(756,1,'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','','inherit','open','open','','754-revision-v1','','','2015-03-05 09:44:22','2015-03-05 09:44:22','',754,'http://myseatime.com/blogadm/754-revision-v1/',0,'revision','',0,0),(757,1,'2015-03-06 15:21:52','2015-03-06 15:21:52','The International Association of Classifications Societies (IACS) has received the final report issued in Japan by the Committee on Large Container Ship Safety (CLCSS), which concludes that the \"MOL COMFORT\" break up possibly occurred because the sea loads exceeded the hull girder ultimate strength at the time of the casualty.\r\n\r\nIACS will carefully study the report as well as the recommendations formulated in the document, and will make public the results of this examination.\r\n\r\nAs a matter of fact, IACS had launched at the beginning of 2014 an expert group on structural safety of container ships, which carried out a post \"MOL Comfort\" review, also taking into account a number of past casualties.\r\n\r\nThis work has resulted in the development of two new IACS Unified Requirements (UR\'s)\r\n\r\nUR S11A which is a longitudinal strength standard for Containerships\r\n\r\nURS 34 dealing with functional requirements for direct analysis by Finite Element Method of Container ships, including a set of loading conditions.\r\n\r\nIt is worthwhile commenting that this ongoing work had already taken into account the CLCSS recommendations:\r\n\r\nthese UR\'s do take into account the effect of lateral loads on bi-axial buckling of stiffened panels (a phenomenon preceding loss of ultimate strength as correctly indicated in the report) and whipping on vertical bending strength.\r\n\r\nwith respect to the third recommendation of the report (representation of technical backgrounds), IACS can also confirm that Class Societies rules already consider the strength of the ship under specified operating and environmental conditions corresponding to its entire life.\r\n\r\nThese two important UR\'s will be finalized in the coming months. As a matter of clarity it should be understood that IACS Unified Requirements are minimum common technical requirements to be incorporated into the rules of each individual member. UR\'s are not intended to address all the strength aspects of hull structures, which remains the function and responsibility of each class society.','IACS received final report on MOL Comfort ','','publish','open','open','','iacs-received-final-report-on-mol-comfort','','','2015-03-06 17:07:11','2015-03-06 17:07:11','',0,'http://myseatime.com/blogadm/?p=757',0,'post','',0,36),(758,1,'2015-03-06 15:21:39','2015-03-06 15:21:39','','MOL COMFORT','','inherit','open','open','','mol-comfort','','','2015-03-06 15:21:39','2015-03-06 15:21:39','',757,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL-COMFORT.jpg',0,'attachment','image/jpeg',0,0),(759,1,'2015-03-06 15:21:52','2015-03-06 15:21:52','The International Association of Classifications Societies (IACS) has received the final report issued in Japan by the Committee on Large Container Ship Safety (CLCSS), which concludes that the \"MOL COMFORT\" break up possibly occurred because the sea loads exceeded the hull girder ultimate strength at the time of the casualty.\r\n\r\nIACS will carefully study the report as well as the recommendations formulated in the document, and will make public the results of this examination.\r\n\r\nAs a matter of fact, IACS had launched at the beginning of 2014 an expert group on structural safety of container ships, which carried out a post \"MOL Comfort\" review, also taking into account a number of past casualties.\r\n\r\nThis work has resulted in the development of two new IACS Unified Requirements (UR\'s)\r\n\r\nUR S11A which is a longitudinal strength standard for Containerships\r\n\r\nURS 34 dealing with functional requirements for direct analysis by Finite Element Method of Container ships, including a set of loading conditions.\r\n\r\nIt is worthwhile commenting that this ongoing work had already taken into account the CLCSS recommendations:\r\n\r\nthese UR\'s do take into account the effect of lateral loads on bi-axial buckling of stiffened panels (a phenomenon preceding loss of ultimate strength as correctly indicated in the report) and whipping on vertical bending strength.\r\n\r\nwith respect to the third recommendation of the report (representation of technical backgrounds), IACS can also confirm that Class Societies rules already consider the strength of the ship under specified operating and environmental conditions corresponding to its entire life.\r\n\r\nThese two important UR\'s will be finalized in the coming months. As a matter of clarity it should be understood that IACS Unified Requirements are minimum common technical requirements to be incorporated into the rules of each individual member. UR\'s are not intended to address all the strength aspects of hull structures, which remains the function and responsibility of each class society.','IACS received final report on MOL Comfort ','','inherit','open','open','','757-revision-v1','','','2015-03-06 15:21:52','2015-03-06 15:21:52','',757,'http://myseatime.com/blogadm/757-revision-v1/',0,'revision','',0,0),(760,2,'2015-03-06 17:21:56','2015-03-06 17:21:56','Ever wondered why do we sometimes have both the anchors of different lengths. It is not very uncommon to notice 10 shackles on one anchor while 11 shackles on other one. All the requirements concerning anchor onboard are formulated in the guidelines issued by International association of international classification (IACS). These requirements include requirements for anchor weight, diameter and steel grade for the stud link of the chain cable and the length of the anchor chain etc.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-ship.jpg\"><img class=\"aligncenter size-full wp-image-1201\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-ship.jpg\" alt=\"Anchor ship\" width=\"800\" height=\"520\" /></a>\r\n\r\nAll these requirements are governed by something called “Equipment number”. If you would have seen the anchor certificate generally issued during yard delivery of the vessel, you would find the equipment number on that certificate.\r\n\r\nEquipment number is calculated by formula\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\"><img class=\"aligncenter size-full wp-image-761\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\" alt=\"equipment number\" width=\"650\" height=\"520\" /></a>\r\n\r\nAs per the equipment number, the total length of the anchor chain is given. So if say, for a particular equipment number, the minimum length of the cable required is 21 shackles, one side of the anchor is given 10 shackles and the other one 11 shackles. Below is the table that shows how equipment number corresponds to the particulars of the anchors onboard.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-length.png\"><img class=\"aligncenter size-full wp-image-1212\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-length.png\" alt=\"Anchor length\" width=\"497\" height=\"471\" /></a>\r\n\r\n&nbsp;\r\n\r\nDid you find this information useful ? Let your views flow in the comments below. Meanwhile wishing you all fair winds and following seas.','Why do we sometimes have two anchors of different cable lengths onboard ships ?','','publish','open','open','','why-do-we-usually-have-two-anchors-of-different-lengths-onboard-ships','','','2015-12-06 18:06:22','2015-12-06 18:06:22','',0,'http://myseatime.com/blogadm/?p=760',0,'post','',0,293),(761,1,'2015-03-06 17:08:00','2015-03-06 17:08:00','','equipment number','','inherit','open','open','','equipment-number','','','2015-03-06 17:08:00','2015-03-06 17:08:00','',760,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg',0,'attachment','image/jpeg',0,0),(762,1,'2015-03-06 17:09:18','2015-03-06 17:09:18','dreamstime.com','','','inherit','open','open','','762','','','2015-03-06 17:09:31','2015-03-06 17:09:31','',760,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/dreamstime_s_21390245_opt.jpg',0,'attachment','image/jpeg',0,0),(765,1,'2015-03-06 17:21:56','2015-03-06 17:21:56','Ever wondered why do we sometimes have both the anchors of different lengths. It is not very uncommon to notice 10 shackles on one anchor while 11 shackles on other one.\r\n\r\nAll the requirements concerning anchor onboard are formulated in the guidelines issued by International association of international classification (IACS). These requirements include requirements for anchor weight, diameter and steel grade for the stud link of the chain cable and the length of the anchor chain etc.\r\n\r\nAll these requirements are governed by something called “Equipment number”. If you would have seen the anchor certificate generally issued during yard delivery of the vessel, you would find the equipment number on that certificate.\r\n\r\nEquipment number is calculated by formula\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\"><img class=\"aligncenter size-full wp-image-761\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\" alt=\"equipment number\" width=\"650\" height=\"520\" /></a>\r\n\r\nAs per the equipment number, the total length of the anchor chain is given. So if say, for a particular equipment number, the minimum length of the cable required is 21 shackles, one side of the anchor is given 10 shackles and the other one 11 shackles. Below is the table that shows how equipment number corresponds to the particulars of the anchors onboard.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/EN.jpg\"><img class=\"aligncenter size-full wp-image-764\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/EN.jpg\" alt=\"EN\" width=\"500\" height=\"600\" /></a>\r\n\r\nDid you find this information useful ? Let your views flow in the comments below. Meanwhile wishing you all fair winds and following seas.','Why do we usually have two anchors of different lengths onboard ships ?','','inherit','open','open','','760-revision-v1','','','2015-03-06 17:21:56','2015-03-06 17:21:56','',760,'http://myseatime.com/blogadm/760-revision-v1/',0,'revision','',0,0),(766,1,'2015-12-06 18:06:13','2015-12-06 18:06:13','Ever wondered why do we sometimes have both the anchors of different lengths. It is not very uncommon to notice 10 shackles on one anchor while 11 shackles on other one. All the requirements concerning anchor onboard are formulated in the guidelines issued by International association of international classification (IACS). These requirements include requirements for anchor weight, diameter and steel grade for the stud link of the chain cable and the length of the anchor chain etc.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-ship.jpg\"><img class=\"aligncenter size-full wp-image-1201\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-ship.jpg\" alt=\"Anchor ship\" width=\"800\" height=\"520\" /></a>\n\nAll these requirements are governed by something called “Equipment number”. If you would have seen the anchor certificate generally issued during yard delivery of the vessel, you would find the equipment number on that certificate.\n\nEquipment number is calculated by formula\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\"><img class=\"aligncenter size-full wp-image-761\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\" alt=\"equipment number\" width=\"650\" height=\"520\" /></a>\n\nAs per the equipment number, the total length of the anchor chain is given. So if say, for a particular equipment number, the minimum length of the cable required is 21 shackles, one side of the anchor is given 10 shackles and the other one 11 shackles. Below is the table that shows how equipment number corresponds to the particulars of the anchors onboard.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-length.png\"><img class=\"aligncenter size-full wp-image-1212\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Anchor-length.png\" alt=\"Anchor length\" width=\"497\" height=\"471\" /></a>\n\n&nbsp;\n\nDid you find this information useful ? Let your views flow in the comments below. Meanwhile wishing you all fair winds and following seas.','Why do we sometimes have two anchors of different cable lengths onboard ships ?','','inherit','open','open','','760-autosave-v1','','','2015-12-06 18:06:13','2015-12-06 18:06:13','',760,'http://myseatime.com/blogadm/760-autosave-v1/',0,'revision','',0,0),(767,1,'2015-03-06 17:23:43','2015-03-06 17:23:43','Ever wondered why do we sometimes have both the anchors of different lengths. It is not very uncommon to notice 10 shackles on one anchor while 11 shackles on other one.\r\n\r\nAll the requirements concerning anchor onboard are formulated in the guidelines issued by International association of international classification (IACS). These requirements include requirements for anchor weight, diameter and steel grade for the stud link of the chain cable and the length of the anchor chain etc.\r\n\r\nAll these requirements are governed by something called “Equipment number”. If you would have seen the anchor certificate generally issued during yard delivery of the vessel, you would find the equipment number on that certificate.\r\n\r\nEquipment number is calculated by formula\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\"><img class=\"aligncenter size-full wp-image-761\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/equipment-number.jpg\" alt=\"equipment number\" width=\"650\" height=\"520\" /></a>\r\n\r\nAs per the equipment number, the total length of the anchor chain is given. So if say, for a particular equipment number, the minimum length of the cable required is 21 shackles, one side of the anchor is given 10 shackles and the other one 11 shackles. Below is the table that shows how equipment number corresponds to the particulars of the anchors onboard.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/EN.jpg\"><img class=\"aligncenter size-full wp-image-764\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/EN.jpg\" alt=\"EN\" width=\"500\" height=\"600\" /></a>\r\n\r\nDid you find this information useful ? Let your views flow in the comments below. Meanwhile wishing you all fair winds and following seas.','Why do we sometimes have two anchors of different cable lengths onboard ships ?','','inherit','open','open','','760-revision-v1','','','2015-03-06 17:23:43','2015-03-06 17:23:43','',760,'http://myseatime.com/blogadm/760-revision-v1/',0,'revision','',0,0),(768,1,'2015-03-07 05:59:39','2015-03-07 05:59:39','Maersk Drilling has been awarded a contract from eni Ghana Exploration and Production Ltd., an eni subsidiary, for employment of the newbuild drillship Maersk Voyager. The firm contract period is 3.5 years with an option to extend by one year. The total estimated revenue from the firm contract is USD 545m including mobilisation and escalations. Maersk Voyager will work on the Offshore Cape Three Points (OCTP) Project offshore Ghana with expected commencement in July 2015.