',0,68),(649,1,'2015-02-19 17:22:10','2015-02-19 17:22:10','','drewry','','inherit','open','open','','screen-shot-2015-02-19-at-10-52-44-pm','','','2015-02-19 17:22:22','2015-02-19 17:22:22','',648,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png',0,'attachment','image/png',0,0),(650,1,'2015-02-19 17:31:13','2015-02-19 17:31:13','','Container_Ship','Wikimedia','inherit','open','open','','container_ship_opt','','','2015-02-19 17:31:38','2015-02-19 17:31:38','',648,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Container_Ship_opt.jpg',0,'attachment','image/jpeg',0,0),(651,1,'2015-02-19 17:32:23','2015-02-19 17:32:23','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nContainer shipping rates on intra-Asia trades have fallen to their lowest level in four years, according to the Container Freight Rate Insight which is updated weekly and published online at http://www.drewry.co.uk/cfri by global shipping consultancy Drewry.\r\n\r\nDrewry’s Intra-Asia Freight Rate Index fell 10% in the three months to January 2015 to reach $900 per 40ft, its lowest level since Drewry first started publishing the index in March 2011. The index has depreciated 7% in the last 12 months.\r\n\r\nThe Intra-Asia Freight Rate Index is a weighted average of spot container freight rates across multiple routes serving intra-Asian trades, excluding South Asia and Middle Eastern trades. It is published every month in the Container Freight Rate Insight along with benchmark freight rates on over 600 trade lanes around the world, including 90 routes covering intra-Asian trades.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\"><img class=\"aligncenter size-full wp-image-649\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\" alt=\"drewry\" width=\"618\" height=\"423\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n“Drewry’s Intra-Asia Freight Rate Index, which is typically stable, is now being impacted by the slowdown in the Chinese economy and cargo demand on these key trade lanes,” said Stijn Rubens, senior advisor at Drewry Supply Chain Advisors. “Shipping lines have also been deploying larger ships and introducing new services, which has only increased the pressure on Intra-Asia freight rates.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe collapse in intra-Asian pricing contrasts with a recovery in global container freight rates over the same period. Drewry’s Global Freight Rate Index, a weighted average across the main deepsea trades, which excludes intra-Asia and intra-Europe trades, climbed 11% in the three months to January to reach $2,135 per 40ft. Much of the rise was supported by stronger rates on East-West headhaul trades, but pricing on North-South routes, particularly those serving South America and Africa have weakened in recent months.\r\n\r\n“We expect the decline in intra-Asian rates to stabilise as trade picks up following the Chinese New Year holiday period,” added Rubens. “But longer term, rates on these routes will remain under pressure so long as carriers continue to cascade unwanted tonnage on these once buoyant trades.”\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>','Intra-Asia freight rates hit lowest level in four years','','inherit','open','open','','648-revision-v1','','','2015-02-19 17:32:23','2015-02-19 17:32:23','',648,'http://myseatime.com/blogadm/648-revision-v1/',0,'revision','',0,0),(652,1,'2015-02-19 17:35:54','2015-02-19 17:35:54','Container shipping rates on intra-Asia trades have fallen to their lowest level in four years, according to the Container Freight Rate Insight which is updated weekly and published online at http://www.drewry.co.uk/cfri by global shipping consultancy Drewry.\r\n\r\nDrewry’s Intra-Asia Freight Rate Index fell 10% in the three months to January 2015 to reach $900 per 40ft, its lowest level since Drewry first started publishing the index in March 2011. The index has depreciated 7% in the last 12 months.\r\n\r\nThe Intra-Asia Freight Rate Index is a weighted average of spot container freight rates across multiple routes serving intra-Asian trades, excluding South Asia and Middle Eastern trades. It is published every month in the Container Freight Rate Insight along with benchmark freight rates on over 600 trade lanes around the world, including 90 routes covering intra-Asian trades.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\"><img class=\"aligncenter size-full wp-image-649\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\" alt=\"drewry\" width=\"618\" height=\"423\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n“Drewry’s Intra-Asia Freight Rate Index, which is typically stable, is now being impacted by the slowdown in the Chinese economy and cargo demand on these key trade lanes,” said Stijn Rubens, senior advisor at Drewry Supply Chain Advisors. “Shipping lines have also been deploying larger ships and introducing new services, which has only increased the pressure on Intra-Asia freight rates.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe collapse in intra-Asian pricing contrasts with a recovery in global container freight rates over the same period. Drewry’s Global Freight Rate Index, a weighted average across the main deepsea trades, which excludes intra-Asia and intra-Europe trades, climbed 11% in the three months to January to reach $2,135 per 40ft. Much of the rise was supported by stronger rates on East-West headhaul trades, but pricing on North-South routes, particularly those serving South America and Africa have weakened in recent months.\r\n\r\n“We expect the decline in intra-Asian rates to stabilise as trade picks up following the Chinese New Year holiday period,” added Rubens. “But longer term, rates on these routes will remain under pressure so long as carriers continue to cascade unwanted tonnage on these once buoyant trades.”\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>','Intra-Asia freight rates hit lowest level in four years','','inherit','open','open','','648-revision-v1','','','2015-02-19 17:35:54','2015-02-19 17:35:54','',648,'http://myseatime.com/blogadm/648-revision-v1/',0,'revision','',0,0),(653,1,'2015-02-19 17:36:24','2015-02-19 17:36:24','Container shipping rates on intra-Asia trades have fallen to their lowest level in four years, according to the Container Freight Rate Insight which is updated weekly and published online at http://www.drewry.co.uk/cfri by global shipping consultancy Drewry.\r\n\r\nDrewry’s Intra-Asia Freight Rate Index fell 10% in the three months to January 2015 to reach $900 per 40ft, its lowest level since Drewry first started publishing the index in March 2011. The index has depreciated 7% in the last 12 months.\r\n\r\nThe Intra-Asia Freight Rate Index is a weighted average of spot container freight rates across multiple routes serving intra-Asian trades, excluding South Asia and Middle Eastern trades. It is published every month in the Container Freight Rate Insight along with benchmark freight rates on over 600 trade lanes around the world, including 90 routes covering intra-Asian trades.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\"><img class=\"aligncenter size-full wp-image-649\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\" alt=\"drewry\" width=\"618\" height=\"423\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n“Drewry’s Intra-Asia Freight Rate Index, which is typically stable, is now being impacted by the slowdown in the Chinese economy and cargo demand on these key trade lanes,” said Stijn Rubens, senior advisor at Drewry Supply Chain Advisors. “Shipping lines have also been deploying larger ships and introducing new services, which has only increased the pressure on Intra-Asia freight rates.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe collapse in intra-Asian pricing contrasts with a recovery in global container freight rates over the same period. Drewry’s Global Freight Rate Index, a weighted average across the main deepsea trades, which excludes intra-Asia and intra-Europe trades, climbed 11% in the three months to January to reach $2,135 per 40ft. Much of the rise was supported by stronger rates on East-West headhaul trades, but pricing on North-South routes, particularly those serving South America and Africa have weakened in recent months.\r\n\r\n“We expect the decline in intra-Asian rates to stabilise as trade picks up following the Chinese New Year holiday period,” added Rubens. “But longer term, rates on these routes will remain under pressure so long as carriers continue to cascade unwanted tonnage on these once buoyant trades.”\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Intra-Asia freight rates hit lowest level in four years','','inherit','open','open','','648-revision-v1','','','2015-02-19 17:36:24','2015-02-19 17:36:24','',648,'http://myseatime.com/blogadm/648-revision-v1/',0,'revision','',0,0),(654,1,'2015-02-19 17:37:11','2015-02-19 17:37:11','Container shipping rates on intra-Asia trades have fallen to their lowest level in four years, according to the Container Freight Rate Insight which is updated weekly and published online at http://www.drewry.co.uk/cfri by global shipping consultancy Drewry.\r\n\r\nDrewry’s Intra-Asia Freight Rate Index fell 10% in the three months to January 2015 to reach $900 per 40ft, its lowest level since Drewry first started publishing the index in March 2011. The index has depreciated 7% in the last 12 months.\r\n\r\nThe Intra-Asia Freight Rate Index is a weighted average of spot container freight rates across multiple routes serving intra-Asian trades, excluding South Asia and Middle Eastern trades. It is published every month in the Container Freight Rate Insight along with benchmark freight rates on over 600 trade lanes around the world, including 90 routes covering intra-Asian trades.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\"><img class=\"aligncenter size-full wp-image-649\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Screen-Shot-2015-02-19-at-10.52.44-pm.png\" alt=\"drewry\" width=\"618\" height=\"423\" /></a>\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n“Drewry’s Intra-Asia Freight Rate Index, which is typically stable, is now being impacted by the slowdown in the Chinese economy and cargo demand on these key trade lanes,” said Stijn Rubens, senior advisor at Drewry Supply Chain Advisors. “Shipping lines have also been deploying larger ships and introducing new services, which has only increased the pressure on Intra-Asia freight rates.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe collapse in intra-Asian pricing contrasts with a recovery in global container freight rates over the same period. Drewry’s Global Freight Rate Index, a weighted average across the main deepsea trades, which excludes intra-Asia and intra-Europe trades, climbed 11% in the three months to January to reach $2,135 per 40ft. Much of the rise was supported by stronger rates on East-West headhaul trades, but pricing on North-South routes, particularly those serving South America and Africa have weakened in recent months.\r\n\r\n“We expect the decline in intra-Asian rates to stabilise as trade picks up following the Chinese New Year holiday period,” added Rubens. “But longer term, rates on these routes will remain under pressure so long as carriers continue to cascade unwanted tonnage on these once buoyant trades.”\r\n\r\nimage(for representation only) (c) Wikimedia\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Intra-Asia freight rates hit lowest level in four years','','inherit','open','open','','648-revision-v1','','','2015-02-19 17:37:11','2015-02-19 17:37:11','',648,'http://myseatime.com/blogadm/648-revision-v1/',0,'revision','',0,0),(656,3,'2015-02-20 17:08:05','2015-02-20 17:08:05','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced a program of recycling \"lashing belts,\" which are used to hold vehicles in place aboard car carriers. Under this world-first scheme in the ocean shipping industry, not only will resources be recycled and reused, but jobs will be created and filled by the disabled.\r\n\r\nHeretofore, when lashing belts reached the end of their useful lives, they were treated as industrial waste. As there are enough belts being thrown away to merit recycling, MOL decided to deliver them to a recycling company in Oita Prefecture, where they will all be recycled (*).\r\n\r\nFurther, MOL is entrusting the work of readying the belts for recycling in the hands of an NPO that supports jobs for the disabled, and these people will be given jobs in the operation. This is part of its efforts to contribute to the society through employment support for the disabled.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/MOL.jpg\"><img class=\"aligncenter size-full wp-image-657\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/MOL.jpg\" alt=\"MOL\" width=\"730\" height=\"830\" /></a>\r\n\r\nMOL continues social contribution activities to realize the sustainable growth of the company and society.\r\n<p class=\"exp\">*The recycling system - The lashing belts are separated into plastic and metal parts. The plastics will be turned into secondary fuel, and the metal turned into scrap that can be reused.</p>\r\n<p class=\"exp\">Image Credit: wikimedia</p>','MOL Establishes Recycling Scheme for Special Lashing Belts Used in Car Carriers','','publish','open','open','','mol-establishes-recycling-scheme-for-special-lashing-belts-used-in-car-carriers','','','2015-02-27 05:29:39','2015-02-27 05:29:39','',0,'http://myseatime.com/blogadm/?p=656',0,'post','',0,31),(657,1,'2015-02-20 17:03:17','2015-02-20 17:03:17','','MOL','','inherit','open','open','','mol','','','2015-02-20 17:03:17','2015-02-20 17:03:17','',656,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/MOL.jpg',0,'attachment','image/jpeg',0,0),(658,1,'2015-02-20 17:07:02','2015-02-20 17:07:02','','Car_carrier_Aquamarine_Ace_opt','','inherit','open','open','','car_carrier_aquamarine_ace_opt','','','2015-02-20 17:07:02','2015-02-20 17:07:02','',656,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Car_carrier_Aquamarine_Ace_opt.jpg',0,'attachment','image/jpeg',0,0),(659,1,'2015-02-20 17:08:05','2015-02-20 17:08:05','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced a program of recycling \"lashing belts,\" which are used to hold vehicles in place aboard car carriers. Under this world-first scheme in the ocean shipping industry, not only will resources be recycled and reused, but jobs will be created and filled by the disabled.\r\n\r\nHeretofore, when lashing belts reached the end of their useful lives, they were treated as industrial waste. As there are enough belts being thrown away to merit recycling, MOL decided to deliver them to a recycling company in Oita Prefecture, where they will all be recycled (*).\r\n\r\nFurther, MOL is entrusting the work of readying the belts for recycling in the hands of an NPO that supports jobs for the disabled, and these people will be given jobs in the operation. This is part of its efforts to contribute to the society through employment support for the disabled.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/MOL.jpg\"><img class=\"aligncenter size-full wp-image-657\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/MOL.jpg\" alt=\"MOL\" width=\"730\" height=\"830\" /></a>\r\n\r\nMOL continues social contribution activities to realize the sustainable growth of the company and society.\r\n<p class=\"exp\">*The recycling system - The lashing belts are separated into plastic and metal parts. The plastics will be turned into secondary fuel, and the metal turned into scrap that can be reused.</p>\r\n<p class=\"exp\">Image Credit: wikimedia</p>','MOL Establishes Recycling Scheme for Special Lashing Belts Used in Car Carriers','','inherit','open','open','','656-revision-v1','','','2015-02-20 17:08:05','2015-02-20 17:08:05','',656,'http://myseatime.com/blogadm/656-revision-v1/',0,'revision','',0,0),(660,3,'2015-02-21 04:33:41','2015-02-21 04:33:41','The world’s leading ship and offshore classification society DNV GL welcomes the world’s largest containership into class – the MSC Oscar. Delivered by Daewoo Shipbuilding &amp; Marine Engineering (DSME) in Geoje, South Korea, in January the 19,224TEU vessel is already plying its trade on the new East-West service.\r\nNot only does MSC Mediterranean Shipping Company’s newest vessel set a size benchmark for containerships in terms of capacity, but it has also been designed with a number of efficiency enhancing features. For example, the engine has been optimized so that fuel consumption can be automatically controlled to take into account both speed and weather conditions and she has a broad optimal speed range for enhanced operational flexibility.\r\n\r\n“For over forty years the MSC family has been growing – and so too has our fleet,“ Diego Aponte, MSC President and CEO, shares with us. “Our partnership with DNV GL continues to be an important part of our journey. Today we are proud to own the largest container vessel on the seas, the MSC Oscar, which adds to our solid reputation as a leading ocean carrier. She will soon be joined by sister ship MSC Oliver, built to the same demanding class regulations, which marks yet another milestone in our ongoing relationship with DNV GL.”\r\n\r\nIn less than twenty years the loading capacity of container vessels has more than tripled – with the length of the biggest vessels jumping from just over 300 to 400m during that time. MSC Oscar measures in at 395.4m long and 59m wide with a draft of 16m. Initially specified at 18,000TEU MSC Oscar was expanded during the building phase to add an extra tier above decks. The state of the art containership is unique in its wide beam design and use of torsion box and hatch coaming plates with steel plate thickness up to 100mm. The vessel is able to carry dangerous goods in holds, and approximately 1,800 reefer containers.\r\n\r\nThe vessel’s cargo capacity has also been enhanced by implementing the RSCS class notation (Route Specific Container Stowage). The RSCS notation was developed by DNV GL to provide an even more efficient usage of cargo capacity with more flexibility for laden containers on board for specific routes while not compromising on safety.\r\n\r\n“We are very pleased to mark this historic event with MSC, given our longstanding business relationship,” said Jan-Olaf Probst, Global Ship Type Director at DNV GL – Maritime. “DNV GL is proud to have been a part of MSC’s growth into a world leader in container shipping and we hope to be able to continue our successful cooperation for many years to come. MSC’s decision to construct MSC Oscar and its upcoming newbuildings according to the DNV GL regulations reflects a clear focus for quality, maximum efficiency and an awareness of the need for a more sustainable industry.”\r\n\r\nThe vessel’s construction took only eleven months to be completed from steel cutting to delivery, which included extensive commissioning and sea trials. MSC Oscar is the first of the series of six ultra large containerships (ULCS) of Olympic Series. The remaining sister vessels of the series are expected to be completed by November 2015.\r\n\r\nThe cooperation between MSC and DNV GL stretches back to some of MSC’s first vessels. And in 2005 the company’s first entry into the large boxship market, the 9,000TEU MSC Pamela, was built to DNV GL class rules.\r\n\r\nToday, MSC has 18 more vessels of over 19,000TEU on order. These deliveries could move MSC into the position of being the largest container shipping line in the world. The next of these vessels, MSC Oliver, also with DNV GL class, is expected for delivery in April.\r\n\r\nDNV GL has been the class of choice for shipowners moving into the ULCS segment, with virtually all of the largest vessels being constructed according to DNV GL rules.','DNV GL welcomes MSC Oscar, world’s largest boxship, to fleet','','publish','open','open','','dnv-gl-welcomes-msc-oscar-worlds-largest-boxship-to-fleet','','','2015-02-27 05:29:45','2015-02-27 05:29:45','',0,'http://myseatime.com/blogadm/?p=660',0,'post','',0,51),(661,1,'2015-02-21 04:33:11','2015-02-21 04:33:11','DNV GL','MSC Oscar at seatrial_opt','','inherit','open','open','','msc-oscar-at-seatrial_opt','','','2015-02-21 04:33:25','2015-02-21 04:33:25','',660,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/MSC-Oscar-at-seatrial_opt.jpg',0,'attachment','image/jpeg',0,0),(662,1,'2015-02-21 04:33:41','2015-02-21 04:33:41','<p class=\"dnvgl-article-intro\">The world’s leading ship and offshore classification society DNV GL welcomes the world’s largest containership into class – the MSC Oscar. Delivered by Daewoo Shipbuilding &amp; Marine Engineering (DSME) in Geoje, South Korea, in January the 19,224TEU vessel is already plying its trade on the new East-West service.</p>\r\nNot only does MSC Mediterranean Shipping Company’s newest vessel set a size benchmark for containerships in terms of capacity, but it has also been designed with a number of efficiency enhancing features. For example, the engine has been optimized so that fuel consumption can be automatically controlled to take into account both speed and weather conditions and she has a broad optimal speed range for enhanced operational flexibility.\r\n\r\n“For over forty years the MSC family has been growing – and so too has our fleet,“ Diego Aponte, MSC President and CEO, shares with us. “Our partnership with DNV GL continues to be an important part of our journey. Today we are proud to own the largest container vessel on the seas, the MSC Oscar, which adds to our solid reputation as a leading ocean carrier. She will soon be joined by sister ship MSC Oliver, built to the same demanding class regulations, which marks yet another milestone in our ongoing relationship with DNV GL.”\r\n\r\nIn less than twenty years the loading capacity of container vessels has more than tripled – with the length of the biggest vessels jumping from just over 300 to 400m during that time. MSC Oscar measures in at 395.4m long and 59m wide with a draft of 16m. Initially specified at 18,000TEU MSC Oscar was expanded during the building phase to add an extra tier above decks. The state of the art containership is unique in its wide beam design and use of torsion box and hatch coaming plates with steel plate thickness up to 100mm. The vessel is able to carry dangerous goods in holds, and approximately 1,800 reefer containers.\r\n\r\nThe vessel’s cargo capacity has also been enhanced by implementing the RSCS class notation (Route Specific Container Stowage). The RSCS notation was developed by DNV GL to provide an even more efficient usage of cargo capacity with more flexibility for laden containers on board for specific routes while not compromising on safety.\r\n\r\n“We are very pleased to mark this historic event with MSC, given our longstanding business relationship,” said Jan-Olaf Probst, Global Ship Type Director at DNV GL – Maritime. “DNV GL is proud to have been a part of MSC’s growth into a world leader in container shipping and we hope to be able to continue our successful cooperation for many years to come. MSC’s decision to construct MSC Oscar and its upcoming newbuildings according to the DNV GL regulations reflects a clear focus for quality, maximum efficiency and an awareness of the need for a more sustainable industry.”\r\n\r\nThe vessel’s construction took only eleven months to be completed from steel cutting to delivery, which included extensive commissioning and sea trials. MSC Oscar is the first of the series of six ultra large containerships (ULCS) of Olympic Series. The remaining sister vessels of the series are expected to be completed by November 2015.\r\n\r\nThe cooperation between MSC and DNV GL stretches back to some of MSC’s first vessels. And in 2005 the company’s first entry into the large boxship market, the 9,000TEU MSC Pamela, was built to DNV GL class rules.\r\n\r\nToday, MSC has 18 more vessels of over 19,000TEU on order. These deliveries could move MSC into the position of being the largest container shipping line in the world. The next of these vessels, MSC Oliver, also with DNV GL class, is expected for delivery in April.\r\n\r\nDNV GL has been the class of choice for shipowners moving into the ULCS segment, with virtually all of the largest vessels being constructed according to DNV GL rules.','DNV GL welcomes MSC Oscar, world’s largest boxship, to fleet','','inherit','open','open','','660-revision-v1','','','2015-02-21 04:33:41','2015-02-21 04:33:41','',660,'http://myseatime.com/blogadm/660-revision-v1/',0,'revision','',0,0),(663,3,'2015-02-21 05:15:58','2015-02-21 05:15:58','Leading classification society ClassNK (Chairman and President: Noboru Ueda) has announced it will carry out a joint research project aimed at improving safety standards for ultra-large container ships.\r\n\r\nAs container ships increase in size, so too does the thickness of the steel that is used. The preventative measures for brittle fracture become even more important with thicker steel especially in areas where higher stress occurs such as the upper deck and hatch side coaming of the cargo holds.\r\n\r\nIn light of this and to improve the safety standards of large container vessels, IACS released　its Unified Requirements for Use of Extremely Thick Steel Plates in January 2013. The requirements outline the necessary measures to be taken for the prevention of brittle crack propagation in the block-to-block butt joints of the hatch side coaming and upper deck to prevent large scale fracture of the hull girder.\r\n\r\nOne of the preventative measures is the use of brittle crack arrest steel, defined as steel with measured crack arrest properties. However, the IACS requirements apply only to brittle crack arrest steel plates with a thickness of up to 80mm. Where the thickness of these steel plates exceeds 80mm, the crack arrest parameter must be specifically agreed with each classification society.\r\n\r\nWith the introduction of 20,000 teu ultra-large container ships, the increased use of brittle crack arrest steel exceeding 80mm in thickness is expected. To ensure smooth adoption of thicker steel in the industry, ClassNK has embarked on a joint research project to develop technical standards in order to clarify the crack arrest parameter for steel plates exceeding 80mm in thickness. Through this joint research, ClassNK aims to establish clearer evaluation methods to form the proposal for unified IACS requirements for brittle crack arrest steel exceeding 80mm for the benefit of the entire maritime industry.\r\n\r\nThe project will be carried out as part of the ClassNK Joint R&amp;D for Industry Program in collaboration with the Japanese Welding Engineering Society (JWES), steel manufacturers, shipbuilders, and neutral research institutes, and is scheduled to be completed in mid-2016.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg\"><img class=\"aligncenter size-full wp-image-664\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg\" alt=\"hp_news_img\" width=\"305\" height=\"165\" /></a>\r\n\r\nClassNK will work towards establishing safer brittle crack arrest design for the construction of ultra-large container ships. By sharing the results from the joint research project with the greater maritime community it aims to help develop improved unified IACS requirements.\r\n\r\nClassNK is supporting the project as part of its Joint R&amp;D for Industry Program which provides research support and funding for joint research projects that address challenges faced by the maritime industry.\r\n\r\nImage (c) Class NK','ClassNK begins joint research on brittle crack arrest design','','publish','open','open','','classnk-begins-joint-research-on-brittle-crack-arrest-design','','','2015-02-27 05:29:51','2015-02-27 05:29:51','',0,'http://myseatime.com/blogadm/?p=663',0,'post','',0,55),(664,1,'2015-02-21 05:08:16','2015-02-21 05:08:16','','hp_news_img','','inherit','open','open','','hp_news_img','','','2015-02-21 05:08:16','2015-02-21 05:08:16','',663,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg',0,'attachment','image/jpeg',0,0),(665,1,'2015-02-21 05:15:30','2015-02-21 05:15:30','Class NK','Class-NK','','inherit','open','open','','class-nk','','','2015-02-21 05:15:39','2015-02-21 05:15:39','',663,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Class-NK.jpg',0,'attachment','image/jpeg',0,0),(666,1,'2015-02-21 05:15:58','2015-02-21 05:15:58','Leading classification society ClassNK (Chairman and President: Noboru Ueda) has announced it will carry out a joint research project aimed at improving safety standards for ultra-large container ships.\r\n\r\nAs container ships increase in size, so too does the thickness of the steel that is used. The preventative measures for brittle fracture become even more important with thicker steel especially in areas where higher stress occurs such as the upper deck and hatch side coaming of the cargo holds.\r\n\r\nIn light of this and to improve the safety standards of large container vessels, IACS released　its Unified Requirements for Use of Extremely Thick Steel Plates in January 2013. The requirements outline the necessary measures to be taken for the prevention of brittle crack propagation in the block-to-block butt joints of the hatch side coaming and upper deck to prevent large scale fracture of the hull girder.\r\n\r\nOne of the preventative measures is the use of brittle crack arrest steel, defined as steel with measured crack arrest properties. However, the IACS requirements apply only to brittle crack arrest steel plates with a thickness of up to 80mm. Where the thickness of these steel plates exceeds 80mm, the crack arrest parameter must be specifically agreed with each classification society.\r\n\r\nWith the introduction of 20,000 teu ultra-large container ships, the increased use of brittle crack arrest steel exceeding 80mm in thickness is expected. To ensure smooth adoption of thicker steel in the industry, ClassNK has embarked on a joint research project to develop technical standards in order to clarify the crack arrest parameter for steel plates exceeding 80mm in thickness. Through this joint research, ClassNK aims to establish clearer evaluation methods to form the proposal for unified IACS requirements for brittle crack arrest steel exceeding 80mm for the benefit of the entire maritime industry.\r\n\r\nThe project will be carried out as part of the ClassNK Joint R&amp;D for Industry Program in collaboration with the Japanese Welding Engineering Society (JWES), steel manufacturers, shipbuilders, and neutral research institutes, and is scheduled to be completed in mid-2016.