\r\n\r\n“We are very pleased to be chosen by eni and its partners Vitol and GNPC for this project offshore Ghana and we look forward to working together with the OCTP JV over the next 3.5 years. West Africa has been a strategic focus area for Maersk Drilling, since we embarked on our deepwater expansion, and with this contract we expand our presence in the promising West African deepwater market,” says Claus V. Hemmingsen, CEO in Maersk Drilling and member of the Executive Board in the Maersk Group.\r\n\r\nMaersk Voyager is the last in a series of four ultra deepwater drillships in Maersk Drilling’s rig fleet. The rig was delivered on 6 February 2015 from the Samsung Heavy Industries (SHI) shipyard in Geoje-Si in South-Korea. The four drillships represent a total investment of USD 2.6bn.\r\n\r\n<strong>Facts about the new drillships from Maersk Drilling</strong>\r\n\r\nFeaturing dual derrick and large subsea work and storage areas, the design allows for efficient well construction and field development activities through offline activities. With their advanced positioning control system, the ships automatically maintain a fixed position in severe weather conditions with waves of up to 11 metres and wind speeds of up to 26 metres per second. Special attention has been given to safety on board the drillships. Equipped with Multi Machine Control on the drill floor, the high degree of automation ensures safe operation and consistent performance. Higher transit speeds and increased capacity will reduce the overall logistics costs for oil companies.\r\n\r\nimage(c) Maersk drlling','Maersk Drilling secures contract for ultra deepwater drillship Maersk Voyager','','publish','open','open','','maersk-drilling-secures-contract-for-ultra-deepwater-drillship-maersk-voyager','','','2015-03-07 07:43:46','2015-03-07 07:43:46','',0,'http://myseatime.com/blogadm/?p=768',0,'post','',0,37),(769,1,'2015-03-07 05:58:39','2015-03-07 05:58:39','Maersk drilling','16093104309_449877262e_o','','inherit','open','open','','16093104309_449877262e_o','','','2015-03-07 05:58:59','2015-03-07 05:58:59','',768,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/16093104309_449877262e_o.jpg',0,'attachment','image/jpeg',0,0),(770,1,'2015-03-07 05:59:39','2015-03-07 05:59:39','Maersk Drilling has been awarded a contract from eni Ghana Exploration and Production Ltd., an eni subsidiary, for employment of the newbuild drillship Maersk Voyager. The firm contract period is 3.5 years with an option to extend by one year. The total estimated revenue from the firm contract is USD 545m including mobilisation and escalations. Maersk Voyager will work on the Offshore Cape Three Points (OCTP) Project offshore Ghana with expected commencement in July 2015.\r\n\r\n“We are very pleased to be chosen by eni and its partners Vitol and GNPC for this project offshore Ghana and we look forward to working together with the OCTP JV over the next 3.5 years. West Africa has been a strategic focus area for Maersk Drilling, since we embarked on our deepwater expansion, and with this contract we expand our presence in the promising West African deepwater market,” says Claus V. Hemmingsen, CEO in Maersk Drilling and member of the Executive Board in the Maersk Group.\r\n\r\nMaersk Voyager is the last in a series of four ultra deepwater drillships in Maersk Drilling’s rig fleet. The rig was delivered on 6 February 2015 from the Samsung Heavy Industries (SHI) shipyard in Geoje-Si in South-Korea. The four drillships represent a total investment of USD 2.6bn.\r\n\r\n<strong>Facts about the new drillships from Maersk Drilling</strong>\r\n\r\nFeaturing dual derrick and large subsea work and storage areas, the design allows for efficient well construction and field development activities through offline activities. With their advanced positioning control system, the ships automatically maintain a fixed position in severe weather conditions with waves of up to 11 metres and wind speeds of up to 26 metres per second. Special attention has been given to safety on board the drillships. Equipped with Multi Machine Control on the drill floor, the high degree of automation ensures safe operation and consistent performance. Higher transit speeds and increased capacity will reduce the overall logistics costs for oil companies.\r\n\r\nimage(c) Maersk drlling','Maersk Drilling secures contract for ultra deepwater drillship Maersk Voyager','','inherit','open','open','','768-revision-v1','','','2015-03-07 05:59:39','2015-03-07 05:59:39','',768,'http://myseatime.com/blogadm/768-revision-v1/',0,'revision','',0,0),(771,3,'2015-03-07 06:29:21','2015-03-07 06:29:21','Coast Guard personnel detained the container ship MOL Precision in Seattle, Thursday.\r\nPort State Control officers, from Coast Guard Sector Puget Sound, discovered several significant violations during a port state control exam of the Panamanian-flagged ship, which will remain in Sector Puget Sound\'s Captain of the Port zone until the violations are corrected.\r\n\r\nViolations included defective oil bilge line filtering equipment, missing security training records, and not sending required ballast tank information to the National Ballast Information Clearinghouse prior to entering a U.S. port.\r\n\r\nThe oil bilge line filtering equipment is required to be maintained so that the ship will not discharge bilge oil overboard, had a non-functional alarm and intermittently operating meter.\r\nRecords of the security drills could not be provided for an eight month period in 2014.\r\n\r\nThe required information for any vessel equipped with ballast water tanks and bound for ports or places in the U.S. was not sent to the NBIC. The NBIC collects, analyzes and interprets ballast water management data to reduce the likelihood of exotic species invasions.\r\n\r\n“The Port State Control program holds foreign flagged vessels to internationally agreed upon standards to ensure the safety of life at sea and to prevent damage to the global and local environment,” said Lt. James Tynan, chief of the Sector Puget Sound Port State Control Branch. “We are continuing to monitor the MOL Precision and are working with the crew and Panamanian representatives to correct these deficiencies.\"\r\n\r\nThe MOL Precision is a 962-foot container ship. The crew was conducting cargo operations in Seattle at the time of the exam. Their last port of call was Busan, South Korea.\r\n\r\nImage(c) shipspotting','US Coast Guard detains container ship in Seattle','','publish','open','open','','us-coast-guard-detains-container-ship-in-seattle','','','2015-03-07 07:44:46','2015-03-07 07:44:46','',0,'http://myseatime.com/blogadm/?p=771',0,'post','',0,55),(772,1,'2015-03-07 06:28:15','2015-03-07 06:28:15','Shipspotting.com / Klaus D','MOL Precision','','inherit','open','open','','mol-precision','','','2015-03-07 06:28:52','2015-03-07 06:28:52','',771,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MOL-Precision-.jpg',0,'attachment','image/jpeg',0,0),(773,1,'2015-03-07 06:29:21','2015-03-07 06:29:21','Coast Guard personnel detained the container ship MOL Precision in Seattle, Thursday.\r\nPort State Control officers, from Coast Guard Sector Puget Sound, discovered several significant violations during a port state control exam of the Panamanian-flagged ship, which will remain in Sector Puget Sound\'s Captain of the Port zone until the violations are corrected.\r\nViolations included defective oil bilge line filtering equipment, missing security training records, and not sending required ballast tank information to the National Ballast Information Clearinghouse prior to entering a U.S. port.\r\nThe oil bilge line filtering equipment is required to be maintained so that the ship will not discharge bilge oil overboard, had a non-functional alarm and intermittently operating meter.\r\nRecords of the security drills could not be provided for an eight month period in 2014.\r\nThe required information for any vessel equipped with ballast water tanks and bound for ports or places in the U.S. was not sent to the NBIC. The NBIC collects, analyzes and interprets ballast water management data to reduce the likelihood of exotic species invasions.\r\n“The Port State Control program holds foreign flagged vessels to internationally agreed upon standards to ensure the safety of life at sea and to prevent damage to the global and local environment,” said Lt. James Tynan, chief of the Sector Puget Sound Port State Control Branch. “We are continuing to monitor the MOL Precision and are working with the crew and Panamanian representatives to correct these deficiencies.\"\r\nThe MOL Precision is a 962-foot container ship. The crew was conducting cargo operations in Seattle at the time of the exam. Their last port of call was Busan, South Korea.','US Coast Guard detains container ship in Seattle','','inherit','open','open','','771-revision-v1','','','2015-03-07 06:29:21','2015-03-07 06:29:21','',771,'http://myseatime.com/blogadm/771-revision-v1/',0,'revision','',0,0),(774,3,'2015-03-07 07:06:29','2015-03-07 07:06:29','Myseatime sources have revealed that there have been a collision between container vessel Monte Alegre and chemical tanker \"Chembulk Houston\" in the Galveston bay Houston port channel.\r\n\r\nAIS data from marine traffic shows the incident occurred at around 1347 Hrs local time. The Monte Alegre was sailing on course of 332 degrees with speed of 9.3 Knots and Chembulk houston was on course of 340 degrees with speed of 9.0 knots just before the collision.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Monte-Alegre_opt.jpg\"><img class=\"aligncenter size-full wp-image-778\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Monte-Alegre_opt.jpg\" alt=\"Monte Alegre_opt\" width=\"699\" height=\"463\" /></a>\r\n\r\nThere was no reported pollution or injury because of this collision. Houston ship channel was reopened after a brief closure.\r\n\r\nBoth the vessels were moored for further investigation and inspection.\r\n\r\nImage (c) shipspotting','Collision between container ship Monte Alegre and Chemical Tanker Chembulk Houston ','','publish','open','open','','collision-between-container-ship-monte-alegre-and-chemical-tanker-chembulk-houston','','','2015-03-07 07:10:54','2015-03-07 07:10:54','',0,'http://myseatime.com/blogadm/?p=774',0,'post','',0,99),(775,1,'2015-03-07 07:05:15','2015-03-07 07:05:15','Shipspotting / Cees Bustraan','chembulk Houston_opt','','inherit','open','open','','chembulk-houston_opt','','','2015-03-07 07:05:57','2015-03-07 07:05:57','',774,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/chembulk-Houston_opt.jpg',0,'attachment','image/jpeg',0,0),(776,1,'2015-03-07 07:06:29','2015-03-07 07:06:29','Myseatime sources have revealed that there have been a collision between container vessel Monte Alegre and chemical tanker \"Chembulk Houston\" in the Galveston bay Houston port channel.\r\n\r\nAIS data from marine traffic shows the incident occurred at around 1347 Hrs local time. The Monte Alegre was sailing on course of 332 degrees with speed of 9.3 Knots and Chembulk houston was on course of 340 degrees with speed of 9.0 knots just before the collision.\r\n\r\nThere was no reported pollution or injury because of this collision. Houston ship channel was reopened after a brief closure.\r\n\r\nBoth the vessels were moored for further investigation and inspection.','Collision between container ship Monte Alegre and Chemical Tanker Chembulk Houston ','','inherit','open','open','','774-revision-v1','','','2015-03-07 07:06:29','2015-03-07 07:06:29','',774,'http://myseatime.com/blogadm/774-revision-v1/',0,'revision','',0,0),(777,1,'2015-03-07 07:10:05','2015-03-07 07:10:05','Myseatime sources have revealed that there have been a collision between container vessel Monte Alegre and chemical tanker \"Chembulk Houston\" in the Galveston bay Houston port channel.\n\nAIS data from marine traffic shows the incident occurred at around 1347 Hrs local time. The Monte Alegre was sailing on course of 332 degrees with speed of 9.3 Knots and Chembulk houston was on course of 340 degrees with speed of 9.0 knots just before the collision.\n\n&nbsp;\n\nThere was no reported pollution or injury because of this collision. Houston ship channel was reopened after a brief closure.\n\nBoth the vessels were moored for further investigation and inspection.','Collision between container ship Monte Alegre and Chemical Tanker Chembulk Houston ','','inherit','open','open','','774-autosave-v1','','','2015-03-07 07:10:05','2015-03-07 07:10:05','',774,'http://myseatime.com/blogadm/774-autosave-v1/',0,'revision','',0,0),(778,1,'2015-03-07 07:10:11','2015-03-07 07:10:11','Shipspotting / petermax','Monte Alegre_opt','','inherit','open','open','','monte-alegre_opt','','','2015-03-07 07:10:36','2015-03-07 07:10:36','',774,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Monte-Alegre_opt.jpg',0,'attachment','image/jpeg',0,0),(779,1,'2015-03-07 07:10:54','2015-03-07 07:10:54','Myseatime sources have revealed that there have been a collision between container vessel Monte Alegre and chemical tanker \"Chembulk Houston\" in the Galveston bay Houston port channel.\r\n\r\nAIS data from marine traffic shows the incident occurred at around 1347 Hrs local time. The Monte Alegre was sailing on course of 332 degrees with speed of 9.3 Knots and Chembulk houston was on course of 340 degrees with speed of 9.0 knots just before the collision.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Monte-Alegre_opt.jpg\"><img class=\"aligncenter size-full wp-image-778\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/Monte-Alegre_opt.jpg\" alt=\"Monte Alegre_opt\" width=\"699\" height=\"463\" /></a>\r\n\r\nThere was no reported pollution or injury because of this collision. Houston ship channel was reopened after a brief closure.\r\n\r\nBoth the vessels were moored for further investigation and inspection.\r\n\r\nImage (c) shipspotting','Collision between container ship Monte Alegre and Chemical Tanker Chembulk Houston ','','inherit','open','open','','774-revision-v1','','','2015-03-07 07:10:54','2015-03-07 07:10:54','',774,'http://myseatime.com/blogadm/774-revision-v1/',0,'revision','',0,0),(780,1,'2015-03-07 07:44:46','2015-03-07 07:44:46','Coast Guard personnel detained the container ship MOL Precision in Seattle, Thursday.\r\nPort State Control officers, from Coast Guard Sector Puget Sound, discovered several significant violations during a port state control exam of the Panamanian-flagged ship, which will remain in Sector Puget Sound\'s Captain of the Port zone until the violations are corrected.\r\n\r\nViolations included defective oil bilge line filtering equipment, missing security training records, and not sending required ballast tank information to the National Ballast Information Clearinghouse prior to entering a U.S. port.