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg\"><img class=\"aligncenter size-full wp-image-664\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg\" alt=\"hp_news_img\" width=\"305\" height=\"165\" /></a>\r\n\r\nClassNK will work towards establishing safer brittle crack arrest design for the construction of ultra-large container ships. By sharing the results from the joint research project with the greater maritime community it aims to help develop improved unified IACS requirements.\r\n\r\nClassNK is supporting the project as part of its Joint R&amp;D for Industry Program which provides research support and funding for joint research projects that address challenges faced by the maritime industry.','ClassNK begins joint research on brittle crack arrest design','','inherit','open','open','','663-revision-v1','','','2015-02-21 05:15:58','2015-02-21 05:15:58','',663,'http://myseatime.com/blogadm/663-revision-v1/',0,'revision','',0,0),(667,1,'2015-02-21 05:16:49','2015-02-21 05:16:49','Leading classification society ClassNK (Chairman and President: Noboru Ueda) has announced it will carry out a joint research project aimed at improving safety standards for ultra-large container ships.\r\n\r\nAs container ships increase in size, so too does the thickness of the steel that is used. The preventative measures for brittle fracture become even more important with thicker steel especially in areas where higher stress occurs such as the upper deck and hatch side coaming of the cargo holds.\r\n\r\nIn light of this and to improve the safety standards of large container vessels, IACS released　its Unified Requirements for Use of Extremely Thick Steel Plates in January 2013. The requirements outline the necessary measures to be taken for the prevention of brittle crack propagation in the block-to-block butt joints of the hatch side coaming and upper deck to prevent large scale fracture of the hull girder.\r\n\r\nOne of the preventative measures is the use of brittle crack arrest steel, defined as steel with measured crack arrest properties. However, the IACS requirements apply only to brittle crack arrest steel plates with a thickness of up to 80mm. Where the thickness of these steel plates exceeds 80mm, the crack arrest parameter must be specifically agreed with each classification society.\r\n\r\nWith the introduction of 20,000 teu ultra-large container ships, the increased use of brittle crack arrest steel exceeding 80mm in thickness is expected. To ensure smooth adoption of thicker steel in the industry, ClassNK has embarked on a joint research project to develop technical standards in order to clarify the crack arrest parameter for steel plates exceeding 80mm in thickness. Through this joint research, ClassNK aims to establish clearer evaluation methods to form the proposal for unified IACS requirements for brittle crack arrest steel exceeding 80mm for the benefit of the entire maritime industry.\r\n\r\nThe project will be carried out as part of the ClassNK Joint R&amp;D for Industry Program in collaboration with the Japanese Welding Engineering Society (JWES), steel manufacturers, shipbuilders, and neutral research institutes, and is scheduled to be completed in mid-2016.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg\"><img class=\"aligncenter size-full wp-image-664\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/hp_news_img.jpg\" alt=\"hp_news_img\" width=\"305\" height=\"165\" /></a>\r\n\r\nClassNK will work towards establishing safer brittle crack arrest design for the construction of ultra-large container ships. By sharing the results from the joint research project with the greater maritime community it aims to help develop improved unified IACS requirements.\r\n\r\nClassNK is supporting the project as part of its Joint R&amp;D for Industry Program which provides research support and funding for joint research projects that address challenges faced by the maritime industry.\r\n\r\nImage (c) Class NK','ClassNK begins joint research on brittle crack arrest design','','inherit','open','open','','663-revision-v1','','','2015-02-21 05:16:49','2015-02-21 05:16:49','',663,'http://myseatime.com/blogadm/663-revision-v1/',0,'revision','',0,0),(668,1,'2015-02-21 05:48:55','2015-02-21 05:48:55','The world’s leading ship and offshore classification society DNV GL welcomes the world’s largest containership into class – the MSC Oscar. Delivered by Daewoo Shipbuilding &amp; Marine Engineering (DSME) in Geoje, South Korea, in January the 19,224TEU vessel is already plying its trade on the new East-West service.\r\nNot only does MSC Mediterranean Shipping Company’s newest vessel set a size benchmark for containerships in terms of capacity, but it has also been designed with a number of efficiency enhancing features. For example, the engine has been optimized so that fuel consumption can be automatically controlled to take into account both speed and weather conditions and she has a broad optimal speed range for enhanced operational flexibility.\r\n\r\n“For over forty years the MSC family has been growing – and so too has our fleet,“ Diego Aponte, MSC President and CEO, shares with us. “Our partnership with DNV GL continues to be an important part of our journey. Today we are proud to own the largest container vessel on the seas, the MSC Oscar, which adds to our solid reputation as a leading ocean carrier. She will soon be joined by sister ship MSC Oliver, built to the same demanding class regulations, which marks yet another milestone in our ongoing relationship with DNV GL.”\r\n\r\nIn less than twenty years the loading capacity of container vessels has more than tripled – with the length of the biggest vessels jumping from just over 300 to 400m during that time. MSC Oscar measures in at 395.4m long and 59m wide with a draft of 16m. Initially specified at 18,000TEU MSC Oscar was expanded during the building phase to add an extra tier above decks. The state of the art containership is unique in its wide beam design and use of torsion box and hatch coaming plates with steel plate thickness up to 100mm. The vessel is able to carry dangerous goods in holds, and approximately 1,800 reefer containers.\r\n\r\nThe vessel’s cargo capacity has also been enhanced by implementing the RSCS class notation (Route Specific Container Stowage). The RSCS notation was developed by DNV GL to provide an even more efficient usage of cargo capacity with more flexibility for laden containers on board for specific routes while not compromising on safety.\r\n\r\n“We are very pleased to mark this historic event with MSC, given our longstanding business relationship,” said Jan-Olaf Probst, Global Ship Type Director at DNV GL – Maritime. “DNV GL is proud to have been a part of MSC’s growth into a world leader in container shipping and we hope to be able to continue our successful cooperation for many years to come. MSC’s decision to construct MSC Oscar and its upcoming newbuildings according to the DNV GL regulations reflects a clear focus for quality, maximum efficiency and an awareness of the need for a more sustainable industry.”\r\n\r\nThe vessel’s construction took only eleven months to be completed from steel cutting to delivery, which included extensive commissioning and sea trials. MSC Oscar is the first of the series of six ultra large containerships (ULCS) of Olympic Series. The remaining sister vessels of the series are expected to be completed by November 2015.\r\n\r\nThe cooperation between MSC and DNV GL stretches back to some of MSC’s first vessels. And in 2005 the company’s first entry into the large boxship market, the 9,000TEU MSC Pamela, was built to DNV GL class rules.\r\n\r\nToday, MSC has 18 more vessels of over 19,000TEU on order. These deliveries could move MSC into the position of being the largest container shipping line in the world. The next of these vessels, MSC Oliver, also with DNV GL class, is expected for delivery in April.\r\n\r\nDNV GL has been the class of choice for shipowners moving into the ULCS segment, with virtually all of the largest vessels being constructed according to DNV GL rules.','DNV GL welcomes MSC Oscar, world’s largest boxship, to fleet','','inherit','open','open','','660-revision-v1','','','2015-02-21 05:48:55','2015-02-21 05:48:55','',660,'http://myseatime.com/blogadm/660-revision-v1/',0,'revision','',0,0),(669,3,'2015-02-21 07:40:13','2015-02-21 07:40:13','Following the events of recent days in which more than 2000 migrants were rescued from the Mediterranean Sea and several hundred lost their lives, International Maritime Organization (IMO) Secretary-General Koji Sekimizu today (Monday 16 February) called for more concerted action to address the issue of criminals who organize illegal and unregulated sea passage by migrants, putting thousands of lives at risk.\r\n“We do not seek to prevent migration. People have the human right to migrate. But it is time to stop illegal, unregulated passage arranged by people smugglers. Not only do they put the lives of the migrants in danger, they also endanger the rescue services and merchant shipping which take part in the rescue operations. Something needs to be done against the smugglers or the situation will not improve. It is placing an intolerable strain on rescue services and on merchant vessels,” Mr. Sekimizu said.\r\nMr Sekimizu noted with appreciation the efforts made by Italian and other authorities in the most recent rescue operations over the weekend. However, he drew attention to the fact that more than 200,000 people were rescued and more than 3,000 reported to have died in unsafe, irregular and illegal sea passages on the Mediterranean during 2014.\r\n\r\n“This is a serious issue for IMO and a humanitarian tragedy. There is a strong tradition of search and rescue at sea and this will continue but the search and rescue services provided by a number of countries are overstretched. Even with the contribution of the Italian Navy and Italian Coast Guard, more than 600 merchant ships were diverted last year to go to the support of persons in distress at sea. This is beyond acceptable limits and without the Italian efforts many more would have died. The efforts of Italian rescuers – and others – are greatly appreciated but we have reached the point where we need to focus more effort on the prevention side.”\r\n\r\nIMO will host an inter-agency meeting on the Travelling of Migrants by Sea on 4 March 2015, with the expected participation of the International Organization for Migration (IOM), the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC) and the Office of the United Nations High Commissioner for Human Rights (OHCHR), Interpol and other organizations and members of the Global Migration Group as well as interested Member States and shipping industry bodies.\r\n\r\nThe high-level inter-agency meeting will seek to build on the momentum gained at the UN High Commissioner for Refugees\' Dialogue on Protection Challenges held in Geneva on 10-11 December 2014. It is envisaged that the meeting will develop potential ways forward both by individual agencies and through the Global Migration Group. Mr Sekimizu said that consideration should be given to establishing a database of incidents to help law enforcement agencies to identify, arrest, prosecute and punish smugglers. Greater control over coastal zones and ports so that people do not travel on board unsafe boats was also important, he said.\r\n\r\n“I firmly believe that there is scope for greater efforts by the international community to better manage the process of migration,” Mr Sekimizu said.\r\n\r\nImage(c) <a href=\"http://www.nydailynews.com/news/italian-navy-intercepts-asylum-seekers-gallery-1.1833784\" target=\"_blank\">nydailynews.com</a>','IMO Secretary-General reiterates need for action to address unsafe migration by sea','','publish','open','open','','imo-secretary-general-reiterates-need-for-action-to-address-unsafe-migration-by-sea','','','2015-02-27 05:29:57','2015-02-27 05:29:57','',0,'http://myseatime.com/blogadm/?p=669',0,'post','',0,40),(671,1,'2015-02-21 07:37:46','2015-02-21 07:37:46','www.nydailynews.com/news/italian-navy-intercepts-asylum-seekers-gallery-1.1833784','high-seas-rescue-italian-navy-intercepts-thousands-asylum-seekers_1320_892_60_opt-2','','inherit','open','open','','high-seas-rescue-italian-navy-intercepts-thousands-asylum-seekers_1320_892_60_opt-2','','','2015-02-21 07:55:44','2015-02-21 07:55:44','',669,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/high-seas-rescue-italian-navy-intercepts-thousands-asylum-seekers_1320_892_60_opt-2.jpg',0,'attachment','image/jpeg',0,0),(672,1,'2015-02-21 07:40:13','2015-02-21 07:40:13','<div>Following the events of recent days in which more than 2000 migrants were rescued from the Mediterranean Sea and several hundred lost their lives, International Maritime Organization (IMO) Secretary-General Koji Sekimizu today (Monday 16 February) called for more concerted action to address the issue of criminals who organize illegal and unregulated sea passage by migrants, putting thousands of lives at risk.</div>\r\n<div></div>\r\n<div>“We do not seek to prevent migration. People have the human right to migrate. But it is time to stop illegal, unregulated passage arranged by people smugglers. Not only do they put the lives of the migrants in danger, they also endanger the rescue services and merchant shipping which take part in the rescue operations. Something needs to be done against the smugglers or the situation will not improve. It is placing an intolerable strain on rescue services and on merchant vessels,” Mr. Sekimizu said.</div>\r\n<div></div>\r\n<div>Mr Sekimizu noted with appreciation the efforts made by Italian and other authorities in the most recent rescue operations over the weekend. However, he drew attention to the fact that more than 200,000 people were rescued and more than 3,000 reported to have died in unsafe, irregular and illegal sea passages on the Mediterranean during 2014.</div>\r\n<div></div>\r\n<div>“This is a serious issue for IMO and a humanitarian tragedy. There is a strong tradition of search and rescue at sea and this will continue but the search and rescue services provided by a number of countries are overstretched. Even with the contribution of the Italian Navy and Italian Coast Guard, more than 600 merchant ships were diverted last year to go to the support of persons in distress at sea. This is beyond acceptable limits and without the Italian efforts many more would have died. The efforts of Italian rescuers – and others – are greatly appreciated but we have reached the point where we need to focus more effort on the prevention side.”</div>\r\n<div></div>\r\n<div>IMO will host an inter-agency meeting on the Travelling of Migrants by Sea on 4 March 2015, with the expected participation of the International Organization for Migration (IOM), the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC) and the Office of the United Nations High Commissioner for Human Rights (OHCHR), Interpol and other organizations and members of the Global Migration Group as well as interested Member States and shipping industry bodies.</div>\r\n<div></div>\r\n<div>The high-level inter-agency meeting will seek to build on the momentum gained at the UN High Commissioner for Refugees\' Dialogue on Protection Challenges held in Geneva on 10-11 December 2014. It is envisaged that the meeting will develop potential ways forward both by individual agencies and through the Global Migration Group. Mr Sekimizu said that consideration should be given to establishing a database of incidents to help law enforcement agencies to identify, arrest, prosecute and punish smugglers. Greater control over coastal zones and ports so that people do not travel on board unsafe boats was also important, he said.</div>\r\n<div></div>\r\n<div>“I firmly believe that there is scope for greater efforts by the international community to better manage the process of migration,” Mr Sekimizu said.</div>\r\n<div></div>\r\n<div>Image(c) <a href=\"http://www.nydailynews.com/news/italian-navy-intercepts-asylum-seekers-gallery-1.1833784\" target=\"_blank\">nydailynews.com</a></div>','IMO Secretary-General reiterates need for action to address unsafe migration by sea','','inherit','open','open','','669-revision-v1','','','2015-02-21 07:40:13','2015-02-21 07:40:13','',669,'http://myseatime.com/blogadm/669-revision-v1/',0,'revision','',0,0),(673,1,'2015-02-21 07:41:01','2015-02-21 07:41:01','Following the events of recent days in which more than 2000 migrants were rescued from the Mediterranean Sea and several hundred lost their lives, International Maritime Organization (IMO) Secretary-General Koji Sekimizu today (Monday 16 February) called for more concerted action to address the issue of criminals who organize illegal and unregulated sea passage by migrants, putting thousands of lives at risk.\r\n“We do not seek to prevent migration. People have the human right to migrate. But it is time to stop illegal, unregulated passage arranged by people smugglers. Not only do they put the lives of the migrants in danger, they also endanger the rescue services and merchant shipping which take part in the rescue operations. Something needs to be done against the smugglers or the situation will not improve. It is placing an intolerable strain on rescue services and on merchant vessels,” Mr. Sekimizu said.\r\n\r\n<div>Mr Sekimizu noted with appreciation the efforts made by Italian and other authorities in the most recent rescue operations over the weekend. However, he drew attention to the fact that more than 200,000 people were rescued and more than 3,000 reported to have died in unsafe, irregular and illegal sea passages on the Mediterranean during 2014.</div>\r\n<div></div>\r\n<div>“This is a serious issue for IMO and a humanitarian tragedy. There is a strong tradition of search and rescue at sea and this will continue but the search and rescue services provided by a number of countries are overstretched. Even with the contribution of the Italian Navy and Italian Coast Guard, more than 600 merchant ships were diverted last year to go to the support of persons in distress at sea. This is beyond acceptable limits and without the Italian efforts many more would have died. The efforts of Italian rescuers – and others – are greatly appreciated but we have reached the point where we need to focus more effort on the prevention side.”</div>\r\n<div></div>\r\n<div>IMO will host an inter-agency meeting on the Travelling of Migrants by Sea on 4 March 2015, with the expected participation of the International Organization for Migration (IOM), the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC) and the Office of the United Nations High Commissioner for Human Rights (OHCHR), Interpol and other organizations and members of the Global Migration Group as well as interested Member States and shipping industry bodies.</div>\r\n<div></div>\r\n<div>The high-level inter-agency meeting will seek to build on the momentum gained at the UN High Commissioner for Refugees\' Dialogue on Protection Challenges held in Geneva on 10-11 December 2014. It is envisaged that the meeting will develop potential ways forward both by individual agencies and through the Global Migration Group. Mr Sekimizu said that consideration should be given to establishing a database of incidents to help law enforcement agencies to identify, arrest, prosecute and punish smugglers. Greater control over coastal zones and ports so that people do not travel on board unsafe boats was also important, he said.</div>\r\n<div></div>\r\n<div>“I firmly believe that there is scope for greater efforts by the international community to better manage the process of migration,” Mr Sekimizu said.</div>\r\n<div></div>\r\n<div>Image(c) <a href=\"http://www.nydailynews.com/news/italian-navy-intercepts-asylum-seekers-gallery-1.1833784\" target=\"_blank\">nydailynews.com</a></div>','IMO Secretary-General reiterates need for action to address unsafe migration by sea','','inherit','open','open','','669-revision-v1','','','2015-02-21 07:41:01','2015-02-21 07:41:01','',669,'http://myseatime.com/blogadm/669-revision-v1/',0,'revision','',0,0),(674,1,'2015-02-21 07:49:21','2015-02-21 07:49:21','Following the events of recent days in which more than 2000 migrants were rescued from the Mediterranean Sea and several hundred lost their lives, International Maritime Organization (IMO) Secretary-General Koji Sekimizu today (Monday 16 February) called for more concerted action to address the issue of criminals who organize illegal and unregulated sea passage by migrants, putting thousands of lives at risk.\n“We do not seek to prevent migration. People have the human right to migrate. But it is time to stop illegal, unregulated passage arranged by people smugglers. Not only do they put the lives of the migrants in danger, they also endanger the rescue services and merchant shipping which take part in the rescue operations. Something needs to be done against the smugglers or the situation will not improve. It is placing an intolerable strain on rescue services and on merchant vessels,” Mr. Sekimizu said.\nMr Sekimizu noted with appreciation the efforts made by Italian and other authorities in the most recent rescue operations over the weekend. However, he drew attention to the fact that more than 200,000 people were rescued and more than 3,000 reported to have died in unsafe, irregular and illegal sea passages on the Mediterranean during 2014.\n\n“This is a serious issue for IMO and a humanitarian tragedy. There is a strong tradition of search and rescue at sea and this will continue but the search and rescue services provided by a number of countries are overstretched. Even with the contribution of the Italian Navy and Italian Coast Guard, more than 600 merchant ships were diverted last year to go to the support of persons in distress at sea. This is beyond acceptable limits and without the Italian efforts many more would have died. The efforts of Italian rescuers – and others – are greatly appreciated but we have reached the point where we need to focus more effort on the prevention side.”\n\nIMO will host an inter-agency meeting on the Travelling of Migrants by Sea on 4 March 2015, with the expected participation of the International Organization for Migration (IOM), the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC) and the Office of the United Nations High Commissioner for Human Rights (OHCHR), Interpol and other organizations and members of the Global Migration Group as well as interested Member States and shipping industry bodies.\n\nThe high-level inter-agency meeting will seek to build on the momentum gained at the UN High Commissioner for Refugees\' Dialogue on Protection Challenges held in Geneva on 10-11 December 2014. It is envisaged that the meeting will develop potential ways forward both by individual agencies and through the Global Migration Group. Mr Sekimizu said that consideration should be given to establishing a database of incidents to help law enforcement agencies to identify, arrest, prosecute and punish smugglers. Greater control over coastal zones and ports so that people do not travel on board unsafe boats was also important, he said.\n<div></div>\n<div>“I firmly believe that there is scope for greater efforts by the international community to better manage the process of migration,” Mr Sekimizu said.</div>\n<div></div>\n<div>Image(c) <a href=\"http://www.nydailynews.com/news/italian-navy-intercepts-asylum-seekers-gallery-1.1833784\" target=\"_blank\">nydailynews.com</a></div>','IMO Secretary-General reiterates need for action to address unsafe migration by sea','','inherit','open','open','','669-autosave-v1','','','2015-02-21 07:49:21','2015-02-21 07:49:21','',669,'http://myseatime.com/blogadm/669-autosave-v1/',0,'revision','',0,0),(675,1,'2015-02-21 07:49:47','2015-02-21 07:49:47','Following the events of recent days in which more than 2000 migrants were rescued from the Mediterranean Sea and several hundred lost their lives, International Maritime Organization (IMO) Secretary-General Koji Sekimizu today (Monday 16 February) called for more concerted action to address the issue of criminals who organize illegal and unregulated sea passage by migrants, putting thousands of lives at risk.\r\n“We do not seek to prevent migration. People have the human right to migrate. But it is time to stop illegal, unregulated passage arranged by people smugglers. Not only do they put the lives of the migrants in danger, they also endanger the rescue services and merchant shipping which take part in the rescue operations. Something needs to be done against the smugglers or the situation will not improve. It is placing an intolerable strain on rescue services and on merchant vessels,” Mr. Sekimizu said.\r\nMr Sekimizu noted with appreciation the efforts made by Italian and other authorities in the most recent rescue operations over the weekend. However, he drew attention to the fact that more than 200,000 people were rescued and more than 3,000 reported to have died in unsafe, irregular and illegal sea passages on the Mediterranean during 2014.\r\n\r\n“This is a serious issue for IMO and a humanitarian tragedy. There is a strong tradition of search and rescue at sea and this will continue but the search and rescue services provided by a number of countries are overstretched. Even with the contribution of the Italian Navy and Italian Coast Guard, more than 600 merchant ships were diverted last year to go to the support of persons in distress at sea. This is beyond acceptable limits and without the Italian efforts many more would have died. The efforts of Italian rescuers – and others – are greatly appreciated but we have reached the point where we need to focus more effort on the prevention side.”\r\n\r\nIMO will host an inter-agency meeting on the Travelling of Migrants by Sea on 4 March 2015, with the expected participation of the International Organization for Migration (IOM), the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC) and the Office of the United Nations High Commissioner for Human Rights (OHCHR), Interpol and other organizations and members of the Global Migration Group as well as interested Member States and shipping industry bodies.\r\n\r\nThe high-level inter-agency meeting will seek to build on the momentum gained at the UN High Commissioner for Refugees\' Dialogue on Protection Challenges held in Geneva on 10-11 December 2014. It is envisaged that the meeting will develop potential ways forward both by individual agencies and through the Global Migration Group. Mr Sekimizu said that consideration should be given to establishing a database of incidents to help law enforcement agencies to identify, arrest, prosecute and punish smugglers. Greater control over coastal zones and ports so that people do not travel on board unsafe boats was also important, he said.\r\n\r\n“I firmly believe that there is scope for greater efforts by the international community to better manage the process of migration,” Mr Sekimizu said.\r\n\r\nImage(c) <a href=\"http://www.nydailynews.com/news/italian-navy-intercepts-asylum-seekers-gallery-1.1833784\" target=\"_blank\">nydailynews.com</a>','IMO Secretary-General reiterates need for action to address unsafe migration by sea','','inherit','open','open','','669-revision-v1','','','2015-02-21 07:49:47','2015-02-21 07:49:47','',669,'http://myseatime.com/blogadm/669-revision-v1/',0,'revision','',0,0),(676,3,'2015-02-23 04:05:53','2015-02-23 04:05:53','At the annual Offshore Support Journal Conference gala dinner held on 18 February, 2015, Mr. Kommer Damen, Chairman of Damen Shipyards Group, received the award for Industry Leader of the year, as selected by OSJ\'s editorial team and the conference advisory panel.\r\n\r\nThe award was made based on “his vision, which has been at the heart of the phenomenal growth that Damen Shipyards has seen in recent years. The company now operates 32 shipyards worldwide and has an annual turnover of 2 billion”. Founded in 1927, the group has built over 5,000 vessels since 1969 (when Kommer Damen took over the yard from his father and uncle). Today Damen delivers in excess of 160 ships a year.\r\n\r\nThat growth was attributed to the group’s achievement in consistently developing new designs that meet the customers’ needs and building them in large volumes. Mr Damen has been responsible for the focus on modular building and standardisation, and for the global drive that has seen the takeover of numerous yards specialising in niche markets. He has also played a central role in forming partnerships and cooperating with yards all over the world, a process that the group continues to pursue today. The judges also noted that, despite expanding into a multinational company, Damen Shipyards Group has never lost its family values or its respect for its maritime heritage.\r\n\r\n“Offshore vessels are a huge market and we are investing in more platforms for standardising and building ships,” Mr Damen said when receiving the award. This means that the company can build similar types of ships in series at different yards worldwide. “This means cost efficiencies, better vessels, and lower maintenance and design costs.”\r\n\r\nIn recent years Damen has introduced a whole series of new standardised designs for vessels serving the offshore sector, including tugs and numerous offshore support vessels including platform supply and fast crew supply vessels, many with Damen’s innovative Sea Axe bow design.\r\n\r\nAs well as his commitment to Damen Shipyards Group, Mr Damen also has a number of other roles in industry in the Netherlands. He is a board member at the Dutch Shipbuilding Association; a board member of Dutch Maritime Network (NML); a member of the supervisory board at Platform Bèta Techniek; and an Honorary Consul of the Federal States of Mexico.','KOMMER DAMEN wins OSJ industry leader award','','publish','open','open','','kommer-damen-wins-osj-industry-leader-award','','','2015-02-27 05:30:03','2015-02-27 05:30:03','',0,'http://myseatime.com/blogadm/?p=676',0,'post','',0,39),(677,1,'2015-02-23 04:05:32','2015-02-23 04:05:32','damen.com','Kommer_Damen','','inherit','open','open','','kommer_damen','','','2015-02-23 04:05:50','2015-02-23 04:05:50','',676,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Kommer_Damen.jpg',0,'attachment','image/jpeg',0,0),(678,1,'2015-02-23 04:05:53','2015-02-23 04:05:53','At the annual Offshore Support Journal Conference gala dinner held on 18 February, 2015, Mr. Kommer Damen, Chairman of Damen Shipyards Group, received the award for Industry Leader of the year, as selected by OSJ\'s editorial team and the conference advisory panel.