\r\n\r\nThe oil bilge line filtering equipment is required to be maintained so that the ship will not discharge bilge oil overboard, had a non-functional alarm and intermittently operating meter.\r\nRecords of the security drills could not be provided for an eight month period in 2014.\r\n\r\nThe required information for any vessel equipped with ballast water tanks and bound for ports or places in the U.S. was not sent to the NBIC. The NBIC collects, analyzes and interprets ballast water management data to reduce the likelihood of exotic species invasions.\r\n\r\n“The Port State Control program holds foreign flagged vessels to internationally agreed upon standards to ensure the safety of life at sea and to prevent damage to the global and local environment,” said Lt. James Tynan, chief of the Sector Puget Sound Port State Control Branch. “We are continuing to monitor the MOL Precision and are working with the crew and Panamanian representatives to correct these deficiencies.\"\r\n\r\nThe MOL Precision is a 962-foot container ship. The crew was conducting cargo operations in Seattle at the time of the exam. Their last port of call was Busan, South Korea.\r\n\r\nImage(c) shipspotting','US Coast Guard detains container ship in Seattle','','inherit','open','open','','771-revision-v1','','','2015-03-07 07:44:46','2015-03-07 07:44:46','',771,'http://myseatime.com/blogadm/771-revision-v1/',0,'revision','',0,0),(781,3,'2015-03-07 15:23:41','2015-03-07 15:23:41','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\r\n\r\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\r\n\r\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\r\n\r\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\"><img class=\"aligncenter  wp-image-783\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\" alt=\"photo\" width=\"470\" height=\"181\" /></a>\r\n\r\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\r\n\r\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\r\n\r\n<strong>*Bulbous bow</strong>\r\nA protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.\r\n\r\n<strong>** MT-FAST</strong>\r\nA fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.\r\n\r\nimage(c) wikipedia','NYK Devise Energy-saving Adjustments to Reduced Emissions from Containerships','','publish','open','open','','nyk-devise-energy-saving-adjustments-to-reduced-emissions-from-containerships','','','2015-03-07 15:28:52','2015-03-07 15:28:52','',0,'http://myseatime.com/blogadm/?p=781',0,'post','',0,31),(782,1,'2015-03-07 15:02:28','2015-03-07 15:02:28','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\r\n\r\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\r\n\r\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\r\n\r\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.***\r\n\r\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\r\n\r\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\r\n<div> Bulbous bow</div>\r\n<div>A protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.</div>\r\n<div></div>\r\n<div>** MT-FAST</div>\r\n<div>A fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.</div>','NYK and MTI Devise Energy-saving Adjustments that Significantly Reduced Emissions from Containerships','','inherit','open','open','','781-revision-v1','','','2015-03-07 15:02:28','2015-03-07 15:02:28','',781,'http://myseatime.com/blogadm/781-revision-v1/',0,'revision','',0,0),(783,1,'2015-03-07 15:03:23','2015-03-07 15:03:23','','photo','','inherit','open','open','','photo','','','2015-03-07 15:03:23','2015-03-07 15:03:23','',781,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg',0,'attachment','image/jpeg',0,0),(784,1,'2015-03-07 15:21:21','2015-03-07 15:21:21','wikipedia','Nyk_Venus','','inherit','open','open','','nyk_venus_at_the_amazone_harbour_port_of_rotterdam_holland_29-aug-2007_opt','','','2015-03-07 15:22:56','2015-03-07 15:22:56','',781,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Nyk_Venus_at_the_Amazone_harbour_Port_of_Rotterdam_Holland_29-Aug-2007_opt.jpg',0,'attachment','image/jpeg',0,0),(785,1,'2015-03-07 15:23:41','2015-03-07 15:23:41','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\r\n\r\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\r\n\r\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\r\n\r\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\"><img class=\"aligncenter  wp-image-783\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\" alt=\"photo\" width=\"470\" height=\"181\" /></a>\r\n\r\n&nbsp;\r\n\r\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\r\n\r\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\r\n<div> Bulbous bow</div>\r\n<div>A protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.</div>\r\n<div></div>\r\n<div>** MT-FAST</div>\r\n<div>A fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.</div>','NYK Devise Energy-saving Adjustments to Reduced Emissions from Containerships','','inherit','open','open','','781-revision-v1','','','2015-03-07 15:23:41','2015-03-07 15:23:41','',781,'http://myseatime.com/blogadm/781-revision-v1/',0,'revision','',0,0),(786,1,'2015-03-07 15:26:53','2015-03-07 15:26:53','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\n\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\n\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\n\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\"><img class=\"aligncenter  wp-image-783\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\" alt=\"photo\" width=\"470\" height=\"181\" /></a>\n\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\n\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\n\n<strong>*Bulbous bow</strong>\nA protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.\n<strong>** MT-FAST</strong>\nA fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.\n\nimage(c) wiki','NYK Devise Energy-saving Adjustments to Reduced Emissions from Containerships','','inherit','open','open','','781-autosave-v1','','','2015-03-07 15:26:53','2015-03-07 15:26:53','',781,'http://myseatime.com/blogadm/781-autosave-v1/',0,'revision','',0,0),(787,1,'2015-03-07 15:25:52','2015-03-07 15:25:52','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\r\n\r\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\r\n\r\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\r\n\r\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\"><img class=\"aligncenter  wp-image-783\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\" alt=\"photo\" width=\"470\" height=\"181\" /></a>\r\n\r\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\r\n\r\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\r\nBulbous bow\r\nA protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.\r\n** MT-FAST\r\nA fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.','NYK Devise Energy-saving Adjustments to Reduced Emissions from Containerships','','inherit','open','open','','781-revision-v1','','','2015-03-07 15:25:52','2015-03-07 15:25:52','',781,'http://myseatime.com/blogadm/781-revision-v1/',0,'revision','',0,0),(788,1,'2015-03-07 15:27:00','2015-03-07 15:27:00','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\r\n\r\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\r\n\r\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\r\n\r\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\"><img class=\"aligncenter  wp-image-783\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\" alt=\"photo\" width=\"470\" height=\"181\" /></a>\r\n\r\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\r\n\r\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\r\n\r\n<strong>*Bulbous bow</strong>\r\nA protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.\r\n<strong>** MT-FAST</strong>\r\nA fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.\r\n\r\nimage(c) wikipedia','NYK Devise Energy-saving Adjustments to Reduced Emissions from Containerships','','inherit','open','open','','781-revision-v1','','','2015-03-07 15:27:00','2015-03-07 15:27:00','',781,'http://myseatime.com/blogadm/781-revision-v1/',0,'revision','',0,0),(789,1,'2015-03-07 15:27:20','2015-03-07 15:27:20','Nippon Yusen Kabushiki Kaisha (NYK) and the Monohakobi Technology Institute (MTI), which is an NYK Group company, have made energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, greater than the amount estimated prior to the tests.\r\n\r\nTo reduce energy consumption, containerships often sail at a speed that is much slower than the average speed anticipated when the ship was designed and built. To make existing ships more energy efficient at these slower speeds, the NYK Group has been conducting research since the summer of 2013, studying measures such as remodeling the ship’s bulbous bow* and installing MT-FAST.**\r\n\r\nBig Data analyses using actual voyage data gathered over half a year after the implementation of improvements in June 2014 were conducted by the NYK Group, and a 23% reduction in CO2 emissions was subsequently certified by the ship classification society ClassNK. The conversion was also verified not to affect the safe operation of the vessel or the operating condition of the engine.\r\n\r\nThis adoption of energy-efficient technology is being supported by a grant provided through the Maritime Port Authority of Singapore’s Green Technology Programme and also supported by the ClassNK Joint R&amp;D for Industry Program.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\"><img class=\"aligncenter  wp-image-783\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/photo.jpg\" alt=\"photo\" width=\"470\" height=\"181\" /></a>\r\n\r\nThe NYK Group will also aim for further energy savings by containerships by proceeding with construction based on this new approach now that effective methods (patent pending) for these operating conditions have been established.\r\n\r\nThe NYK Group will continue its efforts to devise creative solutions in the environmental fields based on the company’s medium-term management plan “More Than Shipping 2018.”\r\n\r\n<strong>*Bulbous bow</strong>\r\nA protruding bulb at the front of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range and fuel efficiency.\r\n<strong>** MT-FAST</strong>\r\nA fuel-saving device fitted to the submerged part of a vessel\'s hull to maximize the vessel’s propulsive efficiency, thus resulting in fuel savings.\r\n\r\nimage(c) wikipedia','NYK Devise Energy-saving Adjustments to Reduced Emissions from Containerships','','inherit','open','open','','781-revision-v1','','','2015-03-07 15:27:20','2015-03-07 15:27:20','',781,'http://myseatime.com/blogadm/781-revision-v1/',0,'revision','',0,0),(790,3,'2015-03-09 20:53:53','2015-03-09 20:53:53','Carbofin S.p.A., an Italian domiciled company that owned and operated the M/T Marigola was sentenced to pay an overall criminal penalty of $2.75 million by the Honorable Virginia M. Hernandez Covington for knowingly falsifying the vessel’s oil record book in violation of the Act to Prevent Pollution from Ships (APPS), announced the Department of Justice Environment and Natural Resources Division and the U.S. Attorney’s Office for the Middle District of Florida.\r\n\r\nOut of the $2.75 million criminal penalty, $600,000 will be paid to the National Marine Sanctuary Foundation for the benefit of Florida’s only national marine sanctuary: the Florida Keys National Marine Sanctuary.  The funds are to be used to support the protection and preservation of natural resources located in and adjacent to the sanctuary, including the cleanup and remediation of pollution in the sanctuary; restoration of injured resources, particularly coral reefs and seagrass beds and species dependent on those habitats.  The funds will also support scientific research in, and public education about, the Florida Keys National Marine Sanctuary.\r\n\r\nDuring 2013 and 2014, on numerous international voyages, senior members of the crew of the <em>M/T Marigola</em> directed the installation and use of a so-called “magic hose” to dispose of sludge, waste oil and oil-contaminated bilge water directly into the sea bypassing required pollution prevention equipment.  On April 16, 2014, the vessel called upon the Port of Tampa to load anhydrous ammonia.  Coast Guard inspectors boarded the vessel and were approached by two junior engineering crew members who showed the inspectors a video of the “magic pipe” hooked up between piping leading to the bilge tank and the vessel’s boiler blow down valve.  The boiler blow down valve is a discharge point for the boiler to release hot water and steam.  The inspectors had the valve removed and an oily black substance was discovered.  Oil samples taken from the “magic hose,” the bilge piping and the boiler blow down valve matched.  The Chief Engineer, Carmelo Giano, and the Second Engineer, Alessandro Messore, had previously pleaded guilty and were sentenced for their role in ordering the use of the “magic hose” to illegally discharge oily waste into the sea.\r\n\r\n“We are extremely grateful to the U.S. Department of Justice in supporting the work of the National Marine Sanctuary Foundation on behalf of the nation\'s marine sanctuaries, including here at the Florida Keys National Marine Sanctuary,” said President and CEO Jason Patlis of the National Marine Sanctuary Foundation.  “These funds will go to critical education, research and restoration activities, including deployment of mooring buoys, coral reef restoration and study and mitigation of invasive species impacts.”\r\n\r\n“Marine environmental protection is one of the Coast Guard\'s primary missions,” said Captain Gregory Case of the Port at Sector St. Petersburg.  “The Coast Guard takes marine pollution seriously and works cohesively with our partner agencies to hold those who violate international law accountable for their actions.  We anticipate the results of this case will deter future illegal oil discharges into the sea.”\r\n\r\nConsistent with requirements in the APPS regulations, a vessel like the <em>M/T Marigola</em>, must maintain a record known as an oil record book in which transfer and disposal of all oil-contaminated waste and the discharge overboard and disposal otherwise of such waste, must be fully and accurately recorded by the person or persons in charge of the operations.  Oil-contaminated bilge waste can be discharged overboard if it is processed through on-board pollution prevention equipment known as the oily water separator (OWS).  Waste oil and sludge can only be disposed of using an on-board incinerator or by discharging the waste to a shore-side facility, barge or tanker truck.  Giano and Messore falsified the oil record book by not recording that oily waste was being disposed of through the boiler blow down valve.\r\n\r\nDuring the course of the investigation, it was revealed that the oil record book for the <em>M/T Marigola</em> was falsified since at least June 16, 2013.  