\r\n\r\nThe award was made based on “his vision, which has been at the heart of the phenomenal growth that Damen Shipyards has seen in recent years. The company now operates 32 shipyards worldwide and has an annual turnover of 2 billion”. Founded in 1927, the group has built over 5,000 vessels since 1969 (when Kommer Damen took over the yard from his father and uncle). Today Damen delivers in excess of 160 ships a year.\r\n\r\nThat growth was attributed to the group’s achievement in consistently developing new designs that meet the customers’ needs and building them in large volumes. Mr Damen has been responsible for the focus on modular building and standardisation, and for the global drive that has seen the takeover of numerous yards specialising in niche markets. He has also played a central role in forming partnerships and cooperating with yards all over the world, a process that the group continues to pursue today. The judges also noted that, despite expanding into a multinational company, Damen Shipyards Group has never lost its family values or its respect for its maritime heritage.\r\n\r\n“Offshore vessels are a huge market and we are investing in more platforms for standardising and building ships,” Mr Damen said when receiving the award. This means that the company can build similar types of ships in series at different yards worldwide. “This means cost efficiencies, better vessels, and lower maintenance and design costs.”\r\n\r\nIn recent years Damen has introduced a whole series of new standardised designs for vessels serving the offshore sector, including tugs and numerous offshore support vessels including platform supply and fast crew supply vessels, many with Damen’s innovative Sea Axe bow design.\r\n\r\nAs well as his commitment to Damen Shipyards Group, Mr Damen also has a number of other roles in industry in the Netherlands. He is a board member at the Dutch Shipbuilding Association; a board member of Dutch Maritime Network (NML); a member of the supervisory board at Platform Bèta Techniek; and an Honorary Consul of the Federal States of Mexico.','KOMMER DAMEN wins OSJ industry leader award','','inherit','open','open','','676-revision-v1','','','2015-02-23 04:05:53','2015-02-23 04:05:53','',676,'http://myseatime.com/blogadm/676-revision-v1/',0,'revision','',0,0),(679,3,'2015-02-25 18:14:23','2015-02-25 18:14:23','General Maritime Corporation (\"General Maritime\") and Navig8 Crude Tankers Inc. (\"Navig8 Crude\") (N-OTC: BLUE) today announced that they have entered into a definitive agreement to create Gener8 Maritime Inc. (\"Gener8 Maritime\" or the \"Company\"), a world-class provider of international seaborne oil transportation services.\r\n\r\nGener8 Maritime will have a combined fully-delivered fleet of 46 vessels, comprised of 21 VLCC newbuildings and 25 vessels in operation including seven VLCCs, 11 Suezmaxes, four Aframaxes, two Panamax tankers, and one Handymax tanker, together comprising over 11 million deadweight tons with an average age of less than 5.5 years upon delivery of the newbuildings. It is anticipated that following the closing, subject to reaching mutually agreeable commercial terms and upon completion of any existing employment commitments, Gener8 Maritime will contribute its crude tankers to established commercial pools managed by Navig8 Group, taking advantage of the scale and customer base provided by the Navig8 Group, the world\'s largest commercial manager. Gener8 Maritime will be incorporated under the laws of the Marshall Islands and headquartered in New York.\r\n\r\n\"We are pleased to have reached this agreement with Navig8 Crude, which we believe will combine an established owner and highly-respected commercial operator on an unprecedented scale,\" said Peter Georgiopoulos, General Maritime\'s Chairman. \"Together, Gener8 Maritime will be well-positioned to take advantage of improved market conditions and increasing average voyage lengths with one of the largest, youngest, and most efficient fleets in the industry. We are pleased to unite two high-quality investor groups, both of whom strongly support this transaction.\"\r\n\r\n\"We believe this highly complementary combination will deliver outstanding value to shareholders,\" said Nicolas Busch, Chairman of Navig8 Crude. \"We are excited to join forces with General Maritime and further leverage our market-leading commercial management platform.\"\r\n\r\nUnder the terms of the definitive agreement, which was approved by the Boards of Directors of both companies, General Maritime and Navig8 Crude will merge in a stock-for-stock transaction, whereby a newly-formed subsidiary of General Maritime will acquire all of the issued and outstanding common stock of Navig8 Crude. Navig8 Crude shareholders will receive 0.8947 shares of the combined company for each share of Navig8 Crude common stock. The definitive agreement provides that, following the close of the transaction and subject to certain limitations, the existing General Maritime shareholders will own 52.55% and Navig8 Crude shareholders will own 47.45% of the pro forma issued and outstanding common stock of Gener8 Maritime, including restricted shares anticipated to be outstanding at closing.\r\n\r\nGener8 Maritime will benefit from the combined expertise of both management teams. It is anticipated that the existing General Maritime management team will remain in place retaining executive management roles including Peter Georgiopoulos as Chairman and Chief Executive Officer, John Tavlarios who will become Chief Operating Officer and Leo Vrondissis who will remain the Chief Financial Officer of the combined company. Two key members of Navig8 Crude, Gary Brocklesby and Nicolas Busch, are expected to become senior consultants to the board of directors and the management team focusing on strategic and commercial matters. In addition, Nicolas Busch will join the board of directors. The newly formed Board of Gener8 Maritime will include equal representation from both General Maritime and Navig8 Crude\'s shareholders. The transaction is expected to close in the first half of 2015, subject to approval by the shareholders of each company and customary closing conditions.\r\n\r\nKramer Levin Naftalis &amp; Frankel LLP is serving as General Maritime\'s legal advisor, and Evercore Group L.L.C. is serving as its financial advisor. Latham &amp; Watkins LLP and Seward &amp; Kissel LLP are serving as Navig8 Crude Tankers Inc. legal advisors, and Jefferies LLC is serving as its financial advisor.\r\n\r\nImage (c) shipspotting.com','General Maritime Corporation and Navig8 Crude Tankers Inc. to merge','','publish','open','open','','general-maritime-corporation-and-navig8-crude-tankers-inc-to-merge','','','2015-02-27 05:30:12','2015-02-27 05:30:12','',0,'http://myseatime.com/blogadm/?p=679',0,'post','',0,57),(680,1,'2015-02-25 18:13:02','2015-02-25 18:13:02','shipspotting.com','navig8','','inherit','open','open','','navig8','','','2015-02-25 18:13:13','2015-02-25 18:13:13','',679,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/navig8.jpg',0,'attachment','image/jpeg',0,0),(681,1,'2015-02-25 18:14:23','2015-02-25 18:14:23','General Maritime Corporation (\"General Maritime\") and Navig8 Crude Tankers Inc. (\"Navig8 Crude\") (N-OTC: BLUE) today announced that they have entered into a definitive agreement to create Gener8 Maritime Inc. (\"Gener8 Maritime\" or the \"Company\"), a world-class provider of international seaborne oil transportation services.\r\n\r\nGener8 Maritime will have a combined fully-delivered fleet of 46 vessels, comprised of 21 VLCC newbuildings and 25 vessels in operation including seven VLCCs, 11 Suezmaxes, four Aframaxes, two Panamax tankers, and one Handymax tanker, together comprising over 11 million deadweight tons with an average age of less than 5.5 years upon delivery of the newbuildings. It is anticipated that following the closing, subject to reaching mutually agreeable commercial terms and upon completion of any existing employment commitments, Gener8 Maritime will contribute its crude tankers to established commercial pools managed by Navig8 Group, taking advantage of the scale and customer base provided by the Navig8 Group, the world\'s largest commercial manager. Gener8 Maritime will be incorporated under the laws of the Marshall Islands and headquartered in New York.\r\n\r\n\"We are pleased to have reached this agreement with Navig8 Crude, which we believe will combine an established owner and highly-respected commercial operator on an unprecedented scale,\" said Peter Georgiopoulos, General Maritime\'s Chairman. \"Together, Gener8 Maritime will be well-positioned to take advantage of improved market conditions and increasing average voyage lengths with one of the largest, youngest, and most efficient fleets in the industry. We are pleased to unite two high-quality investor groups, both of whom strongly support this transaction.\"\r\n\r\n\"We believe this highly complementary combination will deliver outstanding value to shareholders,\" said Nicolas Busch, Chairman of Navig8 Crude. \"We are excited to join forces with General Maritime and further leverage our market-leading commercial management platform.\"\r\n\r\nUnder the terms of the definitive agreement, which was approved by the Boards of Directors of both companies, General Maritime and Navig8 Crude will merge in a stock-for-stock transaction, whereby a newly-formed subsidiary of General Maritime will acquire all of the issued and outstanding common stock of Navig8 Crude. Navig8 Crude shareholders will receive 0.8947 shares of the combined company for each share of Navig8 Crude common stock. The definitive agreement provides that, following the close of the transaction and subject to certain limitations, the existing General Maritime shareholders will own 52.55% and Navig8 Crude shareholders will own 47.45% of the pro forma issued and outstanding common stock of Gener8 Maritime, including restricted shares anticipated to be outstanding at closing.\r\n\r\nGener8 Maritime will benefit from the combined expertise of both management teams. It is anticipated that the existing General Maritime management team will remain in place retaining executive management roles including Peter Georgiopoulos as Chairman and Chief Executive Officer, John Tavlarios who will become Chief Operating Officer and Leo Vrondissis who will remain the Chief Financial Officer of the combined company. Two key members of Navig8 Crude, Gary Brocklesby and Nicolas Busch, are expected to become senior consultants to the board of directors and the management team focusing on strategic and commercial matters. In addition, Nicolas Busch will join the board of directors. The newly formed Board of Gener8 Maritime will include equal representation from both General Maritime and Navig8 Crude\'s shareholders. The transaction is expected to close in the first half of 2015, subject to approval by the shareholders of each company and customary closing conditions.\r\n\r\nKramer Levin Naftalis &amp; Frankel LLP is serving as General Maritime\'s legal advisor, and Evercore Group L.L.C. is serving as its financial advisor. Latham &amp; Watkins LLP and Seward &amp; Kissel LLP are serving as Navig8 Crude Tankers Inc. legal advisors, and Jefferies LLC is serving as its financial advisor.\r\n\r\nImage (c) shipspotting.com','General Maritime Corporation and Navig8 Crude Tankers Inc. to merge','','inherit','open','open','','679-revision-v1','','','2015-02-25 18:14:23','2015-02-25 18:14:23','',679,'http://myseatime.com/blogadm/679-revision-v1/',0,'revision','',0,0),(684,1,'2015-02-28 14:15:51','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-02-28 14:15:51','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=684',0,'post','',0,0),(685,3,'2015-02-28 17:36:09','2015-02-28 17:36:09','Maersk Line delivers a 2014 result that is USD 831 million higher than 2013. We achieved this by lower unit cost and increasing our volumes while the rates decreased by 1.6%. The lower unit cost is the result of a better vessel utilisation and network efficiencies.\r\nRevenue in 2014 was USD 27,351 million. Volumes increased by 6.8% to 9.4 million FFE.\r\nThe volume increase is above the 3.6% market growth. However, our market share (capacity) remains at 15% and our long-term strategy is to grow with the market.\r\n\r\n“I am very satisfied with our 2014 result. Our return on invested capital is also very satisfactory and above our medium and long-term targets of 8.5% and 10% respectively. We have achieved this on the backdrop of low market growth and rates under pressure. We have successfully managed our capacity and reduced our costs. I believe 2014 proves that we have the right strategy in place,” says Søren Skou, CEO of Maersk Line.\r\n\r\nIn September, Maersk Line announced investments plans of approx. USD 3bn p.a. in 2015-2019. To ensure that we can continue to grow with the market, we need more vessels and containers by 2017. We expect to start ordering new vessels in the spring of 2015.\r\n\r\n“Our financials are strong and our strategy is working. But we cannot rest on our laurels. We do business in a highly competitive industry with over-capacity. We must remain focused and continue to defend our market position with cost leadership and improved products for our customers,” says Søren Skou.\r\n\r\n<strong>2015 expectations</strong>\r\nMaersk Line expects the underlying result for 2015 to be above the 2014 underlying result of USD 2.2 billion, in part driven by the implementation of our new East-West network and lower fuel cost.\r\n\r\nWe expect the global demand to grow by 3-5% and nominal supply to grow by 5-7%.\r\nWe expect that rates overall will remain under pressure as supply is expected to grow slightly faster than demand. The low oil price will not have a direct impact on the rates. Rates continue to be determined by the supply and demand balance in each trade, not the fuel price.\r\nWe expect a net positive impact from lower oil price on global container demand. However, certain trades will be negatively affected. In the Middle East, West Africa and Latin America, we expect lower growth than previous years due to the economies’ large exposure to the oil price.\r\n\r\n<strong>Low oil price impact on Maersk Line’s network</strong>\r\nThe low oil price will not entail significant changes to Maersk Line’s network and service speed.\r\nOver the last five years, we have added vessels to our network to enable slow steaming. E.g.  our Asia-Europe services have gone from nine (9) to 11 vessels per service. Slow steaming will remain a key element in managing our network and capacity. For a number of reasons:\r\n\r\nWe have not achieved the full potential of slow steaming. At a bunker price of 300 USD/MT, 11 vessels on an Asia-Europe service is in fact the optimal number of vessels.\r\n\r\nSince 2007, the time spent in port by our vessels has increased significantly. Port and terminal productivity has not been able to follow suit with the increase in vessel size. On an Asia-Europe round-trip the time spent in port (one vessel on average) has increased from 12 days (2007) to 18 days.\r\n\r\nThe new generation of ultra large container ships (+14,000 TEU) are designed and built to slow-steam. They are not able to reach the high speeds seen before 2008.\r\n<div>\r\n\r\nFurthermore, changing speed on our East-West network (193 vessels) is costly and complex. It would include finding alternatives for freed-up vessels and termination/renegotiation of all charter, vessel-sharing and terminal agreements.\r\n\r\n“The bunker price may rebound, in which case a network designed for higher speed would be very uncompetitive. Moreover, we want to be as energy-efficient as possible, limiting emissions as much as we can. We will continue to slow-steam,” concludes Søren Skou.\r\n\r\nIn November 2014, Maersk Line announced an ambitious CO2 target to reduce 60% in emissions per container by 2020 (2007 baseline). We reached the previous target of 40% in 2014. We have demonstrated that we can grow our business and at the same time decrease fuel consumption and cut CO2 emissions. In 2014, Maersk Line’s total bunker consumption was 1.7% lower than in 2013. Bunker efficiency improved by 7.9% to 921 kg/FFE (1,001 kg/FFE in 2013).\r\n\r\n</div>','Maersk Line reports very satisfactory 2014 results: a USD 2,341 million profit','','publish','open','open','','maersk-line-reports-very-satisfactory-2014-results-a-usd-2341-million-profit','','','2015-02-28 17:41:44','2015-02-28 17:41:44','',0,'http://myseatime.com/blogadm/?p=685',0,'post','',0,44),(686,1,'2015-02-28 17:36:09','2015-02-28 17:36:09','Maersk Line delivers a 2014 result that is USD 831 million higher than 2013. We achieved this by lower unit cost and increasing our volumes while the rates decreased by 1.6%. The lower unit cost is the result of a better vessel utilisation and network efficiencies.\r\n<div>Revenue in 2014 was USD 27,351 million. Volumes increased by 6.8% to 9.4 million FFE.</div>\r\n<div>The volume increase is above the 3.6% market growth. However, our market share (capacity) remains at 15% and our long-term strategy is to grow with the market.</div>\r\n<div></div>\r\n<div>“I am very satisfied with our 2014 result. Our return on invested capital is also very satisfactory and above our medium and long-term targets of 8.5% and 10% respectively. We have achieved this on the backdrop of low market growth and rates under pressure. We have successfully managed our capacity and reduced our costs. I believe 2014 proves that we have the right strategy in place,” says Søren Skou, CEO of Maersk Line.</div>\r\n<div></div>\r\n<div>In September, Maersk Line announced investments plans of approx. USD 3bn p.a. in 2015-2019. To ensure that we can continue to grow with the market, we need more vessels and containers by 2017. We expect to start ordering new vessels in the spring of 2015.</div>\r\n<div></div>\r\n<div>“Our financials are strong and our strategy is working. But we cannot rest on our laurels. We do business in a highly competitive industry with over-capacity. We must remain focused and continue to defend our market position with cost leadership and improved products for our customers,” says Søren Skou.</div>\r\n<div></div>\r\n<div>2015 expectations</div>\r\n<div>Maersk Line expects the underlying result for 2015 to be above the 2014 underlying result of USD 2.2 billion, in part driven by the implementation of our new East-West network and lower fuel cost.</div>\r\n<div></div>\r\n<div>We expect the global demand to grow by 3-5% and nominal supply to grow by 5-7%.</div>\r\n<div></div>\r\n<div>We expect that rates overall will remain under pressure as supply is expected to grow slightly faster than demand. The low oil price will not have a direct impact on the rates. Rates continue to be determined by the supply and demand balance in each trade, not the fuel price.</div>\r\n<div></div>\r\n<div>\r\n\r\nWe expect a net positive impact from lower oil price on global container demand. However, certain trades will be negatively affected. In the Middle East, West Africa and Latin America, we expect lower growth than previous years due to the economies’ large exposure to the oil price.\r\n\r\n</div>\r\n<div><strong> Low oil price impact on Maersk Line’s network</strong></div>\r\n<div>\r\n\r\nThe low oil price will not entail significant changes to Maersk Line’s network and service speed.\r\n\r\n</div>\r\n<div>Over the last five years, we have added vessels to our network to enable slow steaming. E.g.  our Asia-Europe services have gone from nine (9) to 11 vessels per service. Slow steaming will remain a key element in managing our network and capacity. For a number of reasons:</div>\r\n<div>We have not achieved the full potential of slow steaming. At a bunker price of 300 USD/MT, 11 vessels on an Asia-Europe service is in fact the optimal number of vessels.</div>\r\n<div></div>\r\n<div>Since 2007, the time spent in port by our vessels has increased significantly. Port and terminal productivity has not been able to follow suit with the increase in vessel size. On an Asia-Europe round-trip the time spent in port (one vessel on average) has increased from 12 days (2007) to 18 days.</div>\r\n<div></div>\r\n<div>The new generation of ultra large container ships (+14,000 TEU) are designed and built to slow-steam. They are not able to reach the high speeds seen before 2008.</div>\r\n<div></div>\r\n<div>Furthermore, changing speed on our East-West network (193 vessels) is costly and complex. It would include finding alternatives for freed-up vessels and termination/renegotiation of all charter, vessel-sharing and terminal agreements.</div>\r\n<div></div>\r\n<div>“The bunker price may rebound, in which case a network designed for higher speed would be very uncompetitive. Moreover, we want to be as energy-efficient as possible, limiting emissions as much as we can. We will continue to slow-steam,” concludes Søren Skou.</div>\r\n<div></div>\r\n<div>In November 2014, Maersk Line announced an ambitious CO2 target to reduce 60% in emissions per container by 2020 (2007 baseline). We reached the previous target of 40% in 2014. We have demonstrated that we can grow our business and at the same time decrease fuel consumption and cut CO2 emissions. In 2014, Maersk Line’s total bunker consumption was 1.7% lower than in 2013. Bunker efficiency improved by 7.9% to 921 kg/FFE (1,001 kg/FFE in 2013).</div>','Maersk Line reports very satisfactory 2014 results: a USD 2,341 million profit','','inherit','open','open','','685-revision-v1','','','2015-02-28 17:36:09','2015-02-28 17:36:09','',685,'http://myseatime.com/blogadm/685-revision-v1/',0,'revision','',0,0),(687,1,'2015-02-28 17:41:35','2015-02-28 17:41:35','Maersk Line delivers a 2014 result that is USD 831 million higher than 2013. We achieved this by lower unit cost and increasing our volumes while the rates decreased by 1.6%. The lower unit cost is the result of a better vessel utilisation and network efficiencies.\nRevenue in 2014 was USD 27,351 million. Volumes increased by 6.8% to 9.4 million FFE.\nThe volume increase is above the 3.6% market growth. However, our market share (capacity) remains at 15% and our long-term strategy is to grow with the market.\n\n“I am very satisfied with our 2014 result. Our return on invested capital is also very satisfactory and above our medium and long-term targets of 8.5% and 10% respectively. We have achieved this on the backdrop of low market growth and rates under pressure. We have successfully managed our capacity and reduced our costs. I believe 2014 proves that we have the right strategy in place,” says Søren Skou, CEO of Maersk Line.\n\nIn September, Maersk Line announced investments plans of approx. USD 3bn p.a. in 2015-2019. To ensure that we can continue to grow with the market, we need more vessels and containers by 2017. We expect to start ordering new vessels in the spring of 2015.\n\n“Our financials are strong and our strategy is working. But we cannot rest on our laurels. We do business in a highly competitive industry with over-capacity. We must remain focused and continue to defend our market position with cost leadership and improved products for our customers,” says Søren Skou.\n\n<strong>2015 expectations</strong>\nMaersk Line expects the underlying result for 2015 to be above the 2014 underlying result of USD 2.2 billion, in part driven by the implementation of our new East-West network and lower fuel cost.\n\nWe expect the global demand to grow by 3-5% and nominal supply to grow by 5-7%.\nWe expect that rates overall will remain under pressure as supply is expected to grow slightly faster than demand. The low oil price will not have a direct impact on the rates. Rates continue to be determined by the supply and demand balance in each trade, not the fuel price.\nWe expect a net positive impact from lower oil price on global container demand. However, certain trades will be negatively affected. In the Middle East, West Africa and Latin America, we expect lower growth than previous years due to the economies’ large exposure to the oil price.\n\n<strong>Low oil price impact on Maersk Line’s network</strong>\nThe low oil price will not entail significant changes to Maersk Line’s network and service speed.\nOver the last five years, we have added vessels to our network to enable slow steaming. E.g.  our Asia-Europe services have gone from nine (9) to 11 vessels per service. Slow steaming will remain a key element in managing our network and capacity. For a number of reasons:\nWe have not achieved the full potential of slow steaming. At a bunker price of 300 USD/MT, 11 vessels on an Asia-Europe service is in fact the optimal number of vessels.\n\nSince 2007, the time spent in port by our vessels has increased significantly. Port and terminal productivity has not been able to follow suit with the increase in vessel size. On an Asia-Europe round-trip the time spent in port (one vessel on average) has increased from 12 days (2007) to 18 days.\n\nThe new generation of ultra large container ships (+14,000 TEU) are designed and built to slow-steam. They are not able to reach the high speeds seen before 2008.\n<div>\n\nFurthermore, changing speed on our East-West network (193 vessels) is costly and complex. It would include finding alternatives for freed-up vessels and termination/renegotiation of all charter, vessel-sharing and terminal agreements.\n\n“The bunker price may rebound, in which case a network designed for higher speed would be very uncompetitive. Moreover, we want to be as energy-efficient as possible, limiting emissions as much as we can. We will continue to slow-steam,” concludes Søren Skou.\n\nIn November 2014, Maersk Line announced an ambitious CO2 target to reduce 60% in emissions per container by 2020 (2007 baseline). We reached the previous target of 40% in 2014. We have demonstrated that we can grow our business and at the same time decrease fuel consumption and cut CO2 emissions. In 2014, Maersk Line’s total bunker consumption was 1.7% lower than in 2013. Bunker efficiency improved by 7.9% to 921 kg/FFE (1,001 kg/FFE in 2013).\n\n</div>','Maersk Line reports very satisfactory 2014 results: a USD 2,341 million profit','','inherit','open','open','','685-autosave-v1','','','2015-02-28 17:41:35','2015-02-28 17:41:35','',685,'http://myseatime.com/blogadm/685-autosave-v1/',0,'revision','',0,0),(688,1,'2015-02-28 17:38:33','2015-02-28 17:38:33','Maersk Line delivers a 2014 result that is USD 831 million higher than 2013. We achieved this by lower unit cost and increasing our volumes while the rates decreased by 1.6%. The lower unit cost is the result of a better vessel utilisation and network efficiencies.\r\nRevenue in 2014 was USD 27,351 million. Volumes increased by 6.8% to 9.4 million FFE.\r\nThe volume increase is above the 3.6% market growth. However, our market share (capacity) remains at 15% and our long-term strategy is to grow with the market.\r\n\r\n“I am very satisfied with our 2014 result. Our return on invested capital is also very satisfactory and above our medium and long-term targets of 8.5% and 10% respectively. We have achieved this on the backdrop of low market growth and rates under pressure. We have successfully managed our capacity and reduced our costs. I believe 2014 proves that we have the right strategy in place,” says Søren Skou, CEO of Maersk Line.\r\n\r\nIn September, Maersk Line announced investments plans of approx. USD 3bn p.a. in 2015-2019. To ensure that we can continue to grow with the market, we need more vessels and containers by 2017. We expect to start ordering new vessels in the spring of 2015.\r\n\r\n“Our financials are strong and our strategy is working. But we cannot rest on our laurels. We do business in a highly competitive industry with over-capacity. We must remain focused and continue to defend our market position with cost leadership and improved products for our customers,” says Søren Skou.\r\n\r\n2015 expectations\r\nMaersk Line expects the underlying result for 2015 to be above the 2014 underlying result of USD 2.2 billion, in part driven by the implementation of our new East-West network and lower fuel cost.\r\n\r\nWe expect the global demand to grow by 3-5% and nominal supply to grow by 5-7%.\r\n\r\n<div>We expect that rates overall will remain under pressure as supply is expected to grow slightly faster than demand. The low oil price will not have a direct impact on the rates. Rates continue to be determined by the supply and demand balance in each trade, not the fuel price.</div>\r\n\r\n\r\nWe expect a net positive impact from lower oil price on global container demand. However, certain trades will be negatively affected. In the Middle East, West Africa and Latin America, we expect lower growth than previous years due to the economies’ large exposure to the oil price.\r\n\r\n\r\n<div><strong> Low oil price impact on Maersk Line’s network</strong></div>\r\n\r\n\r\nThe low oil price will not entail significant changes to Maersk Line’s network and service speed.\r\n\r\n\r\n<div>Over the last five years, we have added vessels to our network to enable slow steaming. E.g.  our Asia-Europe services have gone from nine (9) to 11 vessels per service. Slow steaming will remain a key element in managing our network and capacity. For a number of reasons:</div>\r\n<div>We have not achieved the full potential of slow steaming. At a bunker price of 300 USD/MT, 11 vessels on an Asia-Europe service is in fact the optimal number of vessels.</div>\r\n<div></div>\r\n<div>Since 2007, the time spent in port by our vessels has increased significantly. Port and terminal productivity has not been able to follow suit with the increase in vessel size. On an Asia-Europe round-trip the time spent in port (one vessel on average) has increased from 12 days (2007) to 18 days.</div>\r\n<div></div>\r\n<div>The new generation of ultra large container ships (+14,000 TEU) are designed and built to slow-steam. They are not able to reach the high speeds seen before 2008.</div>\r\n<div></div>\r\n<div>Furthermore, changing speed on our East-West network (193 vessels) is costly and complex. It would include finding alternatives for freed-up vessels and termination/renegotiation of all charter, vessel-sharing and terminal agreements.</div>\r\n<div></div>\r\n<div>“The bunker price may rebound, in which case a network designed for higher speed would be very uncompetitive. Moreover, we want to be as energy-efficient as possible, limiting emissions as much as we can. We will continue to slow-steam,” concludes Søren Skou.</div>\r\n<div></div>\r\n<div>In November 2014, Maersk Line announced an ambitious CO2 target to reduce 60% in emissions per container by 2020 (2007 baseline). We reached the previous target of 40% in 2014. We have demonstrated that we can grow our business and at the same time decrease fuel consumption and cut CO2 emissions. In 2014, Maersk Line’s total bunker consumption was 1.7% lower than in 2013. Bunker efficiency improved by 7.9% to 921 kg/FFE (1,001 kg/FFE in 2013).</div>','Maersk Line reports very satisfactory 2014 results: a USD 2,341 million profit','','inherit','open','open','','685-revision-v1','','','2015-02-28 17:38:33','2015-02-28 17:38:33','',685,'http://myseatime.com/blogadm/685-revision-v1/',0,'revision','',0,0),(689,1,'2015-02-28 17:40:32','2015-02-28 17:40:32','Maersk Line delivers a 2014 result that is USD 831 million higher than 2013. We achieved this by lower unit cost and increasing our volumes while the rates decreased by 1.6%. The lower unit cost is the result of a better vessel utilisation and network efficiencies.\r\nRevenue in 2014 was USD 27,351 million. Volumes increased by 6.8% to 9.4 million FFE.\r\nThe volume increase is above the 3.6% market growth. However, our market share (capacity) remains at 15% and our long-term strategy is to grow with the market.\r\n\r\n“I am very satisfied with our 2014 result. Our return on invested capital is also very satisfactory and above our medium and long-term targets of 8.5% and 10% respectively. We have achieved this on the backdrop of low market growth and rates under pressure. We have successfully managed our capacity and reduced our costs. I believe 2014 proves that we have the right strategy in place,” says Søren Skou, CEO of Maersk Line.\r\n\r\nIn September, Maersk Line announced investments plans of approx. USD 3bn p.a. in 2015-2019. To ensure that we can continue to grow with the market, we need more vessels and containers by 2017. We expect to start ordering new vessels in the spring of 2015.\r\n\r\n“Our financials are strong and our strategy is working. But we cannot rest on our laurels. We do business in a highly competitive industry with over-capacity. We must remain focused and continue to defend our market position with cost leadership and improved products for our customers,” says Søren Skou.\r\n\r\n2015 expectations\r\nMaersk Line expects the underlying result for 2015 to be above the 2014 underlying result of USD 2.2 billion, in part driven by the implementation of our new East-West network and lower fuel cost.\r\n\r\nWe expect the global demand to grow by 3-5% and nominal supply to grow by 5-7%.\r\nWe expect that rates overall will remain under pressure as supply is expected to grow slightly faster than demand. The low oil price will not have a direct impact on the rates. Rates continue to be determined by the supply and demand balance in each trade, not the fuel price.\r\nWe expect a net positive impact from lower oil price on global container demand. However, certain trades will be negatively affected. In the Middle East, West Africa and Latin America, we expect lower growth than previous years due to the economies’ large exposure to the oil price.\r\nLow oil price impact on Maersk Line’s network\r\nThe low oil price will not entail significant changes to Maersk Line’s network and service speed.\r\nOver the last five years, we have added vessels to our network to enable slow steaming. E.g.  our Asia-Europe services have gone from nine (9) to 11 vessels per service. Slow steaming will remain a key element in managing our network and capacity. For a number of reasons:\r\nWe have not achieved the full potential of slow steaming. At a bunker price of 300 USD/MT, 11 vessels on an Asia-Europe service is in fact the optimal number of vessels.\r\n\r\nSince 2007, the time spent in port by our vessels has increased significantly. Port and terminal productivity has not been able to follow suit with the increase in vessel size. On an Asia-Europe round-trip the time spent in port (one vessel on average) has increased from 12 days (2007) to 18 days.\r\n\r\nThe new generation of ultra large container ships (+14,000 TEU) are designed and built to slow-steam. They are not able to reach the high speeds seen before 2008.\r\n<div>\r\n\r\nFurthermore, changing speed on our East-West network (193 vessels) is costly and complex. It would include finding alternatives for freed-up vessels and termination/renegotiation of all charter, vessel-sharing and terminal agreements.\r\n\r\n“The bunker price may rebound, in which case a network designed for higher speed would be very uncompetitive. Moreover, we want to be as energy-efficient as possible, limiting emissions as much as we can. We will continue to slow-steam,” concludes Søren Skou.\r\n\r\nIn November 2014, Maersk Line announced an ambitious CO2 target to reduce 60% in emissions per container by 2020 (2007 baseline). We reached the previous target of 40% in 2014. We have demonstrated that we can grow our business and at the same time decrease fuel consumption and cut CO2 emissions. In 2014, Maersk Line’s total bunker consumption was 1.7% lower than in 2013. Bunker efficiency improved by 7.9% to 921 kg/FFE (1,001 kg/FFE in 2013).\r\n\r\n</div>','Maersk Line reports very satisfactory 2014 results: a USD 2,341 million profit','','inherit','open','open','','685-revision-v1','','','2015-02-28 17:40:32','2015-02-28 17:40:32','',685,'http://myseatime.com/blogadm/685-revision-v1/',0,'revision','',0,0),(690,1,'2015-02-28 17:41:44','2015-02-28 17:41:44','Maersk Line delivers a 2014 result that is USD 831 million higher than 2013. We achieved this by lower unit cost and increasing our volumes while the rates decreased by 1.6%. The lower unit cost is the result of a better vessel utilisation and network efficiencies.\r\nRevenue in 2014 was USD 27,351 million. Volumes increased by 6.8% to 9.4 million FFE.\r\nThe volume increase is above the 3.6% market growth. However, our market share (capacity) remains at 15% and our long-term strategy is to grow with the market.\r\n\r\n“I am very satisfied with our 2014 result. Our return on invested capital is also very satisfactory and above our medium and long-term targets of 8.5% and 10% respectively. We have achieved this on the backdrop of low market growth and rates under pressure. We have successfully managed our capacity and reduced our costs. I believe 2014 proves that we have the right strategy in place,” says Søren Skou, CEO of Maersk Line.\r\n\r\nIn September, Maersk Line announced investments plans of approx. USD 3bn p.a. in 2015-2019. To ensure that we can continue to grow with the market, we need more vessels and containers by 2017. We expect to start ordering new vessels in the spring of 2015.\r\n\r\n“Our financials are strong and our strategy is working. But we cannot rest on our laurels. We do business in a highly competitive industry with over-capacity. We must remain focused and continue to defend our market position with cost leadership and improved products for our customers,” says Søren Skou.\r\n\r\n<strong>2015 expectations</strong>\r\nMaersk Line expects the underlying result for 2015 to be above the 2014 underlying result of USD 2.2 billion, in part driven by the implementation of our new East-West network and lower fuel cost.\r\n\r\nWe expect the global demand to grow by 3-5% and nominal supply to grow by 5-7%.\r\nWe expect that rates overall will remain under pressure as supply is expected to grow slightly faster than demand. The low oil price will not have a direct impact on the rates. Rates continue to be determined by the supply and demand balance in each trade, not the fuel price.\r\nWe expect a net positive impact from lower oil price on global container demand. However, certain trades will be negatively affected. In the Middle East, West Africa and Latin America, we expect lower growth than previous years due to the economies’ large exposure to the oil price.\r\n\r\n<strong>Low oil price impact on Maersk Line’s network</strong>\r\nThe low oil price will not entail significant changes to Maersk Line’s network and service speed.\r\nOver the last five years, we have added vessels to our network to enable slow steaming. E.g.  our Asia-Europe services have gone from nine (9) to 11 vessels per service. Slow steaming will remain a key element in managing our network and capacity. For a number of reasons:\r\n\r\nWe have not achieved the full potential of slow steaming. At a bunker price of 300 USD/MT, 11 vessels on an Asia-Europe service is in fact the optimal number of vessels.\r\n\r\nSince 2007, the time spent in port by our vessels has increased significantly. Port and terminal productivity has not been able to follow suit with the increase in vessel size. On an Asia-Europe round-trip the time spent in port (one vessel on average) has increased from 12 days (2007) to 18 days.\r\n\r\nThe new generation of ultra large container ships (+14,000 TEU) are designed and built to slow-steam. They are not able to reach the high speeds seen before 2008.\r\n<div>\r\n\r\nFurthermore, changing speed on our East-West network (193 vessels) is costly and complex. It would include finding alternatives for freed-up vessels and termination/renegotiation of all charter, vessel-sharing and terminal agreements.\r\n\r\n“The bunker price may rebound, in which case a network designed for higher speed would be very uncompetitive. Moreover, we want to be as energy-efficient as possible, limiting emissions as much as we can. We will continue to slow-steam,” concludes Søren Skou.\r\n\r\nIn November 2014, Maersk Line announced an ambitious CO2 target to reduce 60% in emissions per container by 2020 (2007 baseline). We reached the previous target of 40% in 2014. We have demonstrated that we can grow our business and at the same time decrease fuel consumption and cut CO2 emissions. In 2014, Maersk Line’s total bunker consumption was 1.7% lower than in 2013. Bunker efficiency improved by 7.9% to 921 kg/FFE (1,001 kg/FFE in 2013).\r\n\r\n</div>','Maersk Line reports very satisfactory 2014 results: a USD 2,341 million profit','','inherit','open','open','','685-revision-v1','','','2015-02-28 17:41:44','2015-02-28 17:41:44','',685,'http://myseatime.com/blogadm/685-revision-v1/',0,'revision','',0,0),(691,3,'2015-02-28 18:09:16','2015-02-28 18:09:16','NYK  announced the start of the “Trans Pacific Express Service” (TPX Service), a car transport service linking Mexico, North America, and East Asia. On January 28, the car carrier <i>Viking Drive</i> departed from Acapulco, Mexico, on the service’s inaugural voyage with finished cars that had been loaded in Mexico and North America. On February 19, the vessel arrived in Yokohama to begin the East Asia off-load.\r\n\r\nThis service is the first nonstop car transport service from (1) the west coast of Mexico to the west coast of North America, and (2) the west coasts of both Mexico and North America to China. NYK will attempt to accommodate demand for the export of finished cars from Mexico, in addition to car logistics for China, where demand for imports is growing.\r\n\r\nImage (c) shipspotting.com / <a href=\"http://www.shipspotting.com/gallery/search.php?search_uid=104584&amp;page_limit=12&amp;viewtype=1\">adamlef</a>','NYK Starts Car Transport Service Linking Mexico, North America, and East Asia','','publish','open','open','','nyk-starts-car-transport-service-linking-mexico-north-america-and-east-asia','','','2015-02-28 18:09:16','2015-02-28 18:09:16','',0,'http://myseatime.com/blogadm/?p=691',0,'post','',0,36),(692,1,'2015-02-28 18:08:12','2015-02-28 18:08:12','shipspotting.com / adamlef','Viking Drive','','inherit','open','open','','viking-drive','','','2015-02-28 18:08:44','2015-02-28 18:08:44','',691,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Viking-Drive.jpg',0,'attachment','image/jpeg',0,0),(693,1,'2015-02-28 18:09:16','2015-02-28 18:09:16','NYK  announced the start of the “Trans Pacific Express Service” (TPX Service), a car transport service linking Mexico, North America, and East Asia. On January 28, the car carrier <i>Viking Drive</i> departed from Acapulco, Mexico, on the service’s inaugural voyage with finished cars that had been loaded in Mexico and North America. On February 19, the vessel arrived in Yokohama to begin the East Asia off-load.\r\n\r\nThis service is the first nonstop car transport service from (1) the west coast of Mexico to the west coast of North America, and (2) the west coasts of both Mexico and North America to China. NYK will attempt to accommodate demand for the export of finished cars from Mexico, in addition to car logistics for China, where demand for imports is growing.\r\n\r\nImage (c) shipspotting.com / <a href=\"http://www.shipspotting.com/gallery/search.php?search_uid=104584&amp;page_limit=12&amp;viewtype=1\">adamlef</a>','NYK Starts Car Transport Service Linking Mexico, North America, and East Asia','','inherit','open','open','','691-revision-v1','','','2015-02-28 18:09:16','2015-02-28 18:09:16','',691,'http://myseatime.com/blogadm/691-revision-v1/',0,'revision','',0,0),(694,3,'2015-02-28 20:39:37','2015-02-28 20:39:37','LPG shipping earnings are forecast to remain buoyant on the back of low oil prices and the absence of fuel substitution, according to the latest edition of the <i>LPG Forecaster</i>, published by global shipping consultancy Drewry.\r\n\r\nLow oil prices have not triggered the substitution of LPG as the fuel of industrial use, as feared by some analysts. As a result, LPG shipping demand has remained intact and low bunker prices have supported vessel earnings.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/drewry.jpg\"><img class=\"aligncenter size-full wp-image-695\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/drewry.jpg\" alt=\"drewry\" width=\"485\" height=\"339\" /></a>\r\n\r\nDrewry expects this trend to continue, as 60% of global consumption is residential whose demand is largely inelastic to oil price change. The remainder is largely consumed by petrochemical production and Drewry estimates that only 20% of the sector’s capacity is capable of switching away from LPG fuel. Historically, LPG consumption has proven remarkably stable in spite of oil price volatility (see above graph).\r\n\r\nMeanwhile, the fall in oil prices has lowered shipping’s fuel costs which have fed through into time charter equivalent (TCE) earnings despite weakening freight rates. For example, Drewry estimates that lower fourth quarter bunker costs contributed an 11% boost to LPG TCE earnings for very large gas carriers (VLGCs) on the Arabian Gulf-Japan route compared to the previous quarter. Over this period average freight rates fell 26% to $85 per tonne.\r\n\r\nA similar trend has been witnessed on coastal trades, with North West Europe-East Europe TCE earnings rising 22% over the same period despite lower freight rates.\r\n\r\n<i>“The implication is that LPG shipping has everything to gain from lower oil prices, despite unfounded fears that this may reduce cargo demand and so damage sector earnings,”</i> said Shresth Sharma, senior analyst, gas shipping at Drewry. <i>“While we do not anticipate VLGC freight rates reaching the highs of last year given the large number of vessels lined up for delivery, we expect bunker costs to remain low through 2015 which will help support LPG shipping earnings.”</i>\r\n\r\nimage (c) commons.wikipedia','Cheap Oil to Drive LPG Shipping Earnings as per Drewry','','publish','open','open','','cheap-oil-to-drive-lpg-shipping-earnings-as-per-drewry','','','2015-02-28 20:39:37','2015-02-28 20:39:37','',0,'http://myseatime.com/blogadm/?p=694',0,'post','',0,62),(695,1,'2015-02-28 19:55:14','2015-02-28 19:55:14','drewry','drewry','','inherit','open','open','','drewry-2','','','2015-02-28 19:55:23','2015-02-28 19:55:23','',694,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/drewry.jpg',0,'attachment','image/jpeg',0,0),(696,1,'2015-02-28 20:38:18','2015-02-28 20:38:18','','Gaschem_opt','','inherit','open','open','','gaschem_opt','','','2015-02-28 20:38:18','2015-02-28 20:38:18','',694,'http://myseatime.com/blogadm/wp-content/uploads/2015/02/Gaschem_opt.jpg',0,'attachment','image/jpeg',0,0),(697,1,'2015-02-28 20:39:37','2015-02-28 20:39:37','LPG shipping earnings are forecast to remain buoyant on the back of low oil prices and the absence of fuel substitution, according to the latest edition of the <i>LPG Forecaster</i>, published by global shipping consultancy Drewry.\r\n\r\nLow oil prices have not triggered the substitution of LPG as the fuel of industrial use, as feared by some analysts. As a result, LPG shipping demand has remained intact and low bunker prices have supported vessel earnings.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/drewry.jpg\"><img class=\"aligncenter size-full wp-image-695\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/drewry.jpg\" alt=\"drewry\" width=\"485\" height=\"339\" /></a>\r\n\r\nDrewry expects this trend to continue, as 60% of global consumption is residential whose demand is largely inelastic to oil price change. The remainder is largely consumed by petrochemical production and Drewry estimates that only 20% of the sector’s capacity is capable of switching away from LPG fuel. Historically, LPG consumption has proven remarkably stable in spite of oil price volatility (see above graph).\r\n\r\nMeanwhile, the fall in oil prices has lowered shipping’s fuel costs which have fed through into time charter equivalent (TCE) earnings despite weakening freight rates. For example, Drewry estimates that lower fourth quarter bunker costs contributed an 11% boost to LPG TCE earnings for very large gas carriers (VLGCs) on the Arabian Gulf-Japan route compared to the previous quarter. Over this period average freight rates fell 26% to $85 per tonne.\r\n\r\nA similar trend has been witnessed on coastal trades, with North West Europe-East Europe TCE earnings rising 22% over the same period despite lower freight rates.\r\n\r\n<i>“The implication is that LPG shipping has everything to gain from lower oil prices, despite unfounded fears that this may reduce cargo demand and so damage sector earnings,”</i> said Shresth Sharma, senior analyst, gas shipping at Drewry. <i>“While we do not anticipate VLGC freight rates reaching the highs of last year given the large number of vessels lined up for delivery, we expect bunker costs to remain low through 2015 which will help support LPG shipping earnings.”</i>\r\n\r\nimage (c) commons.wikipedia','Cheap Oil to Drive LPG Shipping Earnings as per Drewry','','inherit','open','open','','694-revision-v1','','','2015-02-28 20:39:37','2015-02-28 20:39:37','',694,'http://myseatime.com/blogadm/694-revision-v1/',0,'revision','',0,0),(698,1,'2015-02-28 21:08:57','0000-00-00 00:00:00','ClassNK (Chairman and President: Noboru Ueda) announced today that it has released the latest version of its <em>Guidelines for Floating Offshore Facilities for LNG/LPG Production, Storage, Offloading, and Regasification (Second Edition).</em>\r\n\r\nIn February 2011, the leading classification society released its <em>Guidelines for Floating Offshore Facilities for LNG/LPG Production, Storage, and Offloading</em> in response to a growing need for clear technical guidelines for the construction and survey of Gas FPSOs.\r\n\r\nRecent years have also seen a rise in FSRU (Floating Storage and Regasification Unit) projects. These offshore gas facilities have been gaining popularity due to their low cost (less than half the cost of an equivalent onshore facility) and the advantage of being able to move wherever demand is the highest for regasification.\r\n\r\nIn light of this industry trend ClassNK has clarified its guidelines to include FSRUs as well as FPSOs. As many of these facilities are often located close to shore, the amendments include design conditions which take into consideration the possibility and effects of tsunamis on offshore gas facilities. Tsunamis which occurred in the past at the specified operation site are to be investigated and the maximum tsunami which can occur at the site is to be taken into account during the design process.\r\n\r\nThe <em>Guidelines for Floating Offshore Facilities for LNG/LPG Production, Storage, Offloading, and Regasification</em>are available on the ClassNK website for ClassNK “My Page” users. Registration for ClassNK’s “My Page” service is easy and free. Simply go to ClassNK’s website at <a href=\"http://www.classnk.com/\" target=\"newwin\">www.classnk.com</a> and click on “My Page Login”.','ClassNK updates its Guidelines for Floating Offshore Facilities','','draft','open','open','','','','','2015-02-28 21:08:57','2015-02-28 21:08:57','',0,'http://myseatime.com/blogadm/?p=698',0,'post','',0,0),(699,1,'2015-02-28 21:08:57','2015-02-28 21:08:57','ClassNK (Chairman and President: Noboru Ueda) announced today that it has released the latest version of its <em>Guidelines for Floating Offshore Facilities for LNG/LPG Production, Storage, Offloading, and Regasification (Second Edition).</em>\r\n\r\nIn February 2011, the leading classification society released its <em>Guidelines for Floating Offshore Facilities for LNG/LPG Production, Storage, and Offloading</em> in response to a growing need for clear technical guidelines for the construction and survey of Gas FPSOs.\r\n\r\nRecent years have also seen a rise in FSRU (Floating Storage and Regasification Unit) projects. These offshore gas facilities have been gaining popularity due to their low cost (less than half the cost of an equivalent onshore facility) and the advantage of being able to move wherever demand is the highest for regasification.\r\n\r\nIn light of this industry trend ClassNK has clarified its guidelines to include FSRUs as well as FPSOs. As many of these facilities are often located close to shore, the amendments include design conditions which take into consideration the possibility and effects of tsunamis on offshore gas facilities. Tsunamis which occurred in the past at the specified operation site are to be investigated and the maximum tsunami which can occur at the site is to be taken into account during the design process.\r\n\r\nThe <em>Guidelines for Floating Offshore Facilities for LNG/LPG Production, Storage, Offloading, and Regasification</em>are available on the ClassNK website for ClassNK “My Page” users. Registration for ClassNK’s “My Page” service is easy and free. Simply go to ClassNK’s website at <a href=\"http://www.classnk.com/\" target=\"newwin\">www.classnk.com</a> and click on “My Page Login”.','ClassNK updates its Guidelines for Floating Offshore Facilities','','inherit','open','open','','698-revision-v1','','','2015-02-28 21:08:57','2015-02-28 21:08:57','',698,'http://myseatime.com/blogadm/698-revision-v1/',0,'revision','',0,0),(700,3,'2015-03-01 04:55:51','2015-03-01 04:55:51','Royal Caribbean International’s new generation Oasis-class ship, Harmony of the Seas,is set to launch in April 2016. The third in the Oasis class of ships – currently the largest cruise ships in the world – will continue the award-winning cruise line’s philosophy of innovation and imagination to offer a unique vacation adventure for guests.\r\n\r\n“We are orchestrating a medley of new exciting concepts with the best Royal Caribbean innovations to strike the perfect chord for adventurous vacationers. That is why we are calling our third Oasis-class ship <em>Harmony of the Seas,” said Michael Bayley, President and CEO, Royal Caribbean International.           </em>\r\n\r\n<em>Harmony of the Seas</em>, featuring the cruise line’s design of seven distinct neighborhoods for which Oasis class is known, will offer the most amazing collection of experiences, amenities and activities at sea. Guests can test their mettle on the ship’s <strong>three multi-story waterslides</strong>, all of which twist and turn over Central Park 10 decks below. One of the slides also will feature a champagne bowl that swirls guests around as they make their approach to the end of the ride.\r\n\r\n“The Oasis class ships continue to astound and delight both new and experienced cruisers. They shatter preconceived notions of what cruising can be and continue to stand in a category by themselves,” said Richard D. Fain, Chairman and CEO, Royal Caribbean Cruises Ltd. “With <em>Harmony of the Seas</em>, we are making the most exciting experience at sea even better.”\r\n\r\n<em>Harmony of the Seas</em> also will feature a new Bionic Bar on the Royal Promenade.  The Bionic Bar was first introduced aboard <em>Quantum of the Seas</em>, and feature robot bartenders serving up one-of-a-kind crafted cocktails while dancing to a fluid beat. Additionally, guests onboard <em>Harmony of the Seas</em> will enjoy RFID technology with <strong>Royal WOWBands</strong> that provide them access to their staterooms as well as make onboard purchases and reservations.  Like her sisters, <em>Harmony</em> also will feature the fastest Internet connection at sea where guests can stream video; Skype with family and friends back at home; and share their vacation memories through social media instantly while at sea.\r\n\r\nWhile <em>Oasis</em> and <em>Allure</em> offered some of the largest staterooms in the fleet, on<em> Harmony of the Seas</em> the company has made some stateroom categories even larger.  Interior accommodations also will be outfitted with Royal Caribbean’s exclusive Virtual Balconies which offer a view in every stateroom, while single travelers will have studio stateroom choices. Suite guests also will have exclusive new areas to enjoy, from a well-appointed suite lounge and a private suites-only restaurant called <strong>Coastal Kitchen</strong> to an exclusive full-service <strong>Suite Sun Zone </strong>sun deck.\r\n\r\nYounger and young-at-heart guests can take a spin on the handcrafted carousel or enjoy a new <strong>classic games arcade </strong>on the ship’s Boardwalk neighborhood. While parents enjoy the newly relocated <strong>Starbucks</strong> café on the Boardwalk, kids can meet new friends at a new climbing play area.\r\n\r\nRoyal Caribbean’s Dynamic Dining will give <em>Harmony of the Seas’</em> guests a culinary experience as vast and varied as dining in the world’s most cosmopolitan cities with more choice and flexibility than ever before. Those preferring a more traditional cruise dining style may select the “Classic” option which will offer two set seating times. Dynamic Dining’s “Classic” option allows guests to rotate through each of the main complimentary restaurants at an early- or a late-seating time throughout their cruise with their dining group and the same assigned waiter each evening.\r\n\r\nNew specialty restaurant concepts will provide even more variety for guests including <strong>Izumi Hibachi &amp; Sushi</strong>, with a new teppanyaki menu, and the <strong>Sabor Modern Mexican </strong>restaurant. The new <strong>Wonderland Imaginative Cuisine</strong> will give guests the chance to experience a unique culinary adventure for the senses when Royal Caribbean chefs twist their culinary kaleidoscopes in a whimsical setting that challenges the imagination with never-before-seen fare.\r\n\r\n<em>Harmony of the Seas</em> will span 16 decks, encompass 227,000 gross registered tons, carry 5,479 guests at double occupancy, and feature 2,747 staterooms. The Oasis class is an architectural marvel touting Royal Caribbean’s exclusive seven neighborhood concept, including Central Park, Boardwalk, the Royal Promenade, the Pool and Sports Zone, Vitality at Sea Spa and Fitness Center, Entertainment Place and Youth Zone.\r\n\r\nWith Quantum-class ships<em> Anthem of the </em>Seas (launching in April 2015 in Southampton, U.K.) and <em>Ovation of the Seas</em> (debuting in April 2016),<em> Harmony of the </em>Seas will be Royal Caribbean’s third new ship to launch throughout the next 18 months. Itineraries for <em>Ovation of the Seas</em> and <em>Harmony of the Seas</em> will be announced this coming March.\r\n\r\nimage (c) royal caribbean','Royal Carribbean\'s Oasis III set to launch in April 2016','','publish','open','open','','royal-carribbeans-oasis-iii-set-to-launch-in-april-2016','','','2015-03-01 07:01:11','2015-03-01 07:01:11','',0,'http://myseatime.com/blogadm/?p=700',0,'post','',0,45),(701,1,'2015-03-01 04:49:08','2015-03-01 04:49:08','royal caribbean','oasis 3','','inherit','open','open','','oasis-3','','','2015-03-01 04:55:40','2015-03-01 04:55:40','',700,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/oasis-3.jpg',0,'attachment','image/jpeg',0,0),(702,1,'2015-03-01 04:55:51','2015-03-01 04:55:51','Royal Caribbean International’s new generation Oasis-class ship, <em>Harmony of the Seas,</em> is set to launch in April 2016<em>. </em>The third in the Oasis class of ships – currently the largest cruise ships in the world – will continue the award-winning cruise line’s philosophy of innovation and imagination to offer a unique vacation adventure for guests.\r\n\r\n“We are orchestrating a medley of new exciting concepts with the best Royal Caribbean innovations to strike the perfect chord for adventurous vacationers. That is why we are calling our third Oasis-class ship <em>Harmony of the Seas</em>,” said Michael Bayley, President and CEO, Royal Caribbean International.            <em>      </em>\r\n\r\n<em>Harmony of the Seas</em>, featuring the cruise line’s design of seven distinct neighborhoods for which Oasis class is known, will offer the most amazing collection of experiences, amenities and activities at sea. Guests can test their mettle on the ship’s <strong>three multi-story waterslides</strong>, all of which twist and turn over Central Park 10 decks below. One of the slides also will feature a champagne bowl that swirls guests around as they make their approach to the end of the ride.\r\n\r\n“The Oasis class ships continue to astound and delight both new and experienced cruisers. They shatter preconceived notions of what cruising can be and continue to stand in a category by themselves,” said Richard D. Fain, Chairman and CEO, Royal Caribbean Cruises Ltd. “With <em>Harmony of the Seas</em>, we are making the most exciting experience at sea even better.”\r\n\r\n<em>Harmony of the Seas</em> also will feature a new Bionic Bar on the Royal Promenade.  The Bionic Bar was first introduced aboard <em>Quantum of the Seas</em>, and feature robot bartenders serving up one-of-a-kind crafted cocktails while dancing to a fluid beat. Additionally, guests onboard <em>Harmony of the Seas</em> will enjoy RFID technology with <strong>Royal WOWBands</strong> that provide them access to their staterooms as well as make onboard purchases and reservations.  