The investigation also revealed that illegal oily waste discharges had occurred from two other vessels owned and operated by Carbofin, the <em>M/T’s Marola</em> and <em>Solaro</em>.  On the <em>M/T Marola</em>, a “magic hose” was used between on or about December 2012 and April 2013 and on the <em>M/T Solaro</em> between on or about February to August 2013.\r\n\r\nThe case was investigated by U.S. Coast Guard Sector St. Petersburg and the U.S. Coast Guard Investigative Service.  The case was prosecuted by Kenneth E. Nelson of the Environmental Crimes Section of the Department of Justice and Matthew Mueller of the U.S. Attorney’s Office of the Middle District of Florida.\r\n\r\nimage (c) shipspotting / <a class=\"inboxLink\" href=\"http://www.shipspotting.com/gallery/search.php?search_uid=633\">Wil Weijsters</a>','Italian Shipping Company Fined $2.75 Million for Marpol Violations ','','publish','open','open','','italian-shipping-company-fined-2-75-million-for-environmental-crimes','','','2015-03-09 20:58:45','2015-03-09 20:58:45','',0,'http://myseatime.com/blogadm/?p=790',0,'post','',0,61),(791,1,'2015-03-09 20:52:43','2015-03-09 20:52:43','shipspotting / Wil Weijsters','marigola','','inherit','open','open','','marigola_opt','','','2015-03-09 20:53:14','2015-03-09 20:53:14','',790,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/marigola_opt.jpg',0,'attachment','image/jpeg',0,0),(792,1,'2015-03-09 20:53:53','2015-03-09 20:53:53','Carbofin S.p.A., an Italian domiciled company that owned and operated the <em>M/T Marigola</em> was sentenced to pay an overall criminal penalty of $2.75 million by the Honorable Virginia M. Hernandez Covington for knowingly falsifying the vessel’s oil record book in violation of the Act to Prevent Pollution from Ships (APPS), announced the Department of Justice Environment and Natural Resources Division and the U.S. Attorney’s Office for the Middle District of Florida.\r\n\r\nOut of the $2.75 million criminal penalty, $600,000 will be paid to the National Marine Sanctuary Foundation for the benefit of Florida’s only national marine sanctuary: the Florida Keys National Marine Sanctuary.  The funds are to be used to support the protection and preservation of natural resources located in and adjacent to the sanctuary, including the cleanup and remediation of pollution in the sanctuary; restoration of injured resources, particularly coral reefs and seagrass beds and species dependent on those habitats.  The funds will also support scientific research in, and public education about, the Florida Keys National Marine Sanctuary.\r\n\r\nDuring 2013 and 2014, on numerous international voyages, senior members of the crew of the <em>M/T Marigola</em> directed the installation and use of a so-called “magic hose” to dispose of sludge, waste oil and oil-contaminated bilge water directly into the sea bypassing required pollution prevention equipment.  On April 16, 2014, the vessel called upon the Port of Tampa to load anhydrous ammonia.  Coast Guard inspectors boarded the vessel and were approached by two junior engineering crew members who showed the inspectors a video of the “magic pipe” hooked up between piping leading to the bilge tank and the vessel’s boiler blow down valve.  The boiler blow down valve is a discharge point for the boiler to release hot water and steam.  The inspectors had the valve removed and an oily black substance was discovered.  Oil samples taken from the “magic hose,” the bilge piping and the boiler blow down valve matched.  The Chief Engineer, Carmelo Giano, and the Second Engineer, Alessandro Messore, had previously pleaded guilty and were sentenced for their role in ordering the use of the “magic hose” to illegally discharge oily waste into the sea.\r\n\r\n“We are extremely grateful to the U.S. Department of Justice in supporting the work of the National Marine Sanctuary Foundation on behalf of the nation\'s marine sanctuaries, including here at the Florida Keys National Marine Sanctuary,” said President and CEO Jason Patlis of the National Marine Sanctuary Foundation.  “These funds will go to critical education, research and restoration activities, including deployment of mooring buoys, coral reef restoration and study and mitigation of invasive species impacts.”\r\n\r\n“Marine environmental protection is one of the Coast Guard\'s primary missions,” said Captain Gregory Case of the Port at Sector St. Petersburg.  “The Coast Guard takes marine pollution seriously and works cohesively with our partner agencies to hold those who violate international law accountable for their actions.  We anticipate the results of this case will deter future illegal oil discharges into the sea.”\r\n\r\nConsistent with requirements in the APPS regulations, a vessel like the <em>M/T Marigola</em>, must maintain a record known as an oil record book in which transfer and disposal of all oil-contaminated waste and the discharge overboard and disposal otherwise of such waste, must be fully and accurately recorded by the person or persons in charge of the operations.  Oil-contaminated bilge waste can be discharged overboard if it is processed through on-board pollution prevention equipment known as the oily water separator (OWS).  Waste oil and sludge can only be disposed of using an on-board incinerator or by discharging the waste to a shore-side facility, barge or tanker truck.  Giano and Messore falsified the oil record book by not recording that oily waste was being disposed of through the boiler blow down valve.\r\n\r\nDuring the course of the investigation, it was revealed that the oil record book for the <em>M/T Marigola</em> was falsified since at least June 16, 2013.  The investigation also revealed that illegal oily waste discharges had occurred from two other vessels owned and operated by Carbofin, the <em>M/T’s Marola</em> and <em>Solaro</em>.  On the <em>M/T Marola</em>, a “magic hose” was used between on or about December 2012 and April 2013 and on the <em>M/T Solaro</em> between on or about February to August 2013.\r\n\r\nThe case was investigated by U.S. Coast Guard Sector St. Petersburg and the U.S. Coast Guard Investigative Service.  The case was prosecuted by Kenneth E. Nelson of the Environmental Crimes Section of the Department of Justice and Matthew Mueller of the U.S. Attorney’s Office of the Middle District of Florida.','Italian Shipping Company Fined $2.75 Million for Environmental Crimes','','inherit','open','open','','790-revision-v1','','','2015-03-09 20:53:53','2015-03-09 20:53:53','',790,'http://myseatime.com/blogadm/790-revision-v1/',0,'revision','',0,0),(793,1,'2015-03-09 20:54:32','2015-03-09 20:54:32','Carbofin S.p.A., an Italian domiciled company that owned and operated the <em>M/T Marigola</em> was sentenced to pay an overall criminal penalty of $2.75 million by the Honorable Virginia M. Hernandez Covington for knowingly falsifying the vessel’s oil record book in violation of the Act to Prevent Pollution from Ships (APPS), announced the Department of Justice Environment and Natural Resources Division and the U.S. Attorney’s Office for the Middle District of Florida.\r\n\r\nOut of the $2.75 million criminal penalty, $600,000 will be paid to the National Marine Sanctuary Foundation for the benefit of Florida’s only national marine sanctuary: the Florida Keys National Marine Sanctuary.  The funds are to be used to support the protection and preservation of natural resources located in and adjacent to the sanctuary, including the cleanup and remediation of pollution in the sanctuary; restoration of injured resources, particularly coral reefs and seagrass beds and species dependent on those habitats.  The funds will also support scientific research in, and public education about, the Florida Keys National Marine Sanctuary.\r\n\r\nDuring 2013 and 2014, on numerous international voyages, senior members of the crew of the <em>M/T Marigola</em> directed the installation and use of a so-called “magic hose” to dispose of sludge, waste oil and oil-contaminated bilge water directly into the sea bypassing required pollution prevention equipment.  On April 16, 2014, the vessel called upon the Port of Tampa to load anhydrous ammonia.  Coast Guard inspectors boarded the vessel and were approached by two junior engineering crew members who showed the inspectors a video of the “magic pipe” hooked up between piping leading to the bilge tank and the vessel’s boiler blow down valve.  The boiler blow down valve is a discharge point for the boiler to release hot water and steam.  The inspectors had the valve removed and an oily black substance was discovered.  Oil samples taken from the “magic hose,” the bilge piping and the boiler blow down valve matched.  The Chief Engineer, Carmelo Giano, and the Second Engineer, Alessandro Messore, had previously pleaded guilty and were sentenced for their role in ordering the use of the “magic hose” to illegally discharge oily waste into the sea.\r\n\r\n“We are extremely grateful to the U.S. Department of Justice in supporting the work of the National Marine Sanctuary Foundation on behalf of the nation\'s marine sanctuaries, including here at the Florida Keys National Marine Sanctuary,” said President and CEO Jason Patlis of the National Marine Sanctuary Foundation.  “These funds will go to critical education, research and restoration activities, including deployment of mooring buoys, coral reef restoration and study and mitigation of invasive species impacts.”\r\n\r\n“Marine environmental protection is one of the Coast Guard\'s primary missions,” said Captain Gregory Case of the Port at Sector St. Petersburg.  “The Coast Guard takes marine pollution seriously and works cohesively with our partner agencies to hold those who violate international law accountable for their actions.  We anticipate the results of this case will deter future illegal oil discharges into the sea.”\r\n\r\nConsistent with requirements in the APPS regulations, a vessel like the <em>M/T Marigola</em>, must maintain a record known as an oil record book in which transfer and disposal of all oil-contaminated waste and the discharge overboard and disposal otherwise of such waste, must be fully and accurately recorded by the person or persons in charge of the operations.  Oil-contaminated bilge waste can be discharged overboard if it is processed through on-board pollution prevention equipment known as the oily water separator (OWS).  Waste oil and sludge can only be disposed of using an on-board incinerator or by discharging the waste to a shore-side facility, barge or tanker truck.  Giano and Messore falsified the oil record book by not recording that oily waste was being disposed of through the boiler blow down valve.\r\n\r\nDuring the course of the investigation, it was revealed that the oil record book for the <em>M/T Marigola</em> was falsified since at least June 16, 2013.  The investigation also revealed that illegal oily waste discharges had occurred from two other vessels owned and operated by Carbofin, the <em>M/T’s Marola</em> and <em>Solaro</em>.  On the <em>M/T Marola</em>, a “magic hose” was used between on or about December 2012 and April 2013 and on the <em>M/T Solaro</em> between on or about February to August 2013.\r\n\r\nThe case was investigated by U.S. Coast Guard Sector St. Petersburg and the U.S. Coast Guard Investigative Service.  The case was prosecuted by Kenneth E. Nelson of the Environmental Crimes Section of the Department of Justice and Matthew Mueller of the U.S. Attorney’s Office of the Middle District of Florida.','Italian Shipping Company Fined $2.75 Million for Marpol Violations ','','inherit','open','open','','790-revision-v1','','','2015-03-09 20:54:32','2015-03-09 20:54:32','',790,'http://myseatime.com/blogadm/790-revision-v1/',0,'revision','',0,0),(794,1,'2015-03-09 20:55:13','2015-03-09 20:55:13','Carbofin S.p.A., an Italian domiciled company that owned and operated the <em>M/T Marigola</em> was sentenced to pay an overall criminal penalty of $2.75 million by the Honorable Virginia M. Hernandez Covington for knowingly falsifying the vessel’s oil record book in violation of the Act to Prevent Pollution from Ships (APPS), announced the Department of Justice Environment and Natural Resources Division and the U.S. Attorney’s Office for the Middle District of Florida.\r\n\r\nOut of the $2.75 million criminal penalty, $600,000 will be paid to the National Marine Sanctuary Foundation for the benefit of Florida’s only national marine sanctuary: the Florida Keys National Marine Sanctuary.  The funds are to be used to support the protection and preservation of natural resources located in and adjacent to the sanctuary, including the cleanup and remediation of pollution in the sanctuary; restoration of injured resources, particularly coral reefs and seagrass beds and species dependent on those habitats.  The funds will also support scientific research in, and public education about, the Florida Keys National Marine Sanctuary.\r\n\r\nDuring 2013 and 2014, on numerous international voyages, senior members of the crew of the <em>M/T Marigola</em> directed the installation and use of a so-called “magic hose” to dispose of sludge, waste oil and oil-contaminated bilge water directly into the sea bypassing required pollution prevention equipment.  On April 16, 2014, the vessel called upon the Port of Tampa to load anhydrous ammonia.  Coast Guard inspectors boarded the vessel and were approached by two junior engineering crew members who showed the inspectors a video of the “magic pipe” hooked up between piping leading to the bilge tank and the vessel’s boiler blow down valve.  The boiler blow down valve is a discharge point for the boiler to release hot water and steam.  The inspectors had the valve removed and an oily black substance was discovered.  Oil samples taken from the “magic hose,” the bilge piping and the boiler blow down valve matched.  The Chief Engineer, Carmelo Giano, and the Second Engineer, Alessandro Messore, had previously pleaded guilty and were sentenced for their role in ordering the use of the “magic hose” to illegally discharge oily waste into the sea.\r\n\r\n“We are extremely grateful to the U.S. Department of Justice in supporting the work of the National Marine Sanctuary Foundation on behalf of the nation\'s marine sanctuaries, including here at the Florida Keys National Marine Sanctuary,” said President and CEO Jason Patlis of the National Marine Sanctuary Foundation.  “These funds will go to critical education, research and restoration activities, including deployment of mooring buoys, coral reef restoration and study and mitigation of invasive species impacts.”\r\n\r\n“Marine environmental protection is one of the Coast Guard\'s primary missions,” said Captain Gregory Case of the Port at Sector St. Petersburg.  “The Coast Guard takes marine pollution seriously and works cohesively with our partner agencies to hold those who violate international law accountable for their actions.  We anticipate the results of this case will deter future illegal oil discharges into the sea.”\r\n\r\nConsistent with requirements in the APPS regulations, a vessel like the <em>M/T Marigola</em>, must maintain a record known as an oil record book in which transfer and disposal of all oil-contaminated waste and the discharge overboard and disposal otherwise of such waste, must be fully and accurately recorded by the person or persons in charge of the operations.  Oil-contaminated bilge waste can be discharged overboard if it is processed through on-board pollution prevention equipment known as the oily water separator (OWS).  Waste oil and sludge can only be disposed of using an on-board incinerator or by discharging the waste to a shore-side facility, barge or tanker truck.  Giano and Messore falsified the oil record book by not recording that oily waste was being disposed of through the boiler blow down valve.\r\n\r\nDuring the course of the investigation, it was revealed that the oil record book for the <em>M/T Marigola</em> was falsified since at least June 16, 2013.  The investigation also revealed that illegal oily waste discharges had occurred from two other vessels owned and operated by Carbofin, the <em>M/T’s Marola</em> and <em>Solaro</em>.  On the <em>M/T Marola</em>, a “magic hose” was used between on or about December 2012 and April 2013 and on the <em>M/T Solaro</em> between on or about February to August 2013.\r\n\r\nThe case was investigated by U.S. Coast Guard Sector St. Petersburg and the U.S. Coast Guard Investigative Service.  The case was prosecuted by Kenneth E. Nelson of the Environmental Crimes Section of the Department of Justice and Matthew Mueller of the U.S. Attorney’s Office of the Middle District of Florida.\r\n\r\nimage (c) shipspotting / <a class=\"inboxLink\" href=\"http://www.shipspotting.com/gallery/search.php?search_uid=633\">Wil Weijsters</a>','Italian Shipping Company Fined $2.75 Million for Marpol Violations ','','inherit','open','open','','790-revision-v1','','','2015-03-09 20:55:13','2015-03-09 20:55:13','',790,'http://myseatime.com/blogadm/790-revision-v1/',0,'revision','',0,0),(795,1,'2015-03-09 20:57:28','2015-03-09 20:57:28','Carbofin S.p.A., an Italian domiciled company that owned and operated the M/T Marigola was sentenced to pay an overall criminal penalty of $2.75 million by the Honorable Virginia M. Hernandez Covington for knowingly falsifying the vessel’s oil record book in violation of the Act to Prevent Pollution from Ships (APPS), announced the Department of Justice Environment and Natural Resources Division and the U.S. Attorney’s Office for the Middle District of Florida.\n\nOut of the $2.75 million criminal penalty, $600,000 will be paid to the National Marine Sanctuary Foundation for the benefit of Florida’s only national marine sanctuary: the Florida Keys National Marine Sanctuary.  The funds are to be used to support the protection and preservation of natural resources located in and adjacent to the sanctuary, including the cleanup and remediation of pollution in the sanctuary; restoration of injured resources, particularly coral reefs and seagrass beds and species dependent on those habitats.  The funds will also support scientific research in, and public education about, the Florida Keys National Marine Sanctuary.\n\nDuring 2013 and 2014, on numerous international voyages, senior members of the crew of the <em>M/T Marigola</em> directed the installation and use of a so-called “magic hose” to dispose of sludge, waste oil and oil-contaminated bilge water directly into the sea bypassing required pollution prevention equipment.  On April 16, 2014, the vessel called upon the Port of Tampa to load anhydrous ammonia.  Coast Guard inspectors boarded the vessel and were approached by two junior engineering crew members who showed the inspectors a video of the “magic pipe” hooked up between piping leading to the bilge tank and the vessel’s boiler blow down valve.  The boiler blow down valve is a discharge point for the boiler to release hot water and steam.  The inspectors had the valve removed and an oily black substance was discovered.  Oil samples taken from the “magic hose,” the bilge piping and the boiler blow down valve matched.  The Chief Engineer, Carmelo Giano, and the Second Engineer, Alessandro Messore, had previously pleaded guilty and were sentenced for their role in ordering the use of the “magic hose” to illegally discharge oily waste into the sea.\n\n“We are extremely grateful to the U.S. Department of Justice in supporting the work of the National Marine Sanctuary Foundation on behalf of the nation\'s marine sanctuaries, including here at the Florida Keys National Marine Sanctuary,” said President and CEO Jason Patlis of the National Marine Sanctuary Foundation.  “These funds will go to critical education, research and restoration activities, including deployment of mooring buoys, coral reef restoration and study and mitigation of invasive species impacts.”\n\n“Marine environmental protection is one of the Coast Guard\'s primary missions,” said Captain Gregory Case of the Port at Sector St. Petersburg.  “The Coast Guard takes marine pollution seriously and works cohesively with our partner agencies to hold those who violate international law accountable for their actions.  We anticipate the results of this case will deter future illegal oil discharges into the sea.”\n\nConsistent with requirements in the APPS regulations, a vessel like the <em>M/T Marigola</em>, must maintain a record known as an oil record book in which transfer and disposal of all oil-contaminated waste and the discharge overboard and disposal otherwise of such waste, must be fully and accurately recorded by the person or persons in charge of the operations.  Oil-contaminated bilge waste can be discharged overboard if it is processed through on-board pollution prevention equipment known as the oily water separator (OWS).  Waste oil and sludge can only be disposed of using an on-board incinerator or by discharging the waste to a shore-side facility, barge or tanker truck.  Giano and Messore falsified the oil record book by not recording that oily waste was being disposed of through the boiler blow down valve.\n\nDuring the course of the investigation, it was revealed that the oil record book for the <em>M/T Marigola</em> was falsified since at least June 16, 2013.  The investigation also revealed that illegal oily waste discharges had occurred from two other vessels owned and operated by Carbofin, the <em>M/T’s Marola</em> and <em>Solaro</em>.  On the <em>M/T Marola</em>, a “magic hose” was used between on or about December 2012 and April 2013 and on the <em>M/T Solaro</em> between on or about February to August 2013.\n\nThe case was investigated by U.S. Coast Guard Sector St. Petersburg and the U.S. Coast Guard Investigative Service.  The case was prosecuted by Kenneth E. Nelson of the Environmental Crimes Section of the Department of Justice and Matthew Mueller of the U.S. Attorney’s Office of the Middle District of Florida.\n\nimage (c) shipspotting / <a class=\"inboxLink\" href=\"http://www.shipspotting.com/gallery/search.php?search_uid=633\">Wil Weijsters</a>','Italian Shipping Company Fined $2.75 Million for Marpol Violations ','','inherit','open','open','','790-autosave-v1','','','2015-03-09 20:57:28','2015-03-09 20:57:28','',790,'http://myseatime.com/blogadm/790-autosave-v1/',0,'revision','',0,0),(796,1,'2015-03-09 20:57:29','2015-03-09 20:57:29','Carbofin S.p.A., an Italian domiciled company that owned and operated the M/T Marigola was sentenced to pay an overall criminal penalty of $2.75 million by the Honorable Virginia M. Hernandez Covington for knowingly falsifying the vessel’s oil record book in violation of the Act to Prevent Pollution from Ships (APPS), announced the Department of Justice Environment and Natural Resources Division and the U.S. Attorney’s Office for the Middle District of Florida.\r\n\r\nOut of the $2.75 million criminal penalty, $600,000 will be paid to the National Marine Sanctuary Foundation for the benefit of Florida’s only national marine sanctuary: the Florida Keys National Marine Sanctuary.  The funds are to be used to support the protection and preservation of natural resources located in and adjacent to the sanctuary, including the cleanup and remediation of pollution in the sanctuary; restoration of injured resources, particularly coral reefs and seagrass beds and species dependent on those habitats.  The funds will also support scientific research in, and public education about, the Florida Keys National Marine Sanctuary.\r\n\r\nDuring 2013 and 2014, on numerous international voyages, senior members of the crew of the <em>M/T Marigola</em> directed the installation and use of a so-called “magic hose” to dispose of sludge, waste oil and oil-contaminated bilge water directly into the sea bypassing required pollution prevention equipment.  On April 16, 2014, the vessel called upon the Port of Tampa to load anhydrous ammonia.  Coast Guard inspectors boarded the vessel and were approached by two junior engineering crew members who showed the inspectors a video of the “magic pipe” hooked up between piping leading to the bilge tank and the vessel’s boiler blow down valve.  The boiler blow down valve is a discharge point for the boiler to release hot water and steam.  The inspectors had the valve removed and an oily black substance was discovered.  Oil samples taken from the “magic hose,” the bilge piping and the boiler blow down valve matched.  The Chief Engineer, Carmelo Giano, and the Second Engineer, Alessandro Messore, had previously pleaded guilty and were sentenced for their role in ordering the use of the “magic hose” to illegally discharge oily waste into the sea.\r\n\r\n“We are extremely grateful to the U.S. Department of Justice in supporting the work of the National Marine Sanctuary Foundation on behalf of the nation\'s marine sanctuaries, including here at the Florida Keys National Marine Sanctuary,” said President and CEO Jason Patlis of the National Marine Sanctuary Foundation.  “These funds will go to critical education, research and restoration activities, including deployment of mooring buoys, coral reef restoration and study and mitigation of invasive species impacts.”\r\n\r\n“Marine environmental protection is one of the Coast Guard\'s primary missions,” said Captain Gregory Case of the Port at Sector St. Petersburg.  “The Coast Guard takes marine pollution seriously and works cohesively with our partner agencies to hold those who violate international law accountable for their actions.  We anticipate the results of this case will deter future illegal oil discharges into the sea.”\r\n\r\nConsistent with requirements in the APPS regulations, a vessel like the <em>M/T Marigola</em>, must maintain a record known as an oil record book in which transfer and disposal of all oil-contaminated waste and the discharge overboard and disposal otherwise of such waste, must be fully and accurately recorded by the person or persons in charge of the operations.  Oil-contaminated bilge waste can be discharged overboard if it is processed through on-board pollution prevention equipment known as the oily water separator (OWS).  Waste oil and sludge can only be disposed of using an on-board incinerator or by discharging the waste to a shore-side facility, barge or tanker truck.  Giano and Messore falsified the oil record book by not recording that oily waste was being disposed of through the boiler blow down valve.\r\n\r\nDuring the course of the investigation, it was revealed that the oil record book for the <em>M/T Marigola</em> was falsified since at least June 16, 2013.  The investigation also revealed that illegal oily waste discharges had occurred from two other vessels owned and operated by Carbofin, the <em>M/T’s Marola</em> and <em>Solaro</em>.  On the <em>M/T Marola</em>, a “magic hose” was used between on or about December 2012 and April 2013 and on the <em>M/T Solaro</em> between on or about February to August 2013.\r\n\r\nThe case was investigated by U.S. Coast Guard Sector St. Petersburg and the U.S. Coast Guard Investigative Service.  The case was prosecuted by Kenneth E. Nelson of the Environmental Crimes Section of the Department of Justice and Matthew Mueller of the U.S. Attorney’s Office of the Middle District of Florida.\r\n\r\nimage (c) shipspotting / <a class=\"inboxLink\" href=\"http://www.shipspotting.com/gallery/search.php?search_uid=633\">Wil Weijsters</a>','Italian Shipping Company Fined $2.75 Million for Marpol Violations ','','inherit','open','open','','790-revision-v1','','','2015-03-09 20:57:29','2015-03-09 20:57:29','',790,'http://myseatime.com/blogadm/790-revision-v1/',0,'revision','',0,0),(797,2,'2015-03-09 21:33:44','2015-03-09 21:33:44','The requirement of loading instrument for bulk carriers is governed by SOLAS chapter XII, regulation 11. Even though there is no statutory requirement for loading computer onboard other ships, classification societies require all tankers of more than 100 meters to have type approved loading instrument. even otherwise so, Loadicator has rather been a necessity onboard ships. And once we have something onboard, it is duty of ship staff to ensure that it complies with its testing and record keeping procedures.\r\n\r\nThere are two parts of the question. First relates to the documents and certificates a ship is required to have onboard with respect to loadicators and second the testing requirement of the loadicator.\r\n<p style=\"text-align: left;\"><span style=\"color: #005384;\"><strong>Documents required for Loadicator</strong></span></p>\r\nThere are three main documents ship should have for it to be actually complying with Loadicator requirements. These are\r\n\r\n<strong>Class certificate for loadicator: </strong>This certificate is issued by the class and gives the details of the loadicator software as well as the hardware on which it is installed, including the details of the Make, model and serial number of the computer. Master and chief officer must ensure that the approved loading computer’s details matches with the details in this certificate. The certificate may even sometimes have the printer’s detail that is connected with the approved loadicator.\r\n\r\nIf you do not find this certificate onboard, you should check in the class survey status report if the loading computer is included in the list. If yes, the certificate can be asked from the class through your office. If No, then shipping office need to consult ship’s classification society for approval of loading computer.