Like her sisters, <em>Harmony</em> also will feature the fastest Internet connection at sea where guests can stream video; Skype with family and friends back at home; and share their vacation memories through social media instantly while at sea.\r\n\r\nWhile <em>Oasis</em> and <em>Allure</em> offered some of the largest staterooms in the fleet, on<em> Harmony of the Seas</em> the company has made some stateroom categories even larger.  Interior accommodations also will be outfitted with Royal Caribbean’s exclusive Virtual Balconies which offer a view in every stateroom, while single travelers will have studio stateroom choices. Suite guests also will have exclusive new areas to enjoy, from a well-appointed suite lounge and a private suites-only restaurant called <strong>Coastal Kitchen</strong> to an exclusive full-service <strong>Suite Sun Zone </strong>sun deck.\r\n\r\nYounger and young-at-heart guests can take a spin on the handcrafted carousel or enjoy a new <strong>classic games arcade </strong>on the ship’s Boardwalk neighborhood. While parents enjoy the newly relocated <strong>Starbucks</strong> café on the Boardwalk, kids can meet new friends at a new climbing play area.\r\n\r\nRoyal Caribbean’s Dynamic Dining will give <em>Harmony of the Seas’</em> guests a culinary experience as vast and varied as dining in the world’s most cosmopolitan cities with more choice and flexibility than ever before. Those preferring a more traditional cruise dining style may select the “Classic” option which will offer two set seating times. Dynamic Dining’s “Classic” option allows guests to rotate through each of the main complimentary restaurants at an early- or a late-seating time throughout their cruise with their dining group and the same assigned waiter each evening.\r\n\r\nNew specialty restaurant concepts will provide even more variety for guests including <strong>Izumi Hibachi &amp; Sushi</strong>, with a new teppanyaki menu, and the <strong>Sabor Modern Mexican </strong>restaurant. The new <strong>Wonderland Imaginative Cuisine</strong> will give guests the chance to experience a unique culinary adventure for the senses when Royal Caribbean chefs twist their culinary kaleidoscopes in a whimsical setting that challenges the imagination with never-before-seen fare.\r\n\r\n<em>Harmony of the Seas</em> will span 16 decks, encompass 227,000 gross registered tons, carry 5,479 guests at double occupancy, and feature 2,747 staterooms. The Oasis class is an architectural marvel touting Royal Caribbean’s exclusive seven neighborhood concept, including Central Park, Boardwalk, the Royal Promenade, the Pool and Sports Zone, Vitality at Sea Spa and Fitness Center, Entertainment Place and Youth Zone. For more information about Royal Caribbean’s Oasis-class ships, please visit <a href=\"http://www.royalcaribbeanpresscenter.com/ship/21/oasis-of-the-seas/1/releases/\">Royal Caribbean Press Center</a>.\r\n\r\nWith Quantum-class ships<em> Anthem of the </em>Seas (launching in April 2015 in Southampton, U.K.) and <em>Ovation of the Seas</em> (debuting in April 2016),<em> Harmony of the </em>Seas will be Royal Caribbean’s third new ship to launch throughout the next 18 months. Itineraries for <em>Ovation of the Seas</em> and <em>Harmony of the Seas</em> will be announced this coming March.\r\n\r\nimage (c) royal caribbean','Royal Carribbean\'s Oasis III set to launch in April 2016','','inherit','open','open','','700-revision-v1','','','2015-03-01 04:55:51','2015-03-01 04:55:51','',700,'http://myseatime.com/blogadm/700-revision-v1/',0,'revision','',0,0),(703,1,'2015-03-01 04:56:40','2015-03-01 04:56:40','Royal Caribbean International’s new generation Oasis-class ship, <em>Harmony of the Seas,</em> is set to launch in April 2016<em>. </em>The third in the Oasis class of ships – currently the largest cruise ships in the world – will continue the award-winning cruise line’s philosophy of innovation and imagination to offer a unique vacation adventure for guests.\r\n\r\n“We are orchestrating a medley of new exciting concepts with the best Royal Caribbean innovations to strike the perfect chord for adventurous vacationers. That is why we are calling our third Oasis-class ship <em>Harmony of the Seas</em>,” said Michael Bayley, President and CEO, Royal Caribbean International.            <em>      </em>\r\n\r\n<em>Harmony of the Seas</em>, featuring the cruise line’s design of seven distinct neighborhoods for which Oasis class is known, will offer the most amazing collection of experiences, amenities and activities at sea. Guests can test their mettle on the ship’s <strong>three multi-story waterslides</strong>, all of which twist and turn over Central Park 10 decks below. One of the slides also will feature a champagne bowl that swirls guests around as they make their approach to the end of the ride.\r\n\r\n“The Oasis class ships continue to astound and delight both new and experienced cruisers. They shatter preconceived notions of what cruising can be and continue to stand in a category by themselves,” said Richard D. Fain, Chairman and CEO, Royal Caribbean Cruises Ltd. “With <em>Harmony of the Seas</em>, we are making the most exciting experience at sea even better.”\r\n\r\n<em>Harmony of the Seas</em> also will feature a new Bionic Bar on the Royal Promenade.  The Bionic Bar was first introduced aboard <em>Quantum of the Seas</em>, and feature robot bartenders serving up one-of-a-kind crafted cocktails while dancing to a fluid beat. Additionally, guests onboard <em>Harmony of the Seas</em> will enjoy RFID technology with <strong>Royal WOWBands</strong> that provide them access to their staterooms as well as make onboard purchases and reservations.  Like her sisters, <em>Harmony</em> also will feature the fastest Internet connection at sea where guests can stream video; Skype with family and friends back at home; and share their vacation memories through social media instantly while at sea.\r\n\r\nWhile <em>Oasis</em> and <em>Allure</em> offered some of the largest staterooms in the fleet, on<em> Harmony of the Seas</em> the company has made some stateroom categories even larger.  Interior accommodations also will be outfitted with Royal Caribbean’s exclusive Virtual Balconies which offer a view in every stateroom, while single travelers will have studio stateroom choices. Suite guests also will have exclusive new areas to enjoy, from a well-appointed suite lounge and a private suites-only restaurant called <strong>Coastal Kitchen</strong> to an exclusive full-service <strong>Suite Sun Zone </strong>sun deck.\r\n\r\nYounger and young-at-heart guests can take a spin on the handcrafted carousel or enjoy a new <strong>classic games arcade </strong>on the ship’s Boardwalk neighborhood. While parents enjoy the newly relocated <strong>Starbucks</strong> café on the Boardwalk, kids can meet new friends at a new climbing play area.\r\n\r\nRoyal Caribbean’s Dynamic Dining will give <em>Harmony of the Seas’</em> guests a culinary experience as vast and varied as dining in the world’s most cosmopolitan cities with more choice and flexibility than ever before. Those preferring a more traditional cruise dining style may select the “Classic” option which will offer two set seating times. Dynamic Dining’s “Classic” option allows guests to rotate through each of the main complimentary restaurants at an early- or a late-seating time throughout their cruise with their dining group and the same assigned waiter each evening.\r\n\r\nNew specialty restaurant concepts will provide even more variety for guests including <strong>Izumi Hibachi &amp; Sushi</strong>, with a new teppanyaki menu, and the <strong>Sabor Modern Mexican </strong>restaurant. The new <strong>Wonderland Imaginative Cuisine</strong> will give guests the chance to experience a unique culinary adventure for the senses when Royal Caribbean chefs twist their culinary kaleidoscopes in a whimsical setting that challenges the imagination with never-before-seen fare.\r\n\r\n<em>Harmony of the Seas</em> will span 16 decks, encompass 227,000 gross registered tons, carry 5,479 guests at double occupancy, and feature 2,747 staterooms. The Oasis class is an architectural marvel touting Royal Caribbean’s exclusive seven neighborhood concept, including Central Park, Boardwalk, the Royal Promenade, the Pool and Sports Zone, Vitality at Sea Spa and Fitness Center, Entertainment Place and Youth Zone.\r\n\r\nWith Quantum-class ships<em> Anthem of the </em>Seas (launching in April 2015 in Southampton, U.K.) and <em>Ovation of the Seas</em> (debuting in April 2016),<em> Harmony of the </em>Seas will be Royal Caribbean’s third new ship to launch throughout the next 18 months. Itineraries for <em>Ovation of the Seas</em> and <em>Harmony of the Seas</em> will be announced this coming March.\r\n\r\nimage (c) royal caribbean','Royal Carribbean\'s Oasis III set to launch in April 2016','','inherit','open','open','','700-revision-v1','','','2015-03-01 04:56:40','2015-03-01 04:56:40','',700,'http://myseatime.com/blogadm/700-revision-v1/',0,'revision','',0,0),(704,1,'2015-03-01 07:00:19','2015-03-01 07:00:19','Royal Caribbean International’s new generation Oasis-class ship, Harmony of the Seas,is set to launch in April 2016. The third in the Oasis class of ships – currently the largest cruise ships in the world – will continue the award-winning cruise line’s philosophy of innovation and imagination to offer a unique vacation adventure for guests.\r\n\r\n“We are orchestrating a medley of new exciting concepts with the best Royal Caribbean innovations to strike the perfect chord for adventurous vacationers. That is why we are calling our third Oasis-class ship <em>Harmony of the Seas,” said Michael Bayley, President and CEO, Royal Caribbean International.           </em>\r\n\r\n<em>Harmony of the Seas</em>, featuring the cruise line’s design of seven distinct neighborhoods for which Oasis class is known, will offer the most amazing collection of experiences, amenities and activities at sea. Guests can test their mettle on the ship’s <strong>three multi-story waterslides</strong>, all of which twist and turn over Central Park 10 decks below. One of the slides also will feature a champagne bowl that swirls guests around as they make their approach to the end of the ride.\r\n\r\n“The Oasis class ships continue to astound and delight both new and experienced cruisers. They shatter preconceived notions of what cruising can be and continue to stand in a category by themselves,” said Richard D. Fain, Chairman and CEO, Royal Caribbean Cruises Ltd. “With <em>Harmony of the Seas</em>, we are making the most exciting experience at sea even better.”\r\n\r\n<em>Harmony of the Seas</em> also will feature a new Bionic Bar on the Royal Promenade.  The Bionic Bar was first introduced aboard <em>Quantum of the Seas</em>, and feature robot bartenders serving up one-of-a-kind crafted cocktails while dancing to a fluid beat. Additionally, guests onboard <em>Harmony of the Seas</em> will enjoy RFID technology with <strong>Royal WOWBands</strong> that provide them access to their staterooms as well as make onboard purchases and reservations.  Like her sisters, <em>Harmony</em> also will feature the fastest Internet connection at sea where guests can stream video; Skype with family and friends back at home; and share their vacation memories through social media instantly while at sea.\r\n\r\nWhile <em>Oasis</em> and <em>Allure</em> offered some of the largest staterooms in the fleet, on<em> Harmony of the Seas</em> the company has made some stateroom categories even larger.  Interior accommodations also will be outfitted with Royal Caribbean’s exclusive Virtual Balconies which offer a view in every stateroom, while single travelers will have studio stateroom choices. Suite guests also will have exclusive new areas to enjoy, from a well-appointed suite lounge and a private suites-only restaurant called <strong>Coastal Kitchen</strong> to an exclusive full-service <strong>Suite Sun Zone </strong>sun deck.\r\n\r\nYounger and young-at-heart guests can take a spin on the handcrafted carousel or enjoy a new <strong>classic games arcade </strong>on the ship’s Boardwalk neighborhood. While parents enjoy the newly relocated <strong>Starbucks</strong> café on the Boardwalk, kids can meet new friends at a new climbing play area.\r\n\r\nRoyal Caribbean’s Dynamic Dining will give <em>Harmony of the Seas’</em> guests a culinary experience as vast and varied as dining in the world’s most cosmopolitan cities with more choice and flexibility than ever before. Those preferring a more traditional cruise dining style may select the “Classic” option which will offer two set seating times. Dynamic Dining’s “Classic” option allows guests to rotate through each of the main complimentary restaurants at an early- or a late-seating time throughout their cruise with their dining group and the same assigned waiter each evening.\r\n\r\nNew specialty restaurant concepts will provide even more variety for guests including <strong>Izumi Hibachi &amp; Sushi</strong>, with a new teppanyaki menu, and the <strong>Sabor Modern Mexican </strong>restaurant. The new <strong>Wonderland Imaginative Cuisine</strong> will give guests the chance to experience a unique culinary adventure for the senses when Royal Caribbean chefs twist their culinary kaleidoscopes in a whimsical setting that challenges the imagination with never-before-seen fare.\r\n\r\n<em>Harmony of the Seas</em> will span 16 decks, encompass 227,000 gross registered tons, carry 5,479 guests at double occupancy, and feature 2,747 staterooms. The Oasis class is an architectural marvel touting Royal Caribbean’s exclusive seven neighborhood concept, including Central Park, Boardwalk, the Royal Promenade, the Pool and Sports Zone, Vitality at Sea Spa and Fitness Center, Entertainment Place and Youth Zone.\r\n\r\nWith Quantum-class ships<em> Anthem of the </em>Seas (launching in April 2015 in Southampton, U.K.) and <em>Ovation of the Seas</em> (debuting in April 2016),<em> Harmony of the </em>Seas will be Royal Caribbean’s third new ship to launch throughout the next 18 months. Itineraries for <em>Ovation of the Seas</em> and <em>Harmony of the Seas</em> will be announced this coming March.\r\n\r\nimage (c) royal caribbean','Royal Carribbean\'s Oasis III set to launch in April 2016','','inherit','open','open','','700-revision-v1','','','2015-03-01 07:00:19','2015-03-01 07:00:19','',700,'http://myseatime.com/blogadm/700-revision-v1/',0,'revision','',0,0),(705,3,'2015-03-01 07:17:40','2015-03-01 07:17:40','The container ship Maersk Garonne ran aground while entering the Fremantle Inner Harbour at about 5am this morning.\r\n\r\nAccording to Fremantle port authority, the vessel was stuck in soft sand about 500 metres off South Mole.\r\n\r\nThe vessel was pulled free by tugs at about 8.30am and will go to anchor in Gage Roads to be assessed by the Australian Maritime Safety Authority (AMSA).\r\n\r\nInitial reports from the vessel indicate that there are no injuries or damage to the vessel.\r\n\r\nFremantle port authority advised, there will be a full investigation of the incident by the relevant authorities.\r\n\r\nImage(c) shipspotting.com / Mariner67','Maersk container runs aground near Fremantle harbour','','publish','open','open','','maersk-container-runs-aground-near-fremantle-harbour','','','2015-03-01 07:17:40','2015-03-01 07:17:40','',0,'http://myseatime.com/blogadm/?p=705',0,'post','',0,39),(706,1,'2015-03-01 07:16:17','2015-03-01 07:16:17','shipspotting.com / mariner67','Maersk Garonne_opt','','inherit','open','open','','maersk-garonne_opt','','','2015-03-01 07:16:33','2015-03-01 07:16:33','',705,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Maersk-Garonne_opt.jpg',0,'attachment','image/jpeg',0,0),(707,1,'2015-03-01 07:17:40','2015-03-01 07:17:40','The container ship Maersk Garonne ran aground while entering the Fremantle Inner Harbour at about 5am this morning.\r\n\r\nAccording to Fremantle port authority, the vessel was stuck in soft sand about 500 metres off South Mole.\r\n\r\nThe vessel was pulled free by tugs at about 8.30am and will go to anchor in Gage Roads to be assessed by the Australian Maritime Safety Authority (AMSA).\r\n\r\nInitial reports from the vessel indicate that there are no injuries or damage to the vessel.\r\n\r\nFremantle port authority advised, there will be a full investigation of the incident by the relevant authorities.\r\n\r\nImage(c) shipspotting.com / Mariner67','Maersk container runs aground near Fremantle harbour','','inherit','open','open','','705-revision-v1','','','2015-03-01 07:17:40','2015-03-01 07:17:40','',705,'http://myseatime.com/blogadm/705-revision-v1/',0,'revision','',0,0),(708,1,'2015-03-02 12:26:29','2015-03-02 12:26:29','The container ship Maersk Garonne ran aground while entering the Fremantle Inner Harbour at about 5am this morning.\n\nAccording to Fremantle port authority, the vessel was stuck in soft sand about 500 metres off South Mole.\n\nThe vessel was pulled free by tugs at about 8.30am and will go to anchor in Gage Roads to be assessed by the Australian Maritime Safety Authority (AMSA).\n\nInitial reports from the vessel indicate that there are no injuries or damage to the vessel.\n\nFremantle port authority advised, there will be a full investigation of the incident by the relevant authorities.\n\nUpdate: Please watch below the v\n\nImage(c) shipspotting.com / Mariner67','Maersk container runs aground near Fremantle harbour','','inherit','open','open','','705-autosave-v1','','','2015-03-02 12:26:29','2015-03-02 12:26:29','',705,'http://myseatime.com/blogadm/705-autosave-v1/',0,'revision','',0,0),(709,3,'2015-03-02 12:42:28','2015-03-02 12:42:28','Subsea 7 S.A.  today announced it has been awarded a two-year extension to two Underwater Services Contracts (USCs) by Shell Upstream International Europe, worth approximately US$240 million.\r\n\r\nUnder these Life of Field contract extensions for Diving Support Vessel (DSV) and Remotely Operated Vehicle Support Vessel (ROVSV) services, both of which will commence in 2016, Subsea 7 will continue to provide subsea construction, inspection, repair, maintenance and decommissioning services to Shell’s UK offshore fields and facilities.\r\n\r\nThe DSV contract will be delivered on a 24 hour, year-round basis through to the third quarter 2018.\r\n\r\nThe ROVSV contract will cover a minimum of 100 vessel days per year and continue through to the second quarter of 2018. Subsea 7’s North Sea fleet, including the <i>Seven Atlantic </i>for the DSV workscope<i>, </i>will undertake the work under the USCs.\r\n\r\nAssociated project management and engineering support for the USCs will be executed from Shell’s and Subsea 7’s offices in Aberdeen.\r\n\r\nPhil Simons, Subsea 7 Vice President UK and Canada, said: \"We are proud to have received these contract extensions. An award of this importance recognises our strong track record in providing Life of Field expertise and high quality vessels and safe and efficient operations to Shell since our support of their subsea operations began in 1984.\"\r\n\r\nimage (c) subsea7','SUBSEA 7 S.A. awarded $240 Million contract extensions offshore UK','','publish','open','open','','subsea-7-s-a-awarded-240-million-contract-extensions-offshore-uk','','','2015-03-02 12:42:28','2015-03-02 12:42:28','',0,'http://myseatime.com/blogadm/?p=709',0,'post','',0,28),(710,1,'2015-03-02 12:41:56','2015-03-02 12:41:56','subsea7.com','sunsea 7','','inherit','open','open','','sunsea-7','','','2015-03-02 12:42:09','2015-03-02 12:42:09','',709,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/sunsea-7.jpg',0,'attachment','image/jpeg',0,0),(711,1,'2015-03-02 12:42:28','2015-03-02 12:42:28','Subsea 7 S.A.  today announced it has been awarded a two-year extension to two Underwater Services Contracts (USCs) by Shell Upstream International Europe, worth approximately US$240 million.\r\n\r\nUnder these Life of Field contract extensions for Diving Support Vessel (DSV) and Remotely Operated Vehicle Support Vessel (ROVSV) services, both of which will commence in 2016, Subsea 7 will continue to provide subsea construction, inspection, repair, maintenance and decommissioning services to Shell’s UK offshore fields and facilities.\r\n\r\nThe DSV contract will be delivered on a 24 hour, year-round basis through to the third quarter 2018.\r\n\r\nThe ROVSV contract will cover a minimum of 100 vessel days per year and continue through to the second quarter of 2018. Subsea 7’s North Sea fleet, including the <i>Seven Atlantic </i>for the DSV workscope<i>, </i>will undertake the work under the USCs.\r\n\r\nAssociated project management and engineering support for the USCs will be executed from Shell’s and Subsea 7’s offices in Aberdeen.\r\n\r\nPhil Simons, Subsea 7 Vice President UK and Canada, said: \"We are proud to have received these contract extensions. An award of this importance recognises our strong track record in providing Life of Field expertise and high quality vessels and safe and efficient operations to Shell since our support of their subsea operations began in 1984.\"\r\n\r\nimage (c) subsea7','SUBSEA 7 S.A. awarded $240 Million contract extensions offshore UK','','inherit','open','open','','709-revision-v1','','','2015-03-02 12:42:28','2015-03-02 12:42:28','',709,'http://myseatime.com/blogadm/709-revision-v1/',0,'revision','',0,0),(712,3,'2015-03-02 12:52:49','2015-03-02 12:52:49','Mitsubishi Heavy Industries, Ltd. (MHI) has received an order from Astomos Energy Corporation for a very large liquefied petroleum gas (LPG) carrier. The LPG carrier on order is the fourth sister ship identical to vessel first ordered to MHI by Astomos Energy in 2013. The carrier will provide the world\'s highest level of energy-saving performance, flexibility to accommodate major LPG terminals around the globe, and specifications suited to passage through the newly expanding Panama Canal. Completion and delivery of the ship is scheduled for the first half of 2017.\r\n\r\nThe newly ordered LPG carrier will measure 230.0 meters (m) in length overall (LOA), 36.6m in width and 11.1m in draft, with gross tonnage of 48,300 tons (t) and deadweight tonnage of 51,100t. It will have capacity to carry up to 83,000 cubic meters (m3) of LPG. The adoption of MHI\'s unique hull design and other features will provide the carrier with superlative fuel efficiency and outstanding adaptability to the diverse connecting conditions of the world\'s LPG terminals. The ship will also be equipped with the industry\'s most advanced systems, including mooring arrangement, to enable passage through the newly expanding Panama Canal, which is expected to become operable early in 2016. Construction, as with the three previously ordered vessels, will be carried out at MHI\'s Nagasaki Shipyard &amp; Machinery Works.\r\n\r\nAstomos Energy presently operates a fleet of 21 large-scale LPG carriers. All six vessels owned by the company and 10 of the company\'s 15 time-chartered vessels were built by MHI at the Nagasaki Shipyard. Astomos Energy targets in its new medium-term business plan beginning fiscal year 2015 to expand its LPG transport structure and increase gross LPG handling volume from the current 10 million tons per year (mtpy) to more than 12mtpy by 2017. The order newly placed to MHI is an integral part of that initiative. The new carrier, when completed, will replace a vessel owned by Astomos Energy, which was built in the first half of the 1990s.\r\n\r\nWith the emergence of the \"shale gas revolution\" in the United States, demand for LPG produced in North America is projected to increase in the medium- and long-term in markets worldwide, including East Asia. In tandem with this expansionary trend, coupled with the enlargement of the Panama Canal, newly constructed ships must offer increased carrying capacities and be able to transport over longer distances. They must also perform to tightening environmental restrictions imposed on such ship navigations. The LPG carrier ordered from MHI by Astomos Energy will satisfy these various requirements and simultaneously meet the needs of the company\'s plan to build the world\'s most advanced LPG carrier fleet.\r\n\r\nIn responding to the heightening demands for LPG carriers, going forward, MHI will focus on the development of ever more energy-efficient, environmentally compatible and flexibly operable LPG carriers and pursue more proactive proposal-based solutions marketing.\r\n\r\nImage (c) MHI-global.com','MHI Receives Order for Very Large LPG Carrier from Astomos Energy','','publish','open','open','','mhi-receives-order-for-very-large-lpg-carrier-from-astomos-energy','','','2015-03-02 12:52:49','2015-03-02 12:52:49','',0,'http://myseatime.com/blogadm/?p=712',0,'post','',0,32),(713,1,'2015-03-02 12:51:17','2015-03-02 12:51:17','mhi-global.com','MHI_opt','','inherit','open','open','','mhi_opt','','','2015-03-02 12:51:49','2015-03-02 12:51:49','',712,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MHI_opt.jpg',0,'attachment','image/jpeg',0,0),(714,1,'2015-03-02 12:52:49','2015-03-02 12:52:49','Mitsubishi Heavy Industries, Ltd. (MHI) has received an order from Astomos Energy Corporation for a very large liquefied petroleum gas (LPG) carrier. The LPG carrier on order is the fourth sister ship identical to vessel first ordered to MHI by Astomos Energy in 2013. The carrier will provide the world\'s highest level of energy-saving performance, flexibility to accommodate major LPG terminals around the globe, and specifications suited to passage through the newly expanding Panama Canal. Completion and delivery of the ship is scheduled for the first half of 2017.\r\n\r\nThe newly ordered LPG carrier will measure 230.0 meters (m) in length overall (LOA), 36.6m in width and 11.1m in draft, with gross tonnage of 48,300 tons (t) and deadweight tonnage of 51,100t. It will have capacity to carry up to 83,000 cubic meters (m3) of LPG. The adoption of MHI\'s unique hull design and other features will provide the carrier with superlative fuel efficiency and outstanding adaptability to the diverse connecting conditions of the world\'s LPG terminals. The ship will also be equipped with the industry\'s most advanced systems, including mooring arrangement, to enable passage through the newly expanding Panama Canal, which is expected to become operable early in 2016. Construction, as with the three previously ordered vessels, will be carried out at MHI\'s Nagasaki Shipyard &amp; Machinery Works.\r\n\r\nAstomos Energy presently operates a fleet of 21 large-scale LPG carriers. All six vessels owned by the company and 10 of the company\'s 15 time-chartered vessels were built by MHI at the Nagasaki Shipyard. Astomos Energy targets in its new medium-term business plan beginning fiscal year 2015 to expand its LPG transport structure and increase gross LPG handling volume from the current 10 million tons per year (mtpy) to more than 12mtpy by 2017. The order newly placed to MHI is an integral part of that initiative. The new carrier, when completed, will replace a vessel owned by Astomos Energy, which was built in the first half of the 1990s.\r\n\r\nWith the emergence of the \"shale gas revolution\" in the United States, demand for LPG produced in North America is projected to increase in the medium- and long-term in markets worldwide, including East Asia. In tandem with this expansionary trend, coupled with the enlargement of the Panama Canal, newly constructed ships must offer increased carrying capacities and be able to transport over longer distances. They must also perform to tightening environmental restrictions imposed on such ship navigations. The LPG carrier ordered from MHI by Astomos Energy will satisfy these various requirements and simultaneously meet the needs of the company\'s plan to build the world\'s most advanced LPG carrier fleet.\r\n\r\nIn responding to the heightening demands for LPG carriers, going forward, MHI will focus on the development of ever more energy-efficient, environmentally compatible and flexibly operable LPG carriers and pursue more proactive proposal-based solutions marketing.\r\n\r\nImage (c) MHI-global.com','MHI Receives Order for Very Large LPG Carrier from Astomos Energy','','inherit','open','open','','712-revision-v1','','','2015-03-02 12:52:49','2015-03-02 12:52:49','',712,'http://myseatime.com/blogadm/712-revision-v1/',0,'revision','',0,0),(715,3,'2015-03-02 13:14:20','2015-03-02 13:14:20','Mitsui O.S.K. Lines, Ltd.  today announced that the company has signed a deal for construction of four 20,000 TEU containerships with Samsung Heavy Industries (President and CEO: Dae-young Park; Headquarters: Seoul, Korea). MOL also concluded an MOU for long-term chartering of two 20,000 TEU containerships with Shoei Kisen Kaisha, Ltd. (President: Yukito Higaki; Headquarters: Imabari-shi, Ehime Prefecture). The two containerships will be built at Imabari Shipbuilding Co., Ltd. (President: Yukito Higaki; Headquarters: Imabari-shi, Ehime Prefecture). The six vessels will be launched and delivered in 2017, and will serve the Asia-Europe service.\r\n\r\nThe 20,000 TEU type is the world\'s largest among delivered and on order containerships. The newbuilding vessels will adopt various highly advanced energy-saving technologies, which will further reduce fuel consumption and cost, in comparison with 14,000 TEU types that MOL currently operates. The　main engines have the specifications which enable LNG use as fuel in the future remodeling.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL.jpg\"><img class=\"aligncenter size-full wp-image-716\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL.jpg\" alt=\"MOL\" width=\"620\" height=\"158\" /></a>\r\n\r\nMOL continues to offer high-quality and competitive services through fleet expansion.\r\n\r\nImage (c) commons.wikimedia','MOL Expands Large-scale Containership Fleet with deal of 20000 TEU containers','','publish','open','open','','mol-expands-large-scale-containership-fleet-with-deal-of-20000-teu-containers','','','2015-03-02 13:14:20','2015-03-02 13:14:20','',0,'http://myseatime.com/blogadm/?p=715',0,'post','',0,49),(716,1,'2015-03-02 13:07:04','2015-03-02 13:07:04','MOL','MOL','','inherit','open','open','','mol-2','','','2015-03-02 13:07:39','2015-03-02 13:07:39','',715,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL.jpg',0,'attachment','image/jpeg',0,0),(717,1,'2015-03-02 13:12:24','2015-03-02 13:12:24','commons.wikimedia','MOL_Prosperity_opt','','inherit','open','open','','mol_prosperity_opt','','','2015-03-02 13:13:01','2015-03-02 13:13:01','',715,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL_Prosperity_opt.jpg',0,'attachment','image/jpeg',0,0),(718,1,'2015-03-02 13:14:20','2015-03-02 13:14:20','Mitsui O.S.K. Lines, Ltd.  today announced that the company has signed a deal for construction of four 20,000 TEU containerships with Samsung Heavy Industries (President and CEO: Dae-young Park; Headquarters: Seoul, Korea). MOL also concluded an MOU for long-term chartering of two 20,000 TEU containerships with Shoei Kisen Kaisha, Ltd. (President: Yukito Higaki; Headquarters: Imabari-shi, Ehime Prefecture). The two containerships will be built at Imabari Shipbuilding Co., Ltd. (President: Yukito Higaki; Headquarters: Imabari-shi, Ehime Prefecture). The six vessels will be launched and delivered in 2017, and will serve the Asia-Europe service.\r\n\r\nThe 20,000 TEU type is the world\'s largest among delivered and on order containerships. The newbuilding vessels will adopt various highly advanced energy-saving technologies, which will further reduce fuel consumption and cost, in comparison with 14,000 TEU types that MOL currently operates. The　main engines have the specifications which enable LNG use as fuel in the future remodeling.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL.jpg\"><img class=\"aligncenter size-full wp-image-716\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL.jpg\" alt=\"MOL\" width=\"620\" height=\"158\" /></a>\r\n\r\nMOL continues to offer high-quality and competitive services through fleet expansion.\r\n\r\nImage (c) commons.wikimedia','MOL Expands Large-scale Containership Fleet with deal of 20000 TEU containers','','inherit','open','open','','715-revision-v1','','','2015-03-02 13:14:20','2015-03-02 13:14:20','',715,'http://myseatime.com/blogadm/715-revision-v1/',0,'revision','',0,0),(719,3,'2015-03-02 16:29:39','2015-03-02 16:29:39','Hyundai Heavy Industries Co., Ltd. (HHI), the world’s biggest shipbuilder and a marine engine manufacturer, announced today that it independently developed HHI Gas Management System re-liquefying boil off gas (BOG) from a membrane LNG containment tank to use it as fuel for LNG carriers.\r\n\r\nThe newly developed gas treatment system, composed of an ME-GI engine, a BOG high-pressure compressor, a BOG re-liquefaction system, an LNG fuel gas supply system (FGSS) and Hyundai integrated gas supply system (Hi-GAS), can re-liquefy 100 percent of the BOG and re-store it in the LNG tank which can later be used as the ship’s fuel, whereas the conventional systems can only re-liquefy BOG partially.\r\n\r\nWith the alternative fuel consumption, the LNG carrier equipped with this system can save up to 50 percent of the fuel cost in comparison with the standard vessel using heavy fuel oil (HFO) or marine gas oil (MGO), and produce 92, 80 and 23 percent less emissions of SOx, NOx and CO2, respectively.\r\n\r\nEquipped with this new gas treatment system, the two 176,000 m³ LNG carriers HHI is building for Knutsen, Norway are scheduled to be delivered in 2016.','Hyundai Heavy Industries Develops HHI Gas Management System for Fuelling LNG Carrier','','publish','open','open','','hyundai-heavy-industries-develops-hhi-gas-management-system-for-fuelling-lng-carrier','','','2015-03-02 16:29:39','2015-03-02 16:29:39','',0,'http://myseatime.com/blogadm/?p=719',0,'post','',0,42),(720,1,'2015-03-02 16:27:19','2015-03-02 16:27:19','hhiir.com','HHI Gas Management System_opt','','inherit','open','open','','hhi-gas-management-system_opt','','','2015-03-02 16:27:33','2015-03-02 16:27:33','',719,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/HHI-Gas-Management-System_opt.png',0,'attachment','image/png',0,0),(721,1,'2015-03-02 16:29:09','2015-03-02 16:29:09','hhiir.com','HHI Gas Management System_opt-2','','inherit','open','open','','hhi-gas-management-system_opt-2','','','2015-03-02 16:29:18','2015-03-02 16:29:18','',719,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/HHI-Gas-Management-System_opt-2.png',0,'attachment','image/png',0,0),(722,1,'2015-03-02 16:29:39','2015-03-02 16:29:39','Hyundai Heavy Industries Co., Ltd. (HHI), the world’s biggest shipbuilder and a marine engine manufacturer, announced today that it independently developed HHI Gas Management System re-liquefying boil off gas (BOG) from a membrane LNG containment tank to use it as fuel for LNG carriers.\r\n\r\nThe newly developed gas treatment system, composed of an ME-GI engine, a BOG high-pressure compressor, a BOG re-liquefaction system, an LNG fuel gas supply system (FGSS) and Hyundai integrated gas supply system (Hi-GAS), can re-liquefy 100 percent of the BOG and re-store it in the LNG tank which can later be used as the ship’s fuel, whereas the conventional systems can only re-liquefy BOG partially.\r\n\r\nWith the alternative fuel consumption, the LNG carrier equipped with this system can save up to 50 percent of the fuel cost in comparison with the standard vessel using heavy fuel oil (HFO) or marine gas oil (MGO), and produce 92, 80 and 23 percent less emissions of SOx, NOx and CO2, respectively.\r\n\r\nEquipped with this new gas treatment system, the two 176,000 m³ LNG carriers HHI is building for Knutsen, Norway are scheduled to be delivered in 2016.','Hyundai Heavy Industries Develops HHI Gas Management System for Fuelling LNG Carrier','','inherit','open','open','','719-revision-v1','','','2015-03-02 16:29:39','2015-03-02 16:29:39','',719,'http://myseatime.com/blogadm/719-revision-v1/',0,'revision','',0,0),(723,2,'2015-03-17 07:58:23','2015-03-17 07:58:23','<strong>What is Hedging:</strong>  As per the business directory, Hedging is a risk management strategy used in limiting or offsetting probability of loss from fluctuations in the prices of commodities, currencies, or securities. In effect, hedging is a transfer of risk without buying insurance policies. Hedging is done by the various risk derivatives. To understand this, it is important to first understand the basics of risk derivatives.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Tanker_offshore_terminal.jpg\"><img class=\"aligncenter size-full wp-image-822\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Tanker_offshore_terminal.jpg\" alt=\"Tanker_offshore_terminal\" width=\"800\" height=\"521\" /></a>\r\n\r\nBroadly speaking there are two types of risk derivatives. Exchange traded and over the counter derivatives. As the name suggests, exchange traded derivatives are traded in the international exchanges (for example New York Mercantile exchange, NYMEX), where standard contracts, terms of which have been defined by the exchange are traded.\r\n\r\nOver the counter (OTC) derivatives are traded through dealers and the contracts are tailor made. OTC derivatives come with the risk of other party not fulfilling his obligations.\r\n\r\nIn the trade exchange, future contracts and Options contract derivative are normally traded and Oil/gas companies choose these two hedging contracts.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\"><img class=\"aligncenter size-full wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"865\" height=\"458\" /></a>\r\n\r\nTo understand these hedging techniques, assume that I am oil/gas Production Company and I am producing 100000 barrels in a month. Today’s  crude oil price is $80/barrel. I am afraid that by next month , when I will have inventory of around 100000 barrels, the crude oil price may fall to below $75/Barrel, and I might make a loss of $500000 compared with today’s crude oil price.  Lets see how I can use hedging to reduce this loss.\r\n\r\n<b>1. Future and Forward contracts:</b>\r\n<i>(The fundamental difference between future and forward contracts is that one is traded in exchanges while other is traded OTC, here I will discuss Future contracts)</i>.\r\n\r\n“Future contracts between two parties A &amp; B is a contract where party B has the obligation to deliver a commodity on agreed date and party A has the obligation to pay on same date the price, which is agreed today”.\r\n\r\nSo in my case I am party B and in a future contract with A today, I agree to deliver 100000 barrels of crude oil on 11th Dec 2014 and party A agrees to pay the listed price for Dec 2014 in the trade exchange (say NYMEX). Let us assume the listed price for Dec 2014 is $81/Barrel. It is important to note that I do not have to actually (physically) deliver the crude oil to party A.\r\nNow in Dec 2014 when I have produced 100000 barrels of crude oil. Lets consider two scenarios\r\n\r\n<b>Scenario 1: Crude price drops to $75/barrels as expected by me.</b>\r\n\r\n<b>In the Physical market</b>\r\n<b></b>\r\nI sell 100000 barrels of crude oil @ $75/barrel to get $7500000 where as I had expected $8000000 so I incur loss of $500000 in the physical market.\r\n\r\n<b>In the Future contract</b>\r\n\r\nMy obligation is to deliver 100000 barrels of crude oil which in dec 2014 will cost me $7500000 @ $75/barrel. But party A has the obligation to pay me @$81/barrel so total of $8100000. This way in the future contract I make profit of $600000.\r\nNet profit I make is $600000 (Future contract) - $500000 (Physical market) = $100000\r\n\r\nSo I have hedged the crude oil price with future contract.\r\n\r\n<b>Scenario 2: Crude price increase to $82/barrels.</b>\r\n\r\n<b>In the Physical market</b>\r\n\r\nI sell 100000 barrels of crude oil @ $82/barrel to get $8200000 where as I had expected $8000000 so I have profit of $200000 in the physical market.\r\n\r\n<b>In the Future contract</b>\r\n\r\nMy obligation is to deliver 100000 barrels of crude oil which in Dec 2014 will cost me $8200000 @ $82/barrel. But party A has the obligation to pay me @$81/barrel so total of $8100000. This way in the future contract I make loss of $100000.\r\nNet profit I make is $200000 (Physical market) - $100000 (Future contract) = $100000\r\n\r\nSo in both case of crude oil price reducing or increasing, I have made more money than I had expected in Nov 2014. With different number, it might also show some loss, even with future contract but the loss will be much lesser than what would have been incurred without hedging.\r\n\r\n<b>2. Hedging by OPTIONS Contract</b>\r\n\r\nThere are two types of options contracts. Call &amp; Put.\r\n\r\nThe relevant contract for me as Oil/gas production company will be PUT options.\r\n\r\n\"When I buy PUT options contract from another party (say party A), I have the option to sell my commodity (crude oil in this case) to party A at a particular price but I am not obliged to do so. It is upto me, if I want to exercise my option to sell my commodity to party A. My this right has an expiry date and I can use my option on any date before the expiry\".\r\n\r\nOff course I will only exercise my option if the price of the crude oil has decreased and not if the price of crude oil has increased. However to buy this right (option contract) I have to pay a premium to party A.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk.png\"><img class=\"aligncenter wp-image-725\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk.png\" alt=\"risk\" width=\"700\" height=\"218\" /></a>\r\n\r\nLet us assume that I buy \"Put option contract\" from party A at lock in price of $80/Barrel for crude oil. Table above shows, how after using “Hedging by Options contract”, I do not incur any loss even when the price of crude oil has fallen from $80 to $70.','How does hedging in Crude Oil by an Oil and Gas Company take place ?','','publish','open','open','','how-does-hedging-in-crude-oil-by-an-oil-and-gas-company-take-place','','','2015-12-06 06:10:12','2015-12-06 06:10:12','',0,'http://myseatime.com/blogadm/?p=723',0,'post','',0,158),(724,1,'2015-03-02 18:56:23','2015-03-02 18:56:23','','risk derivatives','','inherit','open','open','','risk-derivatives','','','2015-03-02 18:56:23','2015-03-02 18:56:23','',723,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png',0,'attachment','image/png',0,0),(725,1,'2015-03-02 18:57:39','2015-03-02 18:57:39','','risk','','inherit','open','open','','risk','','','2015-03-02 18:57:39','2015-03-02 18:57:39','',723,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk.png',0,'attachment','image/png',0,0),(726,1,'2015-03-02 18:58:39','2015-03-02 18:58:39','Hedging is done by the various risk derivatives. To understand this, it is important to first understand the basics of risk derivatives.\r\n\r\nBroadly there are two types of risk derivatives. Exchange traded and over the counter derivatives.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\"><img class=\"aligncenter size-full wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"865\" height=\"458\" /></a>\r\n\r\nAs the name suggests, exchange traded derivatives are traded in the international exchanges (for example New York Mercantile exchange, NYMEX), where standard contracts, terms of which have been defined by the exchange are traded.\r\nOver the counter (OTC) derivatives are traded through dealers and the contracts are tailor made. OTC derivatives come with the risk of other party not fulfilling his obligations.\r\n\r\nIn the trade exchange, future contracts and Options contract derivative are normally traded and Oil/gas companies choose these two hedging contracts.\r\n\r\nTo understand these hedging techniques, assume that I am oil/gas Production Company and I am producing 100000 barrels in a month. Today’s (11th Nov 2014) crude oil price is $80/barrel. I am afraid that by next month (11th Dec 2014), when I will have inventory of around 100000 barrels, the crude oil price may fall to below $75/Barrel, and I might make a loss of $500000 compared with today’s crude oil price.  Lets see how I can use hedging to reduce this loss.\r\n\r\n<b>1. Future and Forward contracts:</b>\r\n<i>(The fundamental difference between future and forward contracts is that one is traded in exchanges while other is traded OTC, here I will discuss Future contracts)</i>.\r\n\r\n<span style=\"text-decoration: underline;\">“Future contracts between two parties A &amp; B is a contract where party B has the obligation to deliver a commodity on agreed date and party A has the obligation to pay on same date the price, which is agreed today”.</span>\r\n\r\nSo in my case I am party B and in a future contract with A today, I agree to deliver 100000 barrels of crude oil on 11th Dec 2014 and party A agrees to pay the listed price for Dec 2014 in the trade exchange (say NYMEX). Let us assumed the listed price for Dec 2014 is $81/Barrel. It is important to note that I do not have to actually (physically) deliver the crude oil to party A.\r\nNow in Dec 2014 when I have produced 100000 barrels of crude oil. Lets consider two scenarios\r\n\r\n<b>Scenario 1: Crude price drops to $75/barrels as expected by me.</b>\r\n\r\n<b><span style=\"text-decoration: underline;\">In the Physical market</span></b>\r\n<b></b>\r\nI sell 100000 barrels of crude oil @ $75/barrel to get $7500000 where as I had expected $8000000 so I incur loss of $500000 in the physical market.\r\n\r\n<b><span style=\"text-decoration: underline;\">In the Future contract</span></b>\r\n\r\nMy obligation is to deliver 100000 barrels of crude oil which in dec 2014 will cost me $7500000 @ $75/barrel. But party A has the obligation to pay me @$81/barrel so total of $8100000. This way in the future contract I make profit of $600000.\r\nNet profit I make is $600000 (Future contract) - $500000 (Physical market) = $100000\r\n\r\nSo I have hedged the crude oil price with future contract.\r\n\r\n<b>Scenario 2: Crude price increase to $82/barrels.</b>\r\n\r\n<b><span style=\"text-decoration: underline;\">In the Physical market</span></b>\r\n\r\nI sell 100000 barrels of crude oil @ $82/barrel to get $8200000 where as I had expected $8000000 so I have profit of $200000 in the physical market.\r\n\r\n<b><span style=\"text-decoration: underline;\">In the Future contract</span></b>\r\n\r\nMy obligation is to deliver 100000 barrels of crude oil which in Dec 2014 will cost me $8200000 @ $82/barrel. But party A has the obligation to pay me @$81/barrel so total of $8100000. This way in the future contract I make loss of $100000.\r\nNet profit I make is $200000 (Physical market) - $100000 (Future contract) = $100000\r\n\r\nSo in both case of crude oil price reducing or increasing, I have made more money than I had expected in Nov 2014. With different number, it might also show some loss, even with future contract but the loss will be much lesser than what would have been incurred without hedging.\r\n\r\n<b>2. Hedging by OPTIONS Contract</b>\r\n\r\nThere are two types of options contracts. Call &amp; Put.\r\n\r\nThe relevant contract for me as Oil/gas production company will be PUT options.\r\n\r\n\"<span style=\"text-decoration: underline;\">When I buy PUT options contract from another party (say party A), I have the option to sell my commodity (crude oil in this case) to party A at a particular price but I am not obliged to do so. It is upto me, if I want to exercise my option to sell my commodity to party A. My this right has an expiry date and I can use my option on any date before the expiry</span>\".\r\n\r\nOff course I will only exercise my option if the price of the crude oil has decreased and not if the price of crude oil has increased. However to buy this right (option contract) I have to pay a premium to party A.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk.png\"><img class=\"aligncenter size-full wp-image-725\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk.png\" alt=\"risk\" width=\"865\" height=\"270\" /></a>\r\n\r\nLet us assume that I buy \"Put option contract\" from party A at lock in price of $80/Barrel for crude oil. Table above shows, how after using “Hedging by Options contract”, I do not incur any loss even when the price of crude oil has fallen from $80 to $70.\r\n\r\nEdit 1: In the example of option contract, the call option can be bought by party A from Party B (Oil production company).\r\n\r\nWhen party A buys Call option contract from party B, Party A would have option to buy the commodity from party B at a particular agreed price, but party A is not under any obligation to do so. It is upto party A, if he wants to exercise his option of buying commodity.','How does hedging in Crude Oil by an Oil and Gas Company take place?','','inherit','open','open','','723-revision-v1','','','2015-03-02 18:58:39','2015-03-02 18:58:39','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(727,3,'2015-03-03 05:48:20','2015-03-03 05:48:20','MacGregor\'s three-axis motion compensated offshore crane has won the Offshore Support Journal\'s (OSJ) Innovation of the Year award. The news was announced at OSJ\'s fifth Annual Offshore Support Journal Conference and Awards event in London, UK, on 19 February 2014, and the award was presented to MacGregor\'s Offshore Advanced Load Handling team in front of an audience of over 500 people at the conference\'s gala dinner.\r\nThe award is given for a product, system or service which is judged to have made the most significant impact on the design, build and/or operational aspects of offshore support vessels. \"It is an honour to receive such a prestigious prize from one of the most reputable forums in the international offshore sector,\" says Tom Svennevig, Vice President, Advanced Load Handling. \"It is also an important recognition of our capabilities from peers across the offshore industry.\"\r\n\r\nWatch below the crane in action\r\n\r\n[embed]https://www.youtube.com/watch?v=oVs4GhjZrbk[/embed]\r\n\"In 2012 we also received the OSJ Innovation of the Year award; on that occasion it was for our Chain Wheel Manipulator,\" Mr Svennevig continues. \"Winning it for a second time is especially remarkable, particularly in the face of such notable competition from the shortlist of nominees in the category.\"\r\nThis crane is a first-of-its-kind, not just for MacGregor, but for the offshore industry as a whole. MacGregor was approached by Siem Offshore to develop an innovative type of crane for its newbuild infield support vessel Siem Moxie. The crane will be delivered to Siem Offshore in March 2014. The vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations.\r\n\"MacGregor\'s standard active heave-compensation technology supplied though a crane\'s winch compensates for a vessel\'s vertical movement, assuring accurate load handling. However, when transferring equipment to the top of offshore windmill foundations, which are about 20m above the water and are only 4m2, even more precision is required,\" explains Baard Alsaker, MacGregor R&amp;D Director, Advanced Load Handling.\r\n\"As a result, our engineers developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Compensating for the horizontal motions ensures that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure. Thanks to this three-axis compensation, the crane can perform extremely accurate load positioning operations. The crane can be used for a variety of other purposes, including ship-to-ship operations. It can also be specified for certification for personnel lifts, further enhancing its flexibility.\"\r\nHe notes: \"We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of innovative new solutions for our customers.\"\r\n\r\nCaption: <em>MacGregor\'s three-axis motion compensated crane employs new technology that compensates for vessel movements in the horizontal plane (pitch and roll) in addition to heave compensation in the vertical plane. Compensating for the horizontal motions ensure that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure, allowing the crane to perform extremely accurate load positioning operations.</em>\r\n\r\nImage(c) cargotec','MacGregor\'s three-axis motion compensated crane wins innovation award','','publish','open','open','','macgregors-three-axis-motion-compensated-crane-wins-premier-offshore-industry-innovation-award','','','2015-03-03 05:50:12','2015-03-03 05:50:12','',0,'http://myseatime.com/blogadm/?p=727',0,'post','',0,36),(728,1,'2015-03-03 05:47:41','2015-03-03 05:47:41','cargotec.com','macgregor_opt','','inherit','open','open','','macgregor_opt','','','2015-03-03 05:48:04','2015-03-03 05:48:04','',727,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/macgregor_opt.png',0,'attachment','image/png',0,0),(729,1,'2015-03-03 05:48:20','2015-03-03 05:48:20','MacGregor\'s three-axis motion compensated offshore crane has won the Offshore Support Journal\'s (OSJ) Innovation of the Year award. The news was announced at OSJ\'s fifth Annual Offshore Support Journal Conference and Awards event in London, UK, on 19 February 2014, and the award was presented to MacGregor\'s Offshore Advanced Load Handling team in front of an audience of over 500 people at the conference\'s gala dinner.\r\nThe award is given for a product, system or service which is judged to have made the most significant impact on the design, build and/or operational aspects of offshore support vessels. \"It is an honour to receive such a prestigious prize from one of the most reputable forums in the international offshore sector,\" says Tom Svennevig, Vice President, Advanced Load Handling. \"It is also an important recognition of our capabilities from peers across the offshore industry.\"\r\n\r\nWatch below the crane in action\r\n\r\n[embed]https://www.youtube.com/watch?v=oVs4GhjZrbk[/embed]\r\n\"In 2012 we also received the OSJ Innovation of the Year award; on that occasion it was for our Chain Wheel Manipulator,\" Mr Svennevig continues. \"Winning it for a second time is especially remarkable, particularly in the face of such notable competition from the shortlist of nominees in the category.\"\r\nThis crane is a first-of-its-kind, not just for MacGregor, but for the offshore industry as a whole. MacGregor was approached by Siem Offshore to develop an innovative type of crane for its newbuild infield support vessel Siem Moxie. The crane will be delivered to Siem Offshore in March 2014. The vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations.\r\n\"MacGregor\'s standard active heave-compensation technology supplied though a crane\'s winch compensates for a vessel\'s vertical movement, assuring accurate load handling. However, when transferring equipment to the top of offshore windmill foundations, which are about 20m above the water and are only 4m2, even more precision is required,\" explains Baard Alsaker, MacGregor R&amp;D Director, Advanced Load Handling.\r\n\"As a result, our engineers developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Compensating for the horizontal motions ensures that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure. Thanks to this three-axis compensation, the crane can perform extremely accurate load positioning operations. The crane can be used for a variety of other purposes, including ship-to-ship operations. It can also be specified for certification for personnel lifts, further enhancing its flexibility.\"\r\nHe notes: \"We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of innovative new solutions for our customers.\"\r\n\r\nCaption: <em>MacGregor\'s three-axis motion compensated crane employs new technology that compensates for vessel movements in the horizontal plane (pitch and roll) in addition to heave compensation in the vertical plane. Compensating for the horizontal motions ensure that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure, allowing the crane to perform extremely accurate load positioning operations.</em>\r\n\r\nImage(c) cargotec','MacGregor\'s three-axis motion compensated crane wins premier offshore industry innovation award','','inherit','open','open','','727-revision-v1','','','2015-03-03 05:48:20','2015-03-03 05:48:20','',727,'http://myseatime.com/blogadm/727-revision-v1/',0,'revision','',0,0),(730,1,'2015-03-03 05:49:27','2015-03-03 05:49:27','MacGregor\'s three-axis motion compensated offshore crane has won the Offshore Support Journal\'s (OSJ) Innovation of the Year award. The news was announced at OSJ\'s fifth Annual Offshore Support Journal Conference and Awards event in London, UK, on 19 February 2014, and the award was presented to MacGregor\'s Offshore Advanced Load Handling team in front of an audience of over 500 people at the conference\'s gala dinner.\nThe award is given for a product, system or service which is judged to have made the most significant impact on the design, build and/or operational aspects of offshore support vessels. \"It is an honour to receive such a prestigious prize from one of the most reputable forums in the international offshore sector,\" says Tom Svennevig, Vice President, Advanced Load Handling. \"It is also an important recognition of our capabilities from peers across the offshore industry.\"\n\nWatch below the crane in action\n\n[embed]https://www.youtube.com/watch?v=oVs4GhjZrbk[/embed]\n\"In 2012 we also received the OSJ Innovation of the Year award; on that occasion it was for our Chain Wheel Manipulator,\" Mr Svennevig continues. \"Winning it for a second time is especially remarkable, particularly in the face of such notable competition from the shortlist of nominees in the category.\"\nThis crane is a first-of-its-kind, not just for MacGregor, but for the offshore industry as a whole. MacGregor was approached by Siem Offshore to develop an innovative type of crane for its newbuild infield support vessel Siem Moxie. The crane will be delivered to Siem Offshore in March 2014. The vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations.\n\"MacGregor\'s standard active heave-compensation technology supplied though a crane\'s winch compensates for a vessel\'s vertical movement, assuring accurate load handling. However, when transferring equipment to the top of offshore windmill foundations, which are about 20m above the water and are only 4m2, even more precision is required,\" explains Baard Alsaker, MacGregor R&amp;D Director, Advanced Load Handling.\n\"As a result, our engineers developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Compensating for the horizontal motions ensures that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure. Thanks to this three-axis compensation, the crane can perform extremely accurate load positioning operations. The crane can be used for a variety of other purposes, including ship-to-ship operations. It can also be specified for certification for personnel lifts, further enhancing its flexibility.\"\nHe notes: \"We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of innovative new solutions for our customers.\"\n\nCaption: <em>MacGregor\'s three-axis motion compensated crane employs new technology that compensates for vessel movements in the horizontal plane (pitch and roll) in addition to heave compensation in the vertical plane. Compensating for the horizontal motions ensure that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure, allowing the crane to perform extremely accurate load positioning operations.</em>\n\nImage(c) cargotec','MacGregor\'s three-axis motion compensated crane wins offshore innovation award','','inherit','open','open','','727-autosave-v1','','','2015-03-03 05:49:27','2015-03-03 05:49:27','',727,'http://myseatime.com/blogadm/727-autosave-v1/',0,'revision','',0,0),(731,1,'2015-03-03 05:49:31','2015-03-03 05:49:31','MacGregor\'s three-axis motion compensated offshore crane has won the Offshore Support Journal\'s (OSJ) Innovation of the Year award. The news was announced at OSJ\'s fifth Annual Offshore Support Journal Conference and Awards event in London, UK, on 19 February 2014, and the award was presented to MacGregor\'s Offshore Advanced Load Handling team in front of an audience of over 500 people at the conference\'s gala dinner.\r\nThe award is given for a product, system or service which is judged to have made the most significant impact on the design, build and/or operational aspects of offshore support vessels. \"It is an honour to receive such a prestigious prize from one of the most reputable forums in the international offshore sector,\" says Tom Svennevig, Vice President, Advanced Load Handling. \"It is also an important recognition of our capabilities from peers across the offshore industry.\"\r\n\r\nWatch below the crane in action\r\n\r\n[embed]https://www.youtube.com/watch?v=oVs4GhjZrbk[/embed]\r\n\"In 2012 we also received the OSJ Innovation of the Year award; on that occasion it was for our Chain Wheel Manipulator,\" Mr Svennevig continues. \"Winning it for a second time is especially remarkable, particularly in the face of such notable competition from the shortlist of nominees in the category.\"\r\nThis crane is a first-of-its-kind, not just for MacGregor, but for the offshore industry as a whole. MacGregor was approached by Siem Offshore to develop an innovative type of crane for its newbuild infield support vessel Siem Moxie. The crane will be delivered to Siem Offshore in March 2014. The vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations.\r\n\"MacGregor\'s standard active heave-compensation technology supplied though a crane\'s winch compensates for a vessel\'s vertical movement, assuring accurate load handling. However, when transferring equipment to the top of offshore windmill foundations, which are about 20m above the water and are only 4m2, even more precision is required,\" explains Baard Alsaker, MacGregor R&amp;D Director, Advanced Load Handling.\r\n\"As a result, our engineers developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Compensating for the horizontal motions ensures that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure. Thanks to this three-axis compensation, the crane can perform extremely accurate load positioning operations. The crane can be used for a variety of other purposes, including ship-to-ship operations. It can also be specified for certification for personnel lifts, further enhancing its flexibility.\"\r\nHe notes: \"We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of innovative new solutions for our customers.\"\r\n\r\nCaption: <em>MacGregor\'s three-axis motion compensated crane employs new technology that compensates for vessel movements in the horizontal plane (pitch and roll) in addition to heave compensation in the vertical plane. Compensating for the horizontal motions ensure that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure, allowing the crane to perform extremely accurate load positioning operations.</em>\r\n\r\nImage(c) cargotec','MacGregor\'s three-axis motion compensated crane wins offshore innovation award','','inherit','open','open','','727-revision-v1','','','2015-03-03 05:49:31','2015-03-03 05:49:31','',727,'http://myseatime.com/blogadm/727-revision-v1/',0,'revision','',0,0),(732,1,'2015-03-03 05:49:58','2015-03-03 05:49:58','MacGregor\'s three-axis motion compensated offshore crane has won the Offshore Support Journal\'s (OSJ) Innovation of the Year award. The news was announced at OSJ\'s fifth Annual Offshore Support Journal Conference and Awards event in London, UK, on 19 February 2014, and the award was presented to MacGregor\'s Offshore Advanced Load Handling team in front of an audience of over 500 people at the conference\'s gala dinner.\r\nThe award is given for a product, system or service which is judged to have made the most significant impact on the design, build and/or operational aspects of offshore support vessels. \"It is an honour to receive such a prestigious prize from one of the most reputable forums in the international offshore sector,\" says Tom Svennevig, Vice President, Advanced Load Handling. \"It is also an important recognition of our capabilities from peers across the offshore industry.\"\r\n\r\nWatch below the crane in action\r\n\r\n[embed]https://www.youtube.com/watch?v=oVs4GhjZrbk[/embed]\r\n\"In 2012 we also received the OSJ Innovation of the Year award; on that occasion it was for our Chain Wheel Manipulator,\" Mr Svennevig continues. \"Winning it for a second time is especially remarkable, particularly in the face of such notable competition from the shortlist of nominees in the category.\"\r\nThis crane is a first-of-its-kind, not just for MacGregor, but for the offshore industry as a whole. MacGregor was approached by Siem Offshore to develop an innovative type of crane for its newbuild infield support vessel Siem Moxie. The crane will be delivered to Siem Offshore in March 2014. The vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations.\r\n\"MacGregor\'s standard active heave-compensation technology supplied though a crane\'s winch compensates for a vessel\'s vertical movement, assuring accurate load handling. However, when transferring equipment to the top of offshore windmill foundations, which are about 20m above the water and are only 4m2, even more precision is required,\" explains Baard Alsaker, MacGregor R&amp;D Director, Advanced Load Handling.\r\n\"As a result, our engineers developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Compensating for the horizontal motions ensures that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure. Thanks to this three-axis compensation, the crane can perform extremely accurate load positioning operations. The crane can be used for a variety of other purposes, including ship-to-ship operations. It can also be specified for certification for personnel lifts, further enhancing its flexibility.\"\r\nHe notes: \"We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of innovative new solutions for our customers.\"\r\n\r\nCaption: <em>MacGregor\'s three-axis motion compensated crane employs new technology that compensates for vessel movements in the horizontal plane (pitch and roll) in addition to heave compensation in the vertical plane. Compensating for the horizontal motions ensure that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure, allowing the crane to perform extremely accurate load positioning operations.</em>\r\n\r\nImage(c) cargotec','MacGregor\'s three-axis motion compensated crane','','inherit','open','open','','727-revision-v1','','','2015-03-03 05:49:58','2015-03-03 05:49:58','',727,'http://myseatime.com/blogadm/727-revision-v1/',0,'revision','',0,0),(733,1,'2015-03-03 05:50:12','2015-03-03 05:50:12','MacGregor\'s three-axis motion compensated offshore crane has won the Offshore Support Journal\'s (OSJ) Innovation of the Year award. The news was announced at OSJ\'s fifth Annual Offshore Support Journal Conference and Awards event in London, UK, on 19 February 2014, and the award was presented to MacGregor\'s Offshore Advanced Load Handling team in front of an audience of over 500 people at the conference\'s gala dinner.\r\nThe award is given for a product, system or service which is judged to have made the most significant impact on the design, build and/or operational aspects of offshore support vessels. \"It is an honour to receive such a prestigious prize from one of the most reputable forums in the international offshore sector,\" says Tom Svennevig, Vice President, Advanced Load Handling. \"It is also an important recognition of our capabilities from peers across the offshore industry.\"\r\n\r\nWatch below the crane in action\r\n\r\n[embed]https://www.youtube.com/watch?v=oVs4GhjZrbk[/embed]\r\n\"In 2012 we also received the OSJ Innovation of the Year award; on that occasion it was for our Chain Wheel Manipulator,\" Mr Svennevig continues. \"Winning it for a second time is especially remarkable, particularly in the face of such notable competition from the shortlist of nominees in the category.\"\r\nThis crane is a first-of-its-kind, not just for MacGregor, but for the offshore industry as a whole. MacGregor was approached by Siem Offshore to develop an innovative type of crane for its newbuild infield support vessel Siem Moxie. The crane will be delivered to Siem Offshore in March 2014. The vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations.\r\n\"MacGregor\'s standard active heave-compensation technology supplied though a crane\'s winch compensates for a vessel\'s vertical movement, assuring accurate load handling. However, when transferring equipment to the top of offshore windmill foundations, which are about 20m above the water and are only 4m2, even more precision is required,\" explains Baard Alsaker, MacGregor R&amp;D Director, Advanced Load Handling.\r\n\"As a result, our engineers developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Compensating for the horizontal motions ensures that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure. Thanks to this three-axis compensation, the crane can perform extremely accurate load positioning operations. The crane can be used for a variety of other purposes, including ship-to-ship operations. It can also be specified for certification for personnel lifts, further enhancing its flexibility.\"\r\nHe notes: \"We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of innovative new solutions for our customers.\"\r\n\r\nCaption: <em>MacGregor\'s three-axis motion compensated crane employs new technology that compensates for vessel movements in the horizontal plane (pitch and roll) in addition to heave compensation in the vertical plane. Compensating for the horizontal motions ensure that the crane\'s pedestal remains vertical in relation to the seabed, so that it will always be parallel to the windmill structure, allowing the crane to perform extremely accurate load positioning operations.</em>\r\n\r\nImage(c) cargotec','MacGregor\'s three-axis motion compensated crane wins innovation award','','inherit','open','open','','727-revision-v1','','','2015-03-03 05:50:12','2015-03-03 05:50:12','',727,'http://myseatime.com/blogadm/727-revision-v1/',0,'revision','',0,0),(734,3,'2015-03-03 18:48:48','2015-03-03 18:48:48','A series of eight new 33,000 DWT chemical tankers, currently under construction in Asia, will feature Wärtsilä Aquarius UV Ballast Water Management Systems (BWMS) each of which is certified for explosion proof (EX) requirements. This means that the BWMS units can be installed in Zone 1 hazardous areas. It is an International Maritime Organization (IMO) requirement that the BWMS for ships having hazardous areas on board must be EX-proof certified. This contract, which was signed in January, is the first EX-system delivery since the Wärtsilä Aquarius UV system was granted EX-certification in spring 2014.\r\n\r\nEach of the eight vessels will have two Wärtsilä Aquarius UV systems installed. The particulars of this design required a partnership approach with the shipyard in order to successfully integrate the BWMS into the hazardous area, with the addition of deepwell pumps already delivered.\r\n\r\nWärtsilä has taken a systems approach to the EX validation process and the complete Aquarius UV BWMS module, rather than just the electrical components, is EX-certified. This approach improves accessibility, since the modular design allows some system components to be located outside the hazardous area, thereby increasing the availability and maintainability of the entire system.\r\n\r\n“This first contract for our EX-certified BWMS represents yet another milestone contract for Wärtsilä. Knowing that the entire system module is explosion proof when installed within hazardous areas provides the peace of mind that alternative systems, where only the electrical components are certified, cannot. With IMO ratification expected very soon, we anticipate that the Wärtsilä BWMS range will be very much in demand,” says Dr. Joe Thomas, Director, Ballast Water Management Systems, Wärtsilä Ship Power.\r\n\r\nRatification of the IMO’s Ballast Water Convention is expected within the next few months and will require the owners of up to 40,000 vessels worldwide to install a BWMS. Although this ratification has yet to be finalised, the US Coast Guard (USCG) has already implemented its own legislation. This states that all ships will have to be in compliance with the regulations when sailing in US coastal waters. The intention of the legislation is to address the issue of invasive aquatic species being carried in the ballast water of ships and then discharged to the sea where they can harm local species. Wärtsilä’s Aquarius UV systems have been type approved for the IMO regulations.\r\n\r\n<strong>The Wärtsilä Aquarius UV BWMS</strong>\r\n\r\nThe Wärtsilä Aquarius UV BWMS uses a simple two stage process involving filtration and UV irradiation. During uptake, seawater is first passed through a 40 micron backwashing screen to remove particulate, sediment, zooplankton and phytoplankton. Disinfection of the filtered sea water is then carried out using medium pressure UV lamps, and controlled by the BWMS control system. Upon discharge, the filter is by-passed but the ballast water is again disinfected with UV treatment before safe discharge back into the sea. There are 13 distinct Wärtsilä Aquarius UV BWMS standard modules available with capacities ranging from 50 m3/h to 1000 m3/h.','Wärtsilä explosion proof Ballast Water Management Systems ordered for new chemical tankers','','publish','open','open','','wartsila-explosion-proof-ex-certified-ballast-water-management-systems-ordered-for-new-chemical-tankers','','','2015-03-03 18:49:48','2015-03-03 18:49:48','',0,'http://myseatime.com/blogadm/?p=734',0,'post','',0,45),(735,1,'2015-03-03 18:47:30','2015-03-03 18:47:30','wartsila.com','Aquarius UV Ballast Water Treatment System','','inherit','open','open','','aquarius-uv-ballast-water-treatment-system','','','2015-03-03 18:48:02','2015-03-03 18:48:02','',734,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/ballast-water-plant.jpg',0,'attachment','image/jpeg',0,0),(736,1,'2015-03-03 18:48:48','2015-03-03 18:48:48','A series of eight new 33,000 DWT chemical tankers, currently under construction in Asia, will feature Wärtsilä Aquarius UV Ballast Water Management Systems (BWMS) each of which is certified for explosion proof (EX) requirements. This means that the BWMS units can be installed in Zone 1 hazardous areas. It is an International Maritime Organization (IMO) requirement that the BWMS for ships having hazardous areas on board must be EX-proof certified. This contract, which was signed in January, is the first EX-system delivery since the Wärtsilä Aquarius UV system was granted EX-certification in spring 2014.\r\n\r\nEach of the eight vessels will have two Wärtsilä Aquarius UV systems installed. The particulars of this design required a partnership approach with the shipyard in order to successfully integrate the BWMS into the hazardous area, with the addition of deepwell pumps already delivered.\r\n\r\nWärtsilä has taken a systems approach to the EX validation process and the complete Aquarius UV BWMS module, rather than just the electrical components, is EX-certified. This approach improves accessibility, since the modular design allows some system components to be located outside the hazardous area, thereby increasing the availability and maintainability of the entire system.\r\n\r\n“This first contract for our EX-certified BWMS represents yet another milestone contract for Wärtsilä. Knowing that the entire system module is explosion proof when installed within hazardous areas provides the peace of mind that alternative systems, where only the electrical components are certified, cannot. With IMO ratification expected very soon, we anticipate that the Wärtsilä BWMS range will be very much in demand,” says Dr. Joe Thomas, Director, Ballast Water Management Systems, Wärtsilä Ship Power.\r\n\r\nRatification of the IMO’s Ballast Water Convention is expected within the next few months and will require the owners of up to 40,000 vessels worldwide to install a BWMS. Although this ratification has yet to be finalised, the US Coast Guard (USCG) has already implemented its own legislation. This states that all ships will have to be in compliance with the regulations when sailing in US coastal waters. The intention of the legislation is to address the issue of invasive aquatic species being carried in the ballast water of ships and then discharged to the sea where they can harm local species. Wärtsilä’s Aquarius UV systems have been type approved for the IMO regulations.\r\n\r\n<strong>The Wärtsilä Aquarius UV BWMS</strong>\r\n\r\nThe Wärtsilä Aquarius UV BWMS uses a simple two stage process involving filtration and UV irradiation. During uptake, seawater is first passed through a 40 micron backwashing screen to remove particulate, sediment, zooplankton and phytoplankton. Disinfection of the filtered sea water is then carried out using medium pressure UV lamps, and controlled by the BWMS control system. Upon discharge, the filter is by-passed but the ballast water is again disinfected with UV treatment before safe discharge back into the sea. There are 13 distinct Wärtsilä Aquarius UV BWMS standard modules available with capacities ranging from 50 m3/h to 1000 m3/h.','Wärtsilä explosion proof (EX) -certified Ballast Water Management Systems ordered for new chemical tankers','','inherit','open','open','','734-revision-v1','','','2015-03-03 18:48:48','2015-03-03 18:48:48','',734,'http://myseatime.com/blogadm/734-revision-v1/',0,'revision','',0,0),(737,1,'2015-03-03 18:49:48','2015-03-03 18:49:48','A series of eight new 33,000 DWT chemical tankers, currently under construction in Asia, will feature Wärtsilä Aquarius UV Ballast Water Management Systems (BWMS) each of which is certified for explosion proof (EX) requirements. This means that the BWMS units can be installed in Zone 1 hazardous areas. It is an International Maritime Organization (IMO) requirement that the BWMS for ships having hazardous areas on board must be EX-proof certified. This contract, which was signed in January, is the first EX-system delivery since the Wärtsilä Aquarius UV system was granted EX-certification in spring 2014.\r\n\r\nEach of the eight vessels will have two Wärtsilä Aquarius UV systems installed. The particulars of this design required a partnership approach with the shipyard in order to successfully integrate the BWMS into the hazardous area, with the addition of deepwell pumps already delivered.\r\n\r\nWärtsilä has taken a systems approach to the EX validation process and the complete Aquarius UV BWMS module, rather than just the electrical components, is EX-certified. This approach improves accessibility, since the modular design allows some system components to be located outside the hazardous area, thereby increasing the availability and maintainability of the entire system.\r\n\r\n“This first contract for our EX-certified BWMS represents yet another milestone contract for Wärtsilä. Knowing that the entire system module is explosion proof when installed within hazardous areas provides the peace of mind that alternative systems, where only the electrical components are certified, cannot. With IMO ratification expected very soon, we anticipate that the Wärtsilä BWMS range will be very much in demand,” says Dr. Joe Thomas, Director, Ballast Water Management Systems, Wärtsilä Ship Power.\r\n\r\nRatification of the IMO’s Ballast Water Convention is expected within the next few months and will require the owners of up to 40,000 vessels worldwide to install a BWMS. Although this ratification has yet to be finalised, the US Coast Guard (USCG) has already implemented its own legislation. This states that all ships will have to be in compliance with the regulations when sailing in US coastal waters. The intention of the legislation is to address the issue of invasive aquatic species being carried in the ballast water of ships and then discharged to the sea where they can harm local species. Wärtsilä’s Aquarius UV systems have been type approved for the IMO regulations.\r\n\r\n<strong>The Wärtsilä Aquarius UV BWMS</strong>\r\n\r\nThe Wärtsilä Aquarius UV BWMS uses a simple two stage process involving filtration and UV irradiation. During uptake, seawater is first passed through a 40 micron backwashing screen to remove particulate, sediment, zooplankton and phytoplankton. Disinfection of the filtered sea water is then carried out using medium pressure UV lamps, and controlled by the BWMS control system. Upon discharge, the filter is by-passed but the ballast water is again disinfected with UV treatment before safe discharge back into the sea. There are 13 distinct Wärtsilä Aquarius UV BWMS standard modules available with capacities ranging from 50 m3/h to 1000 m3/h.','Wärtsilä explosion proof Ballast Water Management Systems ordered for new chemical tankers','','inherit','open','open','','734-revision-v1','','','2015-03-03 18:49:48','2015-03-03 18:49:48','',734,'http://myseatime.com/blogadm/734-revision-v1/',0,'revision','',0,0),(738,3,'2015-03-03 20:32:30','2015-03-03 20:32:30','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\r\nThis is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\r\nMerchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\r\nICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\r\n“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\r\nICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.\r\nCoastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.\r\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\r\nThe international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.\r\nWhile far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.\r\n“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.\r\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.\r\n\r\nimage (c) www.europarl.europa.eu','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','publish','open','open','','eu-governments-must-act-before-thousands-more-lives-lost-shipowners-to-tell-un-summit','','','2015-03-03 20:36:01','2015-03-03 20:36:01','',0,'http://myseatime.com/blogadm/?p=738',0,'post','',0,42),(739,1,'2015-03-03 20:32:02','2015-03-03 20:32:02','www.europarl.europa.eu','migrants_opt','','inherit','open','open','','migrants_opt','','','2015-03-03 20:32:22','2015-03-03 20:32:22','',738,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/migrants_opt.jpg',0,'attachment','image/jpeg',0,0),(740,1,'2015-03-03 20:32:30','2015-03-03 20:32:30','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\r\n<div>This is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\r\n\r\n</div>\r\n<div>Merchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\r\n\r\n</div>\r\n<div>ICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\r\n\r\n</div>\r\n<div>“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\r\n\r\n</div>\r\n<div>ICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.\r\n\r\n</div>\r\n<div>Coastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.</div>\r\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\r\n<div>The international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.\r\n\r\n</div>\r\n<div>While far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.\r\n\r\n</div>\r\n<div>“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.\r\n\r\n</div>\r\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','inherit','open','open','','738-revision-v1','','','2015-03-03 20:32:30','2015-03-03 20:32:30','',738,'http://myseatime.com/blogadm/738-revision-v1/',0,'revision','',0,0),(741,1,'2015-03-03 20:33:32','2015-03-03 20:33:32','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\nThis is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\nMerchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\nICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\n“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\n<div>ICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.</div>\n<div>Coastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.</div>\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\n<div>The international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.</div>\n<div>While far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.</div>\n<div>“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.</div>\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','inherit','open','open','','738-autosave-v1','','','2015-03-03 20:33:32','2015-03-03 20:33:32','',738,'http://myseatime.com/blogadm/738-autosave-v1/',0,'revision','',0,0),(742,1,'2015-03-03 20:33:49','2015-03-03 20:33:49','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\r\nThis is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\r\nMerchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\r\nICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\r\n“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\r\nICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.\r\nCoastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.\r\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\r\n<div>The international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.</div>\r\n<div>While far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.</div>\r\n<div>“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.</div>\r\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','inherit','open','open','','738-revision-v1','','','2015-03-03 20:33:49','2015-03-03 20:33:49','',738,'http://myseatime.com/blogadm/738-revision-v1/',0,'revision','',0,0),(743,1,'2015-03-03 20:34:36','2015-03-03 20:34:36','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\r\nThis is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\r\nMerchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\r\nICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\r\n“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\r\nICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.\r\nCoastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.\r\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\r\n<div>The international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.</div>\r\nWhile far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.\r\n“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.\r\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','inherit','open','open','','738-revision-v1','','','2015-03-03 20:34:36','2015-03-03 20:34:36','',738,'http://myseatime.com/blogadm/738-revision-v1/',0,'revision','',0,0),(744,1,'2015-03-03 20:35:15','2015-03-03 20:35:15','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\r\nThis is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\r\nMerchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\r\nICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\r\n“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\r\nICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.\r\nCoastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.\r\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\r\nThe international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.\r\nWhile far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.\r\n“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.\r\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','inherit','open','open','','738-revision-v1','','','2015-03-03 20:35:15','2015-03-03 20:35:15','',738,'http://myseatime.com/blogadm/738-revision-v1/',0,'revision','',0,0),(745,1,'2015-03-03 20:36:01','2015-03-03 20:36:01','The humanitarian crisis in the Mediterranean Sea is spiralling out of control. EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.\r\nThis is the key message which the International Chamber of Shipping (ICS), the principal global trade association for ship operators, will deliver to a high-level United Nations inter-agency meeting on the crisis, being hosted by the International Maritime Organization (IMO) in London on 4 March.\r\nMerchant ships rescued around 40,000 people during 2014, according to the United Nations High Commissioner for Refugees (UNHCR). But this number is predicted to increase dramatically during 2015 if the political situation in Africa and the Middle East further deteriorates.\r\nICS says that the burden of responsibility placed on ships and their crews to rescue migrants in distress has been further increased by the replacement of Italy’s humanitarian ‘Mare Nostrum’ operation with the EU funded ‘Triton’ operation, whose primary mandate is border protection and which operates with very limited resources.\r\n“The response to the crisis by the Italian Navy and Coast Guard continues to be incredibly impressive,” said ICS Secretary General, Peter Hinchliffe. “But the situation is now so serious that all EU Member States need to become more engaged. The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large-scale rescues.”\r\nICS says it is also concerned by the more recent phenomenon of ships full of migrants being left to navigate in congested waters without qualified persons in charge, presenting a danger to seafarers in other ships as well as the migrants themselves.\r\nCoastal States have Search and Rescue (SAR) obligations under international law but as the situation gets worse, ICS believes that unless concerted action is taken to prevent criminals from using unsafe craft to transport migrants there must be a massive increase in State funded resources for SAR operations to meet the growing need in the Mediterranean. In practice, says ICS, this means that other EU Member States need to share the burden in order to help prevent thousands more deaths.\r\nAccording to UNHCR, at least 3,500 people lost their lives during 2014 while attempting to cross the Mediterranean from North Africa. There is a terrible risk of further catastrophic losses of life as more desperate people attempt this dangerous sea crossing.\r\nThe international shipping industry fully accepts its legal obligations to come to the assistance of anyone in distress at sea. However, “some ships have had to rescue as many as 500 people at a time, with serious implications for the welfare of ships’ crews given the health and security issues involved in dealing with such large numbers. This goes well beyond what should reasonably be expected of merchant seafarers,” said Peter Hinchliffe.\r\nWhile far more needs to be done to prevent the boats used by people smugglers from being able to depart in the first place, the lawless situation in nations such as Libya and Syria makes this very difficult. ICS therefore believes there is an urgent need for European States (and the international community) to develop a political solution.\r\n“The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals. It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny overcrowded boat is the only realistic pathway to Europe,” said Mr Hinchliffe.\r\nIn the short term, however, ICS insists that EU Member States need to do far more to support the Italian Search and Rescue operation (as well as nations such as Greece, Malta, Cyprus and Turkey which are also on the front line of this problem) and the very large number of rescues being conducted by merchant ships; a situation which ICS says is becoming increasingly untenable.\r\n\r\nimage (c) www.europarl.europa.eu','EU Governments Must Act Before Thousands More Lives Lost, Shipowners to Tell UN Summit','','inherit','open','open','','738-revision-v1','','','2015-03-03 20:36:01','2015-03-03 20:36:01','',738,'http://myseatime.com/blogadm/738-revision-v1/',0,'revision','',0,0),(746,3,'2015-03-05 08:55:50','2015-03-05 08:55:50','Container ship Maersk Garonne was taken to anchor in Gage Roads after running aground off South Mole, Fremantle Port on Saturday morning (28 February).\r\n\r\nAfter an initial inspection by divers found no significant damage, the Australian Maritime Safety Authority (AMSA) gave approval for the ship to be moved.