\r\n\r\n<strong>Class approved Loadicator Manual: </strong>This is the user manual of the loadicator which is from the maker of the loadicator software. A class approved copy of the user manual should be onboard. If there was ever a class change associated with the ship, it is important to ensure that approval stamp of the current classification society is endorsed on the manual.\r\n\r\n<strong>Class approved loadicator test conditions: </strong>To be very clear, these are not the conditions in the stability booklet of the ship. The stability conditions in the stability booklet are made by the yard and these are not the print outs from the loadicator software. These are also not the test conditions stamped by the class during annual class surveys. These are usually in the form of a booklet specifically titled “ test conditions for loadicator” with class stamp. These are usually provided during yard delivery of the vessel or after the loadicator is installed for the first time and approved by the class.\r\n\r\nOnce you have these three documents / certificates, you are OK with the certification part.\r\n<p style=\"text-align: left;\"><span style=\"color: #005384;\"><strong>Testing requirements for the Loadicator</strong></span></p>\r\n<strong>Testing by ship staff: </strong>The Loadicator is required to be tested periodically ( interval to be as per SMS of the vessel) by ship staff for its accuracy. The test procedure includes choosing a text condition from the approved test conditions, entering the exact same data in the loadicator and comparing the results with the approved test conditions. The important point to note is that the data need to be manually entered and not opened from a pre-saved file as it is not acceptable to classification society as well as OCIMF to simply retrieve a stored test condition and comparing it with approved test condition.\r\n\r\n<strong>Annual testing of Loadicator in presence of Class :</strong> During annual class surveys, loadicator need to be tested for its accuracy in presence of a class surveyor. The procedure of testing is same as the quarterly testing but in here the class surveyor would ask for the print out of the test condition and he would stamp it and give it to the ship for ship’s records.','Compliance with Loadicator Testing and its records','','publish','open','open','','compliance-with-loadicator-testing-and-its-records','','','2015-12-01 09:21:53','2015-12-01 09:21:53','',0,'http://myseatime.com/blogadm/?p=797',0,'post','',0,471),(798,1,'2015-03-09 21:33:28','2015-03-09 21:33:28','','loadicator','','inherit','open','open','','loadicator','','','2015-03-09 21:33:28','2015-03-09 21:33:28','',797,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/loadicator.jpg',0,'attachment','image/jpeg',0,0),(799,1,'2015-03-09 21:33:44','2015-03-09 21:33:44','The requirement of loading instrument for bulk carriers is governed by SOLAS chapter XII, regulation 11. Even though there is no statutory requirement for loading computer onboard other ships, classification societies require all tankers of more than 100 meters to have type approved loading instrument. even otherwise so, Loadicator has rather been a necessity onboard ships. And once we have something onboard, it is duty of ship staff to ensure that it complies with its testing and record keeping procedures.\r\n\r\nThere are two parts of the question. First relates to the documents and certificates a ship is required to have onboard with respect to loadicators and second the testing requirement of the loadicator.\r\n<p style=\"text-align: center;\"><strong>Documents required for Loadicator</strong></p>\r\nThere are three main documents ship should have for it to be actually complying with Loadicator requirements. These are\r\n\r\n<strong>Class certificate for loadicator:</strong> This certificate is issued by the class and gives the details of the loadicator software as well as the hardware on which it is installed, including the details of the Make, model and serial number of the computer. Master and chief officer must ensure that the approved loading computer’s details matches with the details in this certificate. The certificate may even sometimes have the printer’s detail that is connected with the approved loadicator.\r\n\r\nIf you do not find this certificate onboard, you should check in the class survey status report if the loading computer is included in the list. If yes, the certificate can be asked from the class through your office. If No, then shipping office need to consult ship’s classification society for approval of loading computer.\r\n\r\n<strong>Class approved Loadicator Manual:</strong> This is the user manual of the loadicator which is from the maker of the loadicator software. A class approved copy of the user manual should be onboard. If there was ever a class change associated with the ship, it is important to ensure that approval stamp of the current classification society is endorsed on the manual.\r\n\r\n<strong>Class approved loadicator test conditions:</strong> To be very clear, these are not the conditions in the stability booklet of the ship. The stability conditions in the stability booklet are made by the yard and these are not the print outs from the loadicator software. These are also not the test conditions stamped by the class during annual class surveys. These are usually in the form of a booklet specifically titled “ test conditions for loadicator” with class stamp. These are usually provided during yard delivery of the vessel or after the loadicator is installed for the first time and approved by the class.\r\n\r\nOnce you have these three documents / certificates, you are OK with the certification part.\r\n<p style=\"text-align: center;\"><strong>Testing requirements for the Loadicator</strong></p>\r\n<strong>Testing by ship staff:</strong> The Loadicator is required to be tested periodically ( interval to be as per SMS of the vessel) by ship staff for its accuracy. The test procedure includes choosing a text condition from the approved test conditions, entering the exact same data in the loadicator and comparing the results with the approved test conditions. The important point to note is that the data need to be manually entered and not opened from a pre-saved file as it is not acceptable to classification society as well as OCIMF to simply retrieve a stored test condition and comparing it with approved test condition.\r\n\r\n<strong>Annual testing of Loadicator in presence of Class :</strong> During annual class surveys, loadicator need to be tested for its accuracy in presence of a class surveyor. The procedure of testing is same as the quarterly testing but in here the class surveyor would ask for the print out of the test condition and he would stamp it and give it to the ship for ship’s records.','Compliance with Loadicator Testing and its records','','inherit','open','open','','797-revision-v1','','','2015-03-09 21:33:44','2015-03-09 21:33:44','',797,'http://myseatime.com/blogadm/797-revision-v1/',0,'revision','',0,0),(800,3,'2015-03-13 06:15:33','2015-03-13 06:15:33','The Houston Ship Channel was reopened Thursday morning, after responders completed initial salvage plans on a damaged chemical tanker and successfully moved the vessel to Barbour\'s Cut turning basin.\r\nThe Carla Maersk incurred significant damage following a collision earlier in the week between it the and the Conti Peridot.\r\nResponders finished removing the liquid cargo from the ship’s two breached tanks early Thursday morning. The partial removal of cargo, Methyl Tertiary Butyl Ether, was a necessary step before the ship could be moved to a safe harbor. Plans also included checking the structural integrity of the vessel before moving it to another location.\r\nHigh-density foam was used to suppress flammable vapors from the damaged tanks on the Carla Maersk. Extensive air monitoring around the ship showed no sign of vapors seeping from the vessel.\r\nResponders continue to conduct air and water tests, which show no public health or environmental concerns.\r\nThe Conti Peridot was moved Tuesday to the Port Authority’s Turning Basin terminal.\r\n\"Safety of persons, environment and property continue to remain our highest priorities,\" said Capt. Brian Penoyer, Captain of the Port and Commander of Coast Guard Sector Houston-Galveston. \"We will continue to keep you informed as efforts progress; and I would like to thank everyone involved with this Unified Command’s response.\"\r\nThe cause of the collision remains under investigation.\r\n\r\nImage (c) US coast guard District 8 PADET Houston','Houston Ship Channel fully reopened after completion of salvage','','publish','open','open','','houston-ship-channel-fully-reopened-after-completion-of-salvage','','','2015-03-13 06:15:33','2015-03-13 06:15:33','',0,'http://myseatime.com/blogadm/?p=800',0,'post','',0,45),(801,1,'2015-03-13 06:14:12','2015-03-13 06:14:12','US coast guard District 8 PADET Houston','Houston-Ship-Channel-Collision','','inherit','open','open','','houston-ship-channel-collision','','','2015-03-13 06:15:16','2015-03-13 06:15:16','',800,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Houston-Ship-Channel-Collision.jpg',0,'attachment','image/jpeg',0,0),(802,1,'2015-03-13 06:15:33','2015-03-13 06:15:33','The Houston Ship Channel was reopened Thursday morning, after responders completed initial salvage plans on a damaged chemical tanker and successfully moved the vessel to Barbour\'s Cut turning basin.\r\nThe Carla Maersk incurred significant damage following a collision earlier in the week between it the and the Conti Peridot.\r\nResponders finished removing the liquid cargo from the ship’s two breached tanks early Thursday morning. The partial removal of cargo, Methyl Tertiary Butyl Ether, was a necessary step before the ship could be moved to a safe harbor. Plans also included checking the structural integrity of the vessel before moving it to another location.\r\nHigh-density foam was used to suppress flammable vapors from the damaged tanks on the Carla Maersk. Extensive air monitoring around the ship showed no sign of vapors seeping from the vessel.\r\nResponders continue to conduct air and water tests, which show no public health or environmental concerns.\r\nThe Conti Peridot was moved Tuesday to the Port Authority’s Turning Basin terminal.\r\n\"Safety of persons, environment and property continue to remain our highest priorities,\" said Capt. Brian Penoyer, Captain of the Port and Commander of Coast Guard Sector Houston-Galveston. \"We will continue to keep you informed as efforts progress; and I would like to thank everyone involved with this Unified Command’s response.\"\r\nThe cause of the collision remains under investigation.\r\n\r\nImage (c) US coast guard District 8 PADET Houston','Houston Ship Channel fully reopened after completion of salvage','','inherit','open','open','','800-revision-v1','','','2015-03-13 06:15:33','2015-03-13 06:15:33','',800,'http://myseatime.com/blogadm/800-revision-v1/',0,'revision','',0,0),(803,3,'2015-03-13 06:42:44','2015-03-13 06:42:44','Indian authorities acting unlawfully with continued detention of MV Seaman Guard Ohio crew: maritime charities appeal for action\r\nHuman Rights at Sea (HRAS) and The Mission to Seafarers (MtS) have today issued a global plea for urgent action for the crew of the detained vessel the MV Seaman Guard Ohio.\r\n\r\nThe 6 men, all former soldiers from the UK – John Armstrong, Nick Dunn, Billy Irving, Nick Simpson, Ray Tindall and Paul Towers - all remain in India 509 days after their initial arrest, even though they were found innocent by Justice Prakash in the Madras High Court on 10 July 2014, more than 8 months ago.\r\n\r\nHuman rights barrister and founder of HRAS David Hammond said:“Human Rights at Sea has been closely following the Seaman Guard Ohio case and has drafted a detailed study, with co-ordination with the UK families, UK crew and engaged welfare organisations, highlighting the case facts and human rights issues which have emerged over the last 17 months of the crew’s detention in India.\r\n\r\n<strong>Download the Case Study here:</strong>\r\n\r\n<a href=\"https://www.humanrightsatsea.org/news/\">Human Rights Case Study MV Seaman Guard Ohio: Indian Authorities Unlawful Detention of Crew</a>\r\n\r\nHuman Rights at Sea remains very concerned at some of the constabulary and judicial actions in the handling of the case, and of the continued detaining of the crew following charges being quashed by the Madras High Court on 10 July 2014. Human Rights at Sea urges the Indian authorities to bring this case to a swift conclusion in line with Indian law and applicable intentional Human Rights conventions and for the crew to be repatriated to respective home States without delay.”\r\n\r\nDirector of Justice and Public Affairs The Revd Canon Ken Peters, with The Mission to Seafarers global maritime welfare charity, said: “The Mission to Seafarers has been working with families in the UK, as well as representatives of the families of the other crew members 14 from Estonia and 12 Indians on this harrowing case since it began in October 2013.  The crew have been held for over 500 days, firstly in prison in very harsh conditions, then on bail, and now just waiting for their passports to be returned to get home. They have long since had the charges against them completely quashed and they need to get back to their anxious families.\r\n\r\nI most humbly appeal directly to the British Prime Minister Mr David Cameron, our Foreign Secretary Mr Philip Hammond and to Indian Prime Minister Mr Narendra Modi to look into this case immediately and take steps for the Indian legal process to be expedited without any further delay. Human Rights at Sea have provided a welcome case study which indicates that the men are being unlawfully detained and we maintain that they must be allowed to return home to their loved ones with all speed.”\r\n\r\nImage(c) wikipedia.com/PiracyDaily','Maritime charities appeal for action for MV Seaman Guard Ohio crew','','publish','open','open','','maritime-charities-appeal-for-action-for-mv-seaman-guard-ohio-crew','','','2015-03-13 06:42:44','2015-03-13 06:42:44','',0,'http://myseatime.com/blogadm/?p=803',0,'post','',0,41),(804,1,'2015-03-13 06:42:07','2015-03-13 06:42:07','wikipedia / Piracydaily','Seaman_Guard_Ohio_Vessel','','inherit','open','open','','seaman_guard_ohio_vessel','','','2015-03-13 06:42:21','2015-03-13 06:42:21','',803,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Seaman_Guard_Ohio_Vessel.jpg',0,'attachment','image/jpeg',0,0),(805,1,'2015-03-13 06:42:44','2015-03-13 06:42:44','Indian authorities acting unlawfully with continued detention of MV Seaman Guard Ohio crew: maritime charities appeal for action\r\nHuman Rights at Sea (HRAS) and The Mission to Seafarers (MtS) have today issued a global plea for urgent action for the crew of the detained vessel the MV Seaman Guard Ohio.