\r\n\r\nThe ship was moved to Berth 8 on North Quay late Sunday afternoon (1 March) for cargo unloading and departed from Fremantle Inner Harbour for Melbourne at 11am today (3 March).\r\n\r\nThe incident is being investigated by the Australian Transport Safety Bureau (ATSB).\r\n\r\nimage(c) shipspotting.com / mariner67','Maersk Garonne grounding update','','publish','open','open','','maersk-garonne-grounding-update','','','2015-03-05 08:55:50','2015-03-05 08:55:50','',0,'http://myseatime.com/blogadm/?p=746',0,'post','',0,41),(747,1,'2015-03-05 08:55:50','2015-03-05 08:55:50','Container ship Maersk Garonne was taken to anchor in Gage Roads after running aground off South Mole, Fremantle Port on Saturday morning (28 February).\r\n\r\nAfter an initial inspection by divers found no significant damage, the Australian Maritime Safety Authority (AMSA) gave approval for the ship to be moved.\r\n\r\nThe ship was moved to Berth 8 on North Quay late Sunday afternoon (1 March) for cargo unloading and departed from Fremantle Inner Harbour for Melbourne at 11am today (3 March).\r\n\r\nThe incident is being investigated by the Australian Transport Safety Bureau (ATSB).\r\n\r\nimage(c) shipspotting.com / mariner67','Maersk Garonne grounding update','','inherit','open','open','','746-revision-v1','','','2015-03-05 08:55:50','2015-03-05 08:55:50','',746,'http://myseatime.com/blogadm/746-revision-v1/',0,'revision','',0,0),(748,3,'2015-03-05 09:21:28','2015-03-05 09:21:28','BIMCO have today launched a new, multi-part guidance resource to support ship owners and operators in improving their environmental performance and the efficiency of their ships.\r\nBIMCO’s Guide to Maritime Environmental &amp; Efficiency Management, developed in partnership with maritime efficiency specialists Fathom, and supported by ClassNK, provides a resource to facilitate compliance with environmental regulations and assist owners and operators in the development of an environmental and efficiency management system.\r\n\r\nThis first-of-a-kind, comprehensive resource allows ship owners and operators to develop an all-encompassing environmental and efficiency management system.\r\nThe need for this sort of independent, fit for purpose resource is greater than ever, given the complexity of the regulations governing the impact of shipping operations on the environment and the ever-present need to drive ship efficiency.\r\nThat is why this Guide has been developed with the industry for the industry. BIMCO’s Marine Committee, in addition to a selection of ship owners, operators and industry experts, were fundamental in shaping the structure and content of the Guide. This industry expertise ensures that it is of high practical use to ship owners and operators, both in terms of navigating the different environmental regulations and establishing a company-specific environmental and efficiency management system.\r\n\r\nClaude Dumais, Vice-President, Technical Operations and Environment, CSL Group commented:\r\n“<em>CSL assisted in the development of this Guide by sharing our technical expertise and experience in improving the environmental performance of our shipping operations. We believe the knowledge and insights contained in the Guide’s pages will contribute to improving environmental management and fleet efficiency around the world.</em>”\r\n\r\nYasushi Nakamura, Executive Vice President, ClassNK, commented:\r\n“<em>We believe that publications like this one will be of great benefit to owners and operators as they seek to achieve safe, effective and environmental friendly compliance. We are honoured to have supported the Guide’s development</em>.”\r\nJohn Denholm, President of BIMCO, commented, “<em>I recommend this Guide to ship owners and operators as an excellent tool to facilitate the efficient management of ships, with steps to tackle the great and complex environmental challenges they face on a daily basis.</em>\r\n<em> “It can also assist companies in minimising the risk of global non-compliance issues, which can be very costly and inconvenient for owners and operators</em>.”\r\nCatherine Austin, Executive Director, Fathom commented:\r\n“<em>The extensive review process means that this Guide has been written by the industry, for the industry – ultimately helping companies remain competitive in today’s complex regulatory landscape</em>.”\r\n“This is the first publication to address the lack of a single resource covering both comprehensive information on environmental and efficiency management and to provide a framework for shipping companies to develop their own tailored system.”\r\n\r\nThere are three resources within The Guide to Maritime Environmental &amp; Efficiency Management.\r\n\r\n<strong>Part One</strong> - The Framework’ provides a modular environmental and efficiency management framework to support ship owners and operators in developing and implementing an environmental and efficiency management system.\r\n‘<strong>Part Two</strong> - The Handbook’ is a technical and regulatory reference manual inclusive of all international and regional regulations that govern the environmental impact of shipping operations and drive increased ship efficiency. For each area that is governed under international or regional regulations, the relevant regulatory requirements are provided alongside routes to move beyond compliance, the business benefits for moving beyond compliance and how to measure performance.\r\n‘<strong>Part Three</strong> - The Templates’ is an extensive library of templates in the form of logbooks, forms and data collection tools that support the information provided in Part Two.\r\n\r\nThe Guide to Maritime Environmental &amp; Efficiency Management is available to order online from BIMCO or Fathom via www.bimco.org or www.fathommaritimeintelligence.com','BIMCO launches guide to Maritime environmental & efficiency management','','publish','open','open','','bimco-launch-guide-to-maritime-environmental-efficiency-management','','','2015-03-05 09:23:42','2015-03-05 09:23:42','',0,'http://myseatime.com/blogadm/?p=748',0,'post','',0,49),(749,1,'2015-03-05 09:20:47','2015-03-05 09:20:47','dreamstime.com','BIMCO ENVIRONMENTAL & EFFICIENCY MANAGEMENT','','inherit','open','open','','749','','','2015-03-05 09:21:16','2015-03-05 09:21:16','',748,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/dreamstime_s_12921422_opt.jpg',0,'attachment','image/jpeg',0,0),(750,1,'2015-03-05 09:21:28','2015-03-05 09:21:28','BIMCO have today launched a new, multi-part guidance resource to support ship owners and operators in improving their environmental performance and the efficiency of their ships.\r\nBIMCO’s Guide to Maritime Environmental &amp; Efficiency Management, developed in partnership with maritime efficiency specialists Fathom, and supported by ClassNK, provides a resource to facilitate compliance with environmental regulations and assist owners and operators in the development of an environmental and efficiency management system.\r\nThis first-of-a-kind, comprehensive resource allows ship owners and operators to develop an all-encompassing environmental and efficiency management system.\r\nThe need for this sort of independent, fit for purpose resource is greater than ever, given the complexity of the regulations governing the impact of shipping operations on the environment and the ever-present need to drive ship efficiency.\r\nThat is why this Guide has been developed with the industry for the industry. BIMCO’s Marine Committee, in addition to a selection of ship owners, operators and industry experts, were fundamental in shaping the structure and content of the Guide. This industry expertise ensures that it is of high practical use to ship owners and operators, both in terms of navigating the different environmental regulations and establishing a company-specific environmental and efficiency management system.\r\nClaude Dumais, Vice-President, Technical Operations and Environment, CSL Group commented:\r\n“CSL assisted in the development of this Guide by sharing our technical expertise and experience in improving the environmental performance of our shipping operations. We believe the knowledge and insights contained in the Guide’s pages will contribute to improving environmental management and fleet efficiency around the world.”\r\nYasushi Nakamura, Executive Vice President, ClassNK, commented:\r\n“We believe that publications like this one will be of great benefit to owners and operators as they seek to achieve safe, effective and environmental friendly compliance. We are honoured to have supported the Guide’s development.”\r\nJohn Denholm, President of BIMCO, commented, “I recommend this Guide to ship owners and operators as an excellent tool to facilitate the efficient management of ships, with steps to tackle the great and complex environmental challenges they face on a daily basis.\r\n“It can also assist companies in minimising the risk of global non-compliance issues, which can be very costly and inconvenient for owners and operators.”\r\nCatherine Austin, Executive Director, Fathom commented:\r\n“The extensive review process means that this Guide has been written by the industry, for the industry – ultimately helping companies remain competitive in today’s complex regulatory landscape.”\r\n“This is the first publication to address the lack of a single resource covering both comprehensive information on environmental and efficiency management and to provide a framework for shipping companies to develop their own tailored system.”\r\nThere are three resources within The Guide to Maritime Environmental &amp; Efficiency Management. ‘Part One - The Framework’ provides a modular environmental and efficiency management framework to support ship owners and operators in developing and implementing an environmental and efficiency management system.\r\n‘Part Two - The Handbook’ is a technical and regulatory reference manual inclusive of all international and regional regulations that govern the environmental impact of shipping operations and drive increased ship efficiency. For each area that is governed under international or regional regulations, the relevant regulatory requirements are provided alongside routes to move beyond compliance, the business benefits for moving beyond compliance and how to measure performance.\r\n‘Part Three - The Templates’ is an extensive library of templates in the form of logbooks, forms and data collection tools that support the information provided in Part Two.\r\nThe Guide to Maritime Environmental &amp; Efficiency Management is available to order online from BIMCO or Fathom via www.bimco.org or www.fathommaritimeintelligence.com','BIMCO launch guide to Maritime environmental & efficiency management','','inherit','open','open','','748-revision-v1','','','2015-03-05 09:21:28','2015-03-05 09:21:28','',748,'http://myseatime.com/blogadm/748-revision-v1/',0,'revision','',0,0),(751,1,'2015-03-05 09:22:37','2015-03-05 09:22:37','BIMCO have today launched a new, multi-part guidance resource to support ship owners and operators in improving their environmental performance and the efficiency of their ships.\nBIMCO’s Guide to Maritime Environmental &amp; Efficiency Management, developed in partnership with maritime efficiency specialists Fathom, and supported by ClassNK, provides a resource to facilitate compliance with environmental regulations and assist owners and operators in the development of an environmental and efficiency management system.\n\nThis first-of-a-kind, comprehensive resource allows ship owners and operators to develop an all-encompassing environmental and efficiency management system.\nThe need for this sort of independent, fit for purpose resource is greater than ever, given the complexity of the regulations governing the impact of shipping operations on the environment and the ever-present need to drive ship efficiency.\nThat is why this Guide has been developed with the industry for the industry. BIMCO’s Marine Committee, in addition to a selection of ship owners, operators and industry experts, were fundamental in shaping the structure and content of the Guide. This industry expertise ensures that it is of high practical use to ship owners and operators, both in terms of navigating the different environmental regulations and establishing a company-specific environmental and efficiency management system.\n\nClaude Dumais, Vice-President, Technical Operations and Environment, CSL Group commented:\n“<em>CSL assisted in the development of this Guide by sharing our technical expertise and experience in improving the environmental performance of our shipping operations. We believe the knowledge and insights contained in the Guide’s pages will contribute to improving environmental management and fleet efficiency around the world.</em>”\n\nYasushi Nakamura, Executive Vice President, ClassNK, commented:\n“<em>We believe that publications like this one will be of great benefit to owners and operators as they seek to achieve safe, effective and environmental friendly compliance. We are honoured to have supported the Guide’s development</em>.”\nJohn Denholm, President of BIMCO, commented, “I recommend this Guide to ship owners and operators as an excellent tool to facilitate the efficient management of ships, with steps to tackle the great and complex environmental challenges they face on a daily basis.\n“It can also assist companies in minimising the risk of global non-compliance issues, which can be very costly and inconvenient for owners and operators.”\nCatherine Austin, Executive Director, Fathom commented:\n“The extensive review process means that this Guide has been written by the industry, for the industry – ultimately helping companies remain competitive in today’s complex regulatory landscape.”\n“This is the first publication to address the lack of a single resource covering both comprehensive information on environmental and efficiency management and to provide a framework for shipping companies to develop their own tailored system.”\nThere are three resources within The Guide to Maritime Environmental &amp; Efficiency Management. ‘Part One - The Framework’ provides a modular environmental and efficiency management framework to support ship owners and operators in developing and implementing an environmental and efficiency management system.\n‘Part Two - The Handbook’ is a technical and regulatory reference manual inclusive of all international and regional regulations that govern the environmental impact of shipping operations and drive increased ship efficiency. For each area that is governed under international or regional regulations, the relevant regulatory requirements are provided alongside routes to move beyond compliance, the business benefits for moving beyond compliance and how to measure performance.\n‘Part Three - The Templates’ is an extensive library of templates in the form of logbooks, forms and data collection tools that support the information provided in Part Two.\nThe Guide to Maritime Environmental &amp; Efficiency Management is available to order online from BIMCO or Fathom via www.bimco.org or www.fathommaritimeintelligence.com','BIMCO launch guide to Maritime environmental & efficiency management','','inherit','open','open','','748-autosave-v1','','','2015-03-05 09:22:37','2015-03-05 09:22:37','',748,'http://myseatime.com/blogadm/748-autosave-v1/',0,'revision','',0,0),(752,1,'2015-03-05 09:23:22','2015-03-05 09:23:22','BIMCO have today launched a new, multi-part guidance resource to support ship owners and operators in improving their environmental performance and the efficiency of their ships.\r\nBIMCO’s Guide to Maritime Environmental &amp; Efficiency Management, developed in partnership with maritime efficiency specialists Fathom, and supported by ClassNK, provides a resource to facilitate compliance with environmental regulations and assist owners and operators in the development of an environmental and efficiency management system.\r\n\r\nThis first-of-a-kind, comprehensive resource allows ship owners and operators to develop an all-encompassing environmental and efficiency management system.\r\nThe need for this sort of independent, fit for purpose resource is greater than ever, given the complexity of the regulations governing the impact of shipping operations on the environment and the ever-present need to drive ship efficiency.\r\nThat is why this Guide has been developed with the industry for the industry. BIMCO’s Marine Committee, in addition to a selection of ship owners, operators and industry experts, were fundamental in shaping the structure and content of the Guide. This industry expertise ensures that it is of high practical use to ship owners and operators, both in terms of navigating the different environmental regulations and establishing a company-specific environmental and efficiency management system.\r\n\r\nClaude Dumais, Vice-President, Technical Operations and Environment, CSL Group commented:\r\n“<em>CSL assisted in the development of this Guide by sharing our technical expertise and experience in improving the environmental performance of our shipping operations. We believe the knowledge and insights contained in the Guide’s pages will contribute to improving environmental management and fleet efficiency around the world.</em>”\r\n\r\nYasushi Nakamura, Executive Vice President, ClassNK, commented:\r\n“<em>We believe that publications like this one will be of great benefit to owners and operators as they seek to achieve safe, effective and environmental friendly compliance. We are honoured to have supported the Guide’s development</em>.”\r\nJohn Denholm, President of BIMCO, commented, “<em>I recommend this Guide to ship owners and operators as an excellent tool to facilitate the efficient management of ships, with steps to tackle the great and complex environmental challenges they face on a daily basis.</em>\r\n<em> “It can also assist companies in minimising the risk of global non-compliance issues, which can be very costly and inconvenient for owners and operators</em>.”\r\nCatherine Austin, Executive Director, Fathom commented:\r\n“<em>The extensive review process means that this Guide has been written by the industry, for the industry – ultimately helping companies remain competitive in today’s complex regulatory landscape</em>.”\r\n“This is the first publication to address the lack of a single resource covering both comprehensive information on environmental and efficiency management and to provide a framework for shipping companies to develop their own tailored system.”\r\n\r\nThere are three resources within The Guide to Maritime Environmental &amp; Efficiency Management.\r\n\r\n<strong>Part One</strong> - The Framework’ provides a modular environmental and efficiency management framework to support ship owners and operators in developing and implementing an environmental and efficiency management system.\r\n‘<strong>Part Two</strong> - The Handbook’ is a technical and regulatory reference manual inclusive of all international and regional regulations that govern the environmental impact of shipping operations and drive increased ship efficiency. For each area that is governed under international or regional regulations, the relevant regulatory requirements are provided alongside routes to move beyond compliance, the business benefits for moving beyond compliance and how to measure performance.\r\n‘<strong>Part Three</strong> - The Templates’ is an extensive library of templates in the form of logbooks, forms and data collection tools that support the information provided in Part Two.\r\n\r\nThe Guide to Maritime Environmental &amp; Efficiency Management is available to order online from BIMCO or Fathom via www.bimco.org or www.fathommaritimeintelligence.com','BIMCO launch guide to Maritime environmental & efficiency management','','inherit','open','open','','748-revision-v1','','','2015-03-05 09:23:22','2015-03-05 09:23:22','',748,'http://myseatime.com/blogadm/748-revision-v1/',0,'revision','',0,0),(753,1,'2015-03-05 09:23:42','2015-03-05 09:23:42','BIMCO have today launched a new, multi-part guidance resource to support ship owners and operators in improving their environmental performance and the efficiency of their ships.\r\nBIMCO’s Guide to Maritime Environmental &amp; Efficiency Management, developed in partnership with maritime efficiency specialists Fathom, and supported by ClassNK, provides a resource to facilitate compliance with environmental regulations and assist owners and operators in the development of an environmental and efficiency management system.\r\n\r\nThis first-of-a-kind, comprehensive resource allows ship owners and operators to develop an all-encompassing environmental and efficiency management system.\r\nThe need for this sort of independent, fit for purpose resource is greater than ever, given the complexity of the regulations governing the impact of shipping operations on the environment and the ever-present need to drive ship efficiency.\r\nThat is why this Guide has been developed with the industry for the industry. BIMCO’s Marine Committee, in addition to a selection of ship owners, operators and industry experts, were fundamental in shaping the structure and content of the Guide. This industry expertise ensures that it is of high practical use to ship owners and operators, both in terms of navigating the different environmental regulations and establishing a company-specific environmental and efficiency management system.\r\n\r\nClaude Dumais, Vice-President, Technical Operations and Environment, CSL Group commented:\r\n“<em>CSL assisted in the development of this Guide by sharing our technical expertise and experience in improving the environmental performance of our shipping operations. We believe the knowledge and insights contained in the Guide’s pages will contribute to improving environmental management and fleet efficiency around the world.</em>”\r\n\r\nYasushi Nakamura, Executive Vice President, ClassNK, commented:\r\n“<em>We believe that publications like this one will be of great benefit to owners and operators as they seek to achieve safe, effective and environmental friendly compliance. We are honoured to have supported the Guide’s development</em>.”\r\nJohn Denholm, President of BIMCO, commented, “<em>I recommend this Guide to ship owners and operators as an excellent tool to facilitate the efficient management of ships, with steps to tackle the great and complex environmental challenges they face on a daily basis.</em>\r\n<em> “It can also assist companies in minimising the risk of global non-compliance issues, which can be very costly and inconvenient for owners and operators</em>.”\r\nCatherine Austin, Executive Director, Fathom commented:\r\n“<em>The extensive review process means that this Guide has been written by the industry, for the industry – ultimately helping companies remain competitive in today’s complex regulatory landscape</em>.”\r\n“This is the first publication to address the lack of a single resource covering both comprehensive information on environmental and efficiency management and to provide a framework for shipping companies to develop their own tailored system.”\r\n\r\nThere are three resources within The Guide to Maritime Environmental &amp; Efficiency Management.\r\n\r\n<strong>Part One</strong> - The Framework’ provides a modular environmental and efficiency management framework to support ship owners and operators in developing and implementing an environmental and efficiency management system.\r\n‘<strong>Part Two</strong> - The Handbook’ is a technical and regulatory reference manual inclusive of all international and regional regulations that govern the environmental impact of shipping operations and drive increased ship efficiency. For each area that is governed under international or regional regulations, the relevant regulatory requirements are provided alongside routes to move beyond compliance, the business benefits for moving beyond compliance and how to measure performance.\r\n‘<strong>Part Three</strong> - The Templates’ is an extensive library of templates in the form of logbooks, forms and data collection tools that support the information provided in Part Two.\r\n\r\nThe Guide to Maritime Environmental &amp; Efficiency Management is available to order online from BIMCO or Fathom via www.bimco.org or www.fathommaritimeintelligence.com','BIMCO launches guide to Maritime environmental & efficiency management','','inherit','open','open','','748-revision-v1','','','2015-03-05 09:23:42','2015-03-05 09:23:42','',748,'http://myseatime.com/blogadm/748-revision-v1/',0,'revision','',0,0),(754,3,'2015-03-05 09:44:22','2015-03-05 09:44:22','United Nations agencies are meeting in London today (Wednesday, 4 March) to discuss concerted ways to address the high numbers of lives being lost at sea in unsafe craft, particularly in the Mediterranean Sea, where hundreds of people are reported to have died in recent weeks alone on dangerous and unregulated sea passages.\r\n\r\nThe High-Level Meeting to Address Unsafe Mixed Migration by Sea is being hosted at the International Maritime Organization (IMO) Headquarters in London and aims to facilitate dialogue and promote enhanced cooperation and harmonization between United Nations agencies, international organizations, non-governmental organizations, Governments and the shipping industry.\r\n\r\nIt has been agreed that a mechanism will be established, to enhance inter-agency communication with respect to the maritime aspects of mixed migration. The meeting is also discussing joint projects, for example, the establishment of joint databases to share and collate information and statistics on irregular movements and suspect vessels; quantifying the effects of irregular and unsafe crossings on the shipping industry; and improving maritime situational awareness.\r\n\r\nIMO Secretary-General Koji Sekimizu said that the issue of mixed migration by sea, including irregular migration, had, in recent years, reached epidemic proportions, to the extent where the whole system for coping with such migrants was being stretched up to, and sometimes beyond, its breaking point.\r\n\r\nHistory has shown that migrants contribute to economic growth and human development in both home and host countries and can enrich societies by bringing cultural diversity. However, the sheer size and scale of situation in Europe and elsewhere today is threatening to jeopardise long-established humanitarian principles surrounding search and rescue and the treatment of people rescued from the sea. In 2014, more than 200,000 people were rescued and more than 3,000 people are reported to have died in unsafe, irregular and illegal sea passages on the Mediterranean alone.\r\n\r\nMr Sekimizu said, “Coast guards, navies and the rescue infrastructure as a whole are all being stretched to breaking point. They have barely been able to deal with the tidal wave of people needing to be picked up from the sea; and it must never be forgotten that the strenuous efforts they make to rescue the thousands of persons in distress come at the price of great risk to themselves and at considerable cost to their countries.”\r\n\r\nMr Sekimizu referred to the severe problems reported by Italy and Malta, in particular, in their ability to cope with the on-shore processing of the large numbers of undocumented migrants who reach their shores. “Nonetheless,” he added, “they continue rendering their services (deeply humanitarian in their very essence) and, in the process, have rescued thousands of such persons – an outcome that has earned them the appreciation of the community as a whole.” He also drew attention to the more than 650 merchant ships that had been diverted from their routes to rescue persons at sea last year and the consequent detrimental effect on the shipping industry, trade, the economy and the global supply chain.\r\n\r\n“I firmly believe that there is scope for greater efforts by coastal States of departure to better manage the process of migration and to reduce the numbers of unsafe craft undertaking sea voyages. This could include taking action against smugglers involved in facilitating the travel of migrants by sea on board unseaworthy craft; and the more effective application of measures to enhance maritime safety and security in general,” Mr. Sekimizu said.\r\n\r\nHe added that there was a need, in collaboration with Member States concerned, to strive to develop a mechanism whereby migration was managed and sustainable and to find alternative safe ways so that people were not driven to making dangerous voyages on unsafe craft.\r\n\r\nHe acknowledged that if some mixed migrants did take to sea, which may be inevitable, then a robust mechanism for rescue should be in place to protect and save lives, and deal with them in a legal, humanitarian and sustainable manner. “In this context, I must say that more efforts by all nations bordering the Mediterranean and the European States would be highly appreciated,” Mr Sekimizu said.\r\n\r\nParticipating in the meeting are senior representatives of the International Labour Organization (ILO), International Maritime Organization (IMO), the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC) and the Office of the United Nations High Commissioner for Human Rights (OHCHR), United Nations Development Programme (UNDP), the United Nations Division of Ocean Affairs and the Law of the Sea, the International Organization for Migration (IOM), and Interpol.\r\n\r\nAlso attending are Government representatives from a number of countries, including those directly impacted by the crisis, as well as delegations from international non-Governmental organizations including the International Chamber of Shipping (ICS).\r\n\r\nThe high-level inter-agency meeting will continue on Wednesday afternoon and through Thursday with technical meetings to develop a way forward, building on the momentum gained at the UN High Commissioner for Refugees\' Dialogue on Protection Challenges held in Geneva on 10-11 December 2014.\r\n\r\nimage(c) flicker/imo','UN agencies meet to address unsafe mixed migration by sea','','publish','open','open','','un-agencies-meet-to-address-unsafe-mixed-migration-by-sea','','','2015-03-05 09:44:22','2015-03-05 09:44:22','',0,'http://myseatime.com/blogadm/?p=754',0,'post','',0,45),(755,1,'2015-03-05 09:43:58','2015-03-05 09:43:58','flicker.com/IMO','IMO migration by sea','','inherit','open','open','','16713897561_182ea00267_k_opt','','','2015-03-05 09:44:15','2015-03-05 09:44:15','',754,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/16713897561_182ea00267_k_opt.jpg',0,'attachment','image/jpeg',0,0),