\r\n\r\nThe 6 men, all former soldiers from the UK – John Armstrong, Nick Dunn, Billy Irving, Nick Simpson, Ray Tindall and Paul Towers - all remain in India 509 days after their initial arrest, even though they were found innocent by Justice Prakash in the Madras High Court on 10 July 2014, more than 8 months ago.\r\n\r\nHuman rights barrister and founder of HRAS David Hammond said:“Human Rights at Sea has been closely following the Seaman Guard Ohio case and has drafted a detailed study, with co-ordination with the UK families, UK crew and engaged welfare organisations, highlighting the case facts and human rights issues which have emerged over the last 17 months of the crew’s detention in India.\r\n\r\n<strong>Download the Case Study here:</strong>\r\n\r\n<a href=\"https://www.humanrightsatsea.org/news/\">Human Rights Case Study MV Seaman Guard Ohio: Indian Authorities Unlawful Detention of Crew</a>\r\n\r\nHuman Rights at Sea remains very concerned at some of the constabulary and judicial actions in the handling of the case, and of the continued detaining of the crew following charges being quashed by the Madras High Court on 10 July 2014. Human Rights at Sea urges the Indian authorities to bring this case to a swift conclusion in line with Indian law and applicable intentional Human Rights conventions and for the crew to be repatriated to respective home States without delay.”\r\n\r\nDirector of Justice and Public Affairs The Revd Canon Ken Peters, with The Mission to Seafarers global maritime welfare charity, said: “The Mission to Seafarers has been working with families in the UK, as well as representatives of the families of the other crew members 14 from Estonia and 12 Indians on this harrowing case since it began in October 2013.  The crew have been held for over 500 days, firstly in prison in very harsh conditions, then on bail, and now just waiting for their passports to be returned to get home. They have long since had the charges against them completely quashed and they need to get back to their anxious families.\r\n\r\nI most humbly appeal directly to the British Prime Minister Mr David Cameron, our Foreign Secretary Mr Philip Hammond and to Indian Prime Minister Mr Narendra Modi to look into this case immediately and take steps for the Indian legal process to be expedited without any further delay. Human Rights at Sea have provided a welcome case study which indicates that the men are being unlawfully detained and we maintain that they must be allowed to return home to their loved ones with all speed.”\r\n\r\nImage(c) wikipedia.com/PiracyDaily','Maritime charities appeal for action for MV Seaman Guard Ohio crew','','inherit','open','open','','803-revision-v1','','','2015-03-13 06:42:44','2015-03-13 06:42:44','',803,'http://myseatime.com/blogadm/803-revision-v1/',0,'revision','',0,0),(806,3,'2015-03-13 06:50:40','2015-03-13 06:50:40','The Air Pollution Control (Ocean Going Vessels) (Fuel at Berth) Regulation, which mandates ocean-going vessels (OGVs) to use clean fuels while berthing in Hong Kong for reducing their emissions so as to improve air quality, will be gazetted this Friday (March 13).\r\n\r\nThe compliant fuels required by the Regulation are low-sulphur marine fuel (sulphur content not exceeding 0.5 per cent), liquefied natural gas and any other fuels approved by the Director of Environmental Protection.\r\n\r\n\"The Regulation prohibits OGVs from using any fuel other than compliant fuel while at berth in Hong Kong, except during the first hour after arrival and the last hour before departure. The shipmasters and ship owners are required to record the date and time of fuel switching and keep the relevant records for three years. If an OGV uses technology that can achieve the same or less emission of sulphur dioxide (SO2) when compared with using low-sulphur marine fuel, the OGV may be exempted from switching to compliant fuel,\" a spokesman for the Environmental Protection Department said.\r\n\r\nWhen the Regulation comes into effect, the master and owner concerned of any OGV using non-compliant fuel while at berth in Hong Kong will be liable to a maximum fine of $200,000 and imprisonment for six months. Shipmasters and ship owners who fail to record or keep the required particulars will also be liable to a maximum fine of $50,000 and imprisonment for three months.\r\n\r\nOGVs generally run on heavy fuel oil with an average sulphur content of 2.6 per cent. The SO2 emissions of an OGV at berth account for about 40 per cent of its total SO2 emission during its stay in Hong Kong. The new Regulation can help reduce the total emissions of SO2 and respirable suspended particulates by 12 per cent and 6 per cent respectively, which contributes to improving the air quality of Hong Kong and reducing health risks.\r\n\r\nThe Government will table the Regulation at the Legislative Council next Wednesday (March 18). If approved by the Council, the Regulation will take effect on July 1, 2015.','Hong Kong to have new regulation to make use of low sulphur rule mandatory at berths','','publish','open','open','','hong-kong-to-have-new-regulation-to-make-use-of-low-sulpher-rule-mandatory-at-berths','','','2015-03-13 06:51:06','2015-03-13 06:51:06','',0,'http://myseatime.com/blogadm/?p=806',0,'post','',0,63),(807,1,'2015-03-13 06:50:40','2015-03-13 06:50:40','The Air Pollution Control (Ocean Going Vessels) (Fuel at Berth) Regulation, which mandates ocean-going vessels (OGVs) to use clean fuels while berthing in Hong Kong for reducing their emissions so as to improve air quality, will be gazetted this Friday (March 13).\r\n\r\nThe compliant fuels required by the Regulation are low-sulphur marine fuel (sulphur content not exceeding 0.5 per cent), liquefied natural gas and any other fuels approved by the Director of Environmental Protection.\r\n\r\n\"The Regulation prohibits OGVs from using any fuel other than compliant fuel while at berth in Hong Kong, except during the first hour after arrival and the last hour before departure. The shipmasters and ship owners are required to record the date and time of fuel switching and keep the relevant records for three years. If an OGV uses technology that can achieve the same or less emission of sulphur dioxide (SO2) when compared with using low-sulphur marine fuel, the OGV may be exempted from switching to compliant fuel,\" a spokesman for the Environmental Protection Department said.\r\n\r\nWhen the Regulation comes into effect, the master and owner concerned of any OGV using non-compliant fuel while at berth in Hong Kong will be liable to a maximum fine of $200,000 and imprisonment for six months. Shipmasters and ship owners who fail to record or keep the required particulars will also be liable to a maximum fine of $50,000 and imprisonment for three months.\r\n\r\nOGVs generally run on heavy fuel oil with an average sulphur content of 2.6 per cent. The SO2 emissions of an OGV at berth account for about 40 per cent of its total SO2 emission during its stay in Hong Kong. The new Regulation can help reduce the total emissions of SO2 and respirable suspended particulates by 12 per cent and 6 per cent respectively, which contributes to improving the air quality of Hong Kong and reducing health risks.\r\n\r\nThe Government will table the Regulation at the Legislative Council next Wednesday (March 18). If approved by the Council, the Regulation will take effect on July 1, 2015.','Hong Kong to have new regulation to make use of low sulpher rule mandatory at berths','','inherit','open','open','','806-revision-v1','','','2015-03-13 06:50:40','2015-03-13 06:50:40','',806,'http://myseatime.com/blogadm/806-revision-v1/',0,'revision','',0,0),(808,1,'2015-03-13 06:51:06','2015-03-13 06:51:06','The Air Pollution Control (Ocean Going Vessels) (Fuel at Berth) Regulation, which mandates ocean-going vessels (OGVs) to use clean fuels while berthing in Hong Kong for reducing their emissions so as to improve air quality, will be gazetted this Friday (March 13).\r\n\r\nThe compliant fuels required by the Regulation are low-sulphur marine fuel (sulphur content not exceeding 0.5 per cent), liquefied natural gas and any other fuels approved by the Director of Environmental Protection.\r\n\r\n\"The Regulation prohibits OGVs from using any fuel other than compliant fuel while at berth in Hong Kong, except during the first hour after arrival and the last hour before departure. The shipmasters and ship owners are required to record the date and time of fuel switching and keep the relevant records for three years. If an OGV uses technology that can achieve the same or less emission of sulphur dioxide (SO2) when compared with using low-sulphur marine fuel, the OGV may be exempted from switching to compliant fuel,\" a spokesman for the Environmental Protection Department said.\r\n\r\nWhen the Regulation comes into effect, the master and owner concerned of any OGV using non-compliant fuel while at berth in Hong Kong will be liable to a maximum fine of $200,000 and imprisonment for six months. Shipmasters and ship owners who fail to record or keep the required particulars will also be liable to a maximum fine of $50,000 and imprisonment for three months.\r\n\r\nOGVs generally run on heavy fuel oil with an average sulphur content of 2.6 per cent. The SO2 emissions of an OGV at berth account for about 40 per cent of its total SO2 emission during its stay in Hong Kong. The new Regulation can help reduce the total emissions of SO2 and respirable suspended particulates by 12 per cent and 6 per cent respectively, which contributes to improving the air quality of Hong Kong and reducing health risks.\r\n\r\nThe Government will table the Regulation at the Legislative Council next Wednesday (March 18). If approved by the Council, the Regulation will take effect on July 1, 2015.','Hong Kong to have new regulation to make use of low sulphur rule mandatory at berths','','inherit','open','open','','806-revision-v1','','','2015-03-13 06:51:06','2015-03-13 06:51:06','',806,'http://myseatime.com/blogadm/806-revision-v1/',0,'revision','',0,0),(809,1,'2015-03-16 10:28:52','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-03-16 10:28:52','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=809',0,'post','',0,0),(810,1,'2015-03-16 10:33:54','2015-03-16 10:33:54','Chemical tanker shipping faces another challenging year of falling freight rates in 2015 but the trade is expected to recover next year, according to the latest edition of the Chemical Forecaster, published by global shipping consultancy Drewry.\r\n\r\nSeaborne trade in chemicals and associated products fell by 1.2% in volume terms in 2014. This decrease can be attributed to the overall weakness in the Chinese and European economies in 2014; however, with China accounting for approximately one third of global organic chemical imports, particular emphasis is placed on the fall in Chinese demand for chemicals as a major factor impacting the global market.\r\n\r\n‘Uncertainty over the economic outlook and the recent fall in oil prices and its impact on plans for new petrochemical plants in the short term, are likely to restrain trade growth in 2015’, notes Nazneen Fatima, lead analyst for chemical shipping at Drewry.\r\n\r\nOn the supply side, while the rate of new ordering in the chemical shipping sector has moderated, the total chemical capable fleet grew by 4.4% in 2014 and with a current orderbook of 10.2 million dwt, further increases in supply will take place in 2015. When allowances are made for vessel scrapping and the loss of IMO certificates of fitness, the net increase in the size of the chemical fleet in 2015 is likely to be in the order of 7%, according to Drewry estimates.\r\n\r\nGiven that changes in vessel demand and supply are likely to be out of line for much of the year, pressure will remain on rates. ‘Our chemical freight rate index dropped for much of 2014, before a brief rally at the year end. Our expectation is that average rates for 2015 will be lower than average rates in 2014. But in 2016 the market will begin to recover as supply growth moderates’, adds Fatima.\r\n\r\nImage credit: wikimedia.com /Garitzko','Chemical Tanker Shipping Industry Faces a Challenging 2015 as per Drewry','','publish','open','open','','chemical-tanker-shipping-industry-faces-a-challenging-2015-as-per-drewry','','','2015-03-16 10:33:54','2015-03-16 10:33:54','',0,'http://myseatime.com/blogadm/?p=810',0,'post','',0,43),(811,1,'2015-03-16 10:32:53','2015-03-16 10:32:53','','MCT_Monte_Rosa_Chemical_Tanker','','inherit','open','open','','mct_monte_rosa_chemical_tanker','','','2015-03-16 10:32:53','2015-03-16 10:32:53','',810,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MCT_Monte_Rosa_Chemical_Tanker.jpg',0,'attachment','image/jpeg',0,0),(812,1,'2015-03-16 10:33:54','2015-03-16 10:33:54','Chemical tanker shipping faces another challenging year of falling freight rates in 2015 but the trade is expected to recover next year, according to the latest edition of the Chemical Forecaster, published by global shipping consultancy Drewry.\r\n\r\nSeaborne trade in chemicals and associated products fell by 1.2% in volume terms in 2014. This decrease can be attributed to the overall weakness in the Chinese and European economies in 2014; however, with China accounting for approximately one third of global organic chemical imports, particular emphasis is placed on the fall in Chinese demand for chemicals as a major factor impacting the global market.\r\n\r\n‘Uncertainty over the economic outlook and the recent fall in oil prices and its impact on plans for new petrochemical plants in the short term, are likely to restrain trade growth in 2015’, notes Nazneen Fatima, lead analyst for chemical shipping at Drewry.\r\n\r\nOn the supply side, while the rate of new ordering in the chemical shipping sector has moderated, the total chemical capable fleet grew by 4.4% in 2014 and with a current orderbook of 10.2 million dwt, further increases in supply will take place in 2015. When allowances are made for vessel scrapping and the loss of IMO certificates of fitness, the net increase in the size of the chemical fleet in 2015 is likely to be in the order of 7%, according to Drewry estimates.\r\n\r\nGiven that changes in vessel demand and supply are likely to be out of line for much of the year, pressure will remain on rates. ‘Our chemical freight rate index dropped for much of 2014, before a brief rally at the year end. Our expectation is that average rates for 2015 will be lower than average rates in 2014. But in 2016 the market will begin to recover as supply growth moderates’, adds Fatima.\r\n\r\nImage credit: wikimedia.com /Garitzko','Chemical Tanker Shipping Industry Faces a Challenging 2015 as per Drewry','','inherit','open','open','','810-revision-v1','','','2015-03-16 10:33:54','2015-03-16 10:33:54','',810,'http://myseatime.com/blogadm/810-revision-v1/',0,'revision','',0,0),(813,3,'2015-03-16 11:15:10','2015-03-16 11:15:10','The U.S. Coast Guard and U.S. Customs and Border Protection prevented an estimated 1,300 pounds of marijuana from reaching U.S. shores when they thwarted a smuggling attempt southwest of San Diego, Tuesday morning.\r\nWhile on patrol, a CBP Office of Air and Marine Multi-role Enforcement Aircraft crew detected a panga underway with three people aboard and suspicious packages in international waters approximately 120 miles south of San Diego.\r\nA HC-130 aircraft crew relieved the CBP aircraft crew to track the panga while a Coast Guard Station San Diego 45-foot Response Boat-Medium boat crew and the Coast Guard Cutter Sea Otter launched to interdict the panga.\r\nWhen the RB-M crew arrived on scene, the three suspected smugglers attempted to flee and began throwing contraband overboard. During a brief pursuit and failure to heave to after being ordered to do so, the Coast Guard crews utilized warning shots and engine-disabling fire to stop the panga and detain the suspects.\r\nThe Sea Otter crew recovered 54 bales from the water and aboard the panga, weighing an estimated 1,300 pounds.\r\nThe Sea Otter towed the panga, contraband and suspected smugglers to San Diego, California and turned them over to the interagency Marine Task Force.\r\n\"Transnational organized crime can pose significant risks to our Nation,\" said Capt. Jonathan Spaner, Commander of U.S. Coast Guard Sector San Diego. \"We are committed to combating illicit activities as far from our shorelines as possible through coordinated interagency efforts. I am profoundly proud of our crews, and grateful for the tremendous cooperation of our government partners in the United States and Mexico.\"\r\nRegional Coordinating Mechanisms are comprised of U.S. Customs and Border Protection Offices of Field Operations, Air and Marine and Border Patrol, Immigration and Customs Enforcement Homeland Security Investigations, U.S. Coast Guard and other federal, state and local partners working together as force multipliers. ReCoMs utilize the fusion of intelligence, planning and operations to target the threat of transnational crime along the U.S. maritime border.\r\nThe Sea Otter is an 87-foot Coast Guard cutter home ported in San Diego.\r\n\r\nImage credit: dvidshub.net','USCG & CBP seizes more than half a ton of drug Marijuana','','publish','open','open','','uscg-cbp-seizes-more-than-half-a-ton-of-drug-marijuana','','','2015-03-16 11:15:10','2015-03-16 11:15:10','',0,'http://myseatime.com/blogadm/?p=813',0,'post','',0,30),(814,1,'2015-03-16 11:13:13','2015-03-16 11:13:13','dvidshub.net','Interagency interdiction seizes more than half a ton of marijuana','','inherit','open','open','','interagency-interdiction-seizes-more-than-half-a-ton-of-marijuana','','','2015-03-16 11:14:01','2015-03-16 11:14:01','',813,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/1809323_opt.jpg',0,'attachment','image/jpeg',0,0),(815,1,'2015-03-16 11:15:10','2015-03-16 11:15:10','The U.S. Coast Guard and U.S. Customs and Border Protection prevented an estimated 1,300 pounds of marijuana from reaching U.S. shores when they thwarted a smuggling attempt southwest of San Diego, Tuesday morning.\r\nWhile on patrol, a CBP Office of Air and Marine Multi-role Enforcement Aircraft crew detected a panga underway with three people aboard and suspicious packages in international waters approximately 120 miles south of San Diego.\r\nA HC-130 aircraft crew relieved the CBP aircraft crew to track the panga while a Coast Guard Station San Diego 45-foot Response Boat-Medium boat crew and the Coast Guard Cutter Sea Otter launched to interdict the panga.\r\nWhen the RB-M crew arrived on scene, the three suspected smugglers attempted to flee and began throwing contraband overboard. During a brief pursuit and failure to heave to after being ordered to do so, the Coast Guard crews utilized warning shots and engine-disabling fire to stop the panga and detain the suspects.\r\nThe Sea Otter crew recovered 54 bales from the water and aboard the panga, weighing an estimated 1,300 pounds.\r\nThe Sea Otter towed the panga, contraband and suspected smugglers to San Diego, California and turned them over to the interagency Marine Task Force.\r\n\"Transnational organized crime can pose significant risks to our Nation,\" said Capt. Jonathan Spaner, Commander of U.S. Coast Guard Sector San Diego. \"We are committed to combating illicit activities as far from our shorelines as possible through coordinated interagency efforts. I am profoundly proud of our crews, and grateful for the tremendous cooperation of our government partners in the United States and Mexico.\"\r\nRegional Coordinating Mechanisms are comprised of U.S. Customs and Border Protection Offices of Field Operations, Air and Marine and Border Patrol, Immigration and Customs Enforcement Homeland Security Investigations, U.S. Coast Guard and other federal, state and local partners working together as force multipliers. ReCoMs utilize the fusion of intelligence, planning and operations to target the threat of transnational crime along the U.S. maritime border.\r\nThe Sea Otter is an 87-foot Coast Guard cutter home ported in San Diego.\r\n\r\nImage credit: dvidshub.net','USCG & CBP seizes more than half a ton of drug Marijuana','','inherit','open','open','','813-revision-v1','','','2015-03-16 11:15:10','2015-03-16 11:15:10','',813,'http://myseatime.com/blogadm/813-revision-v1/',0,'revision','',0,0),(816,3,'2015-03-16 11:24:26','2015-03-16 11:24:26','In view of incidents wherein 91 Indian crew members had been held hostage over last three years by Somali pirates, the government has firmed up a contingency plan for dealing with piracy and hijacking of merchant ships, Parliament was informed today.\r\n\r\nIt has constituted a Committee of Secretaries on Anti- Piracy and Hijacking at sea (COSAPH) under the Chairmanship of Cabinet Secretary for crisis management and to advise the government on major policy and strategy decisions.\r\n\r\nAccording to an official data, 91 people had been held hostage by the Somali pirates of which 89 have been released.\r\n\r\nRead more by <a href=\"http://www.outlookindia.com/news/article/91-Sailors-Held-Hostage-in-Three-Yrs-Govt-Works-on-Contingency-Plan/885475\" target=\"_blank\">clicking here</a>\r\n\r\nImage(c) wikimedia','91 Indian Sailors Held Hostage in Three Yrs, Govt Works on Contingency Plan','','publish','open','open','','91-indian-sailors-held-hostage-in-three-yrs-govt-works-on-contingency-plan','','','2015-03-16 11:25:10','2015-03-16 11:25:10','',0,'http://myseatime.com/blogadm/?p=816',0,'post','',0,44),(817,1,'2015-03-16 11:23:56','2015-03-16 11:23:56','commons.wikimedia','somali piracy','','inherit','open','open','','somali-piracy','','','2015-03-16 11:25:04','2015-03-16 11:25:04','',816,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/somali-piracy.jpg',0,'attachment','image/jpeg',0,0),(818,1,'2015-03-16 11:24:26','2015-03-16 11:24:26','In view of incidents wherein 91 Indian crew members had been held hostage over last three years by Somali pirates, the government has firmed up a contingency plan for dealing with piracy and hijacking of merchant ships, Parliament was informed today.\r\n\r\nIt has constituted a Committee of Secretaries on Anti- Piracy and Hijacking at sea (COSAPH) under the Chairmanship of Cabinet Secretary for crisis management and to advise the government on major policy and strategy decisions.\r\n\r\nAccording to an official data, 91 people had been held hostage by the Somali pirates of which 89 have been released.\r\n\r\nRead more by <a href=\"http://www.outlookindia.com/news/article/91-Sailors-Held-Hostage-in-Three-Yrs-Govt-Works-on-Contingency-Plan/885475\" target=\"_blank\">clicking here</a>\r\n\r\nImage(c) wikimedia','91 Indian Sailors Held Hostage in Three Yrs, Govt Works on Contingency Plan','','inherit','open','open','','816-revision-v1','','','2015-03-16 11:24:26','2015-03-16 11:24:26','',816,'http://myseatime.com/blogadm/816-revision-v1/',0,'revision','',0,0),(819,3,'2015-03-17 04:56:42','2015-03-17 04:56:42','New ships routeing measures aimed at protecting sensitive areas in the south-west Coral Sea, off Australia’s Great Barrier Reef, have been agreed by the IMO Sub-Committee on Navigation, Communications and Search and Rescue (NCSR), meeting for its 2nd session. (9-13 March).\r\n\r\nThe recommendatory area to be avoided and two-way shipping routes aim to reduce the risk of ship collisions and groundings by separating opposing traffic streams, whilst ensuring ships keep clear of reefs, shoals and islets in the sensitive marine environment in Australia\'s Coral Sea Commonwealth Marine Reserve.\r\n\r\nAustralia submitted the proposals as “Associated Protective Measures”, linked to a proposal to extend the Great Barrier Reef and Torres Strait Particularly Sensitive Sea Area (PSSA) eastwards, to parts of the Coral Sea. The PSSA extension proposal will be submitted by Australia to IMO’s Marine Environment Protection Committee (MEPC) in May 2015 for consideration.\r\n\r\nThe ships routeing measures are an “area to be avoided” and two new five nautical mile wide two-way routes, on either side of the area to be avoided.\r\n\r\nThe proposed ships routeing measures will be submitted to IMO’s Maritime Safety Committee (MSC 95) in June for adoption.\r\n\r\nThe Great Barrier Reef (Australia) was the first Particularly Sensitive Sea Area to be designated by IMO, in 1990, and the extension of the existing Great Barrier Reef PSSA to include the Torres Strait (Australia and Papua New Guinea) was designated in 2005. They are two of the 14 PSSAs designated by IMO to date.\r\n\r\nImage(c) commons.wikimedia /Armbrust','Ship routeing measures to protect Australia’s Coral Sea agreed by IMO','','publish','open','open','','ship-routeing-measures-to-protect-australias-coral-sea-agreed-by-imo','','','2015-03-17 04:56:42','2015-03-17 04:56:42','',0,'http://myseatime.com/blogadm/?p=819',0,'post','',0,58),(820,1,'2015-03-17 04:54:33','2015-03-17 04:54:33','commons.wikimedia /Armbrust','Amazing_Great_Barrier_Reef_1','','inherit','open','open','','amazing_great_barrier_reef_1','','','2015-03-17 04:55:51','2015-03-17 04:55:51','',819,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Amazing_Great_Barrier_Reef_1.jpg',0,'attachment','image/jpeg',0,0),(821,1,'2015-03-17 04:56:42','2015-03-17 04:56:42','New ships routeing measures aimed at protecting sensitive areas in the south-west Coral Sea, off Australia’s Great Barrier Reef, have been agreed by the IMO Sub-Committee on Navigation, Communications and Search and Rescue (NCSR), meeting for its 2nd session. (9-13 March).\r\n\r\nThe recommendatory area to be avoided and two-way shipping routes aim to reduce the risk of ship collisions and groundings by separating opposing traffic streams, whilst ensuring ships keep clear of reefs, shoals and islets in the sensitive marine environment in Australia\'s Coral Sea Commonwealth Marine Reserve.\r\n\r\nAustralia submitted the proposals as “Associated Protective Measures”, linked to a proposal to extend the Great Barrier Reef and Torres Strait Particularly Sensitive Sea Area (PSSA) eastwards, to parts of the Coral Sea. The PSSA extension proposal will be submitted by Australia to IMO’s Marine Environment Protection Committee (MEPC) in May 2015 for consideration.\r\n\r\nThe ships routeing measures are an “area to be avoided” and two new five nautical mile wide two-way routes, on either side of the area to be avoided.\r\n\r\nThe proposed ships routeing measures will be submitted to IMO’s Maritime Safety Committee (MSC 95) in June for adoption.\r\n\r\nThe Great Barrier Reef (Australia) was the first Particularly Sensitive Sea Area to be designated by IMO, in 1990, and the extension of the existing Great Barrier Reef PSSA to include the Torres Strait (Australia and Papua New Guinea) was designated in 2005. They are two of the 14 PSSAs designated by IMO to date.\r\n\r\nImage(c) commons.wikimedia /Armbrust','Ship routeing measures to protect Australia’s Coral Sea agreed by IMO','','inherit','open','open','','819-revision-v1','','','2015-03-17 04:56:42','2015-03-17 04:56:42','',819,'http://myseatime.com/blogadm/819-revision-v1/',0,'revision','',0,0),(822,1,'2015-03-17 07:57:14','2015-03-17 07:57:14','commons.wikimedia','Tanker_offshore_terminal','','inherit','open','open','','tanker_offshore_terminal-2','','','2015-03-17 07:57:58','2015-03-17 07:57:58','',723,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Tanker_offshore_terminal.jpg',0,'attachment','image/jpeg',0,0),(823,1,'2015-03-17 07:58:23','2015-03-17 07:58:23','<strong>What is Hedging:</strong>  As per the business directory, <em>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.</em>\r\n\r\nHedging 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  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<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 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><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.','How does hedging in Crude Oil by an Oil and Gas Company take place ?','','inherit','open','open','','723-revision-v1','','','2015-03-17 07:58:23','2015-03-17 07:58:23','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(824,1,'2015-12-01 09:03:24','2015-12-01 09:03:24','<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.\n\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>\n\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.\n\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.\n\nIn the trade exchange, future contracts and Options contract derivative are normally traded and Oil/gas companies choose these two hedging contracts.\n\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>\n\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.\n\n<b>1. Future and Forward contracts:</b>\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>.\n\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”.\n\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.\nNow in Dec 2014 when I have produced 100000 barrels of crude oil. Lets consider two scenarios\n\n<b>Scenario 1: Crude price drops to $75/barrels as expected by me.</b>\n\n<b>In the Physical market</b>\n<b></b>\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.\n\n<b>In the Future contract</b>\n\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.\nNet profit I make is $600000 (Future contract) - $500000 (Physical market) = $100000\n\nSo I have hedged the crude oil price with future contract.\n\n<b>Scenario 2: Crude price increase to $82/barrels.</b>\n\n<b>In the Physical market</b>\n\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.\n\n<b>In the Future contract</b>\n\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.\nNet profit I make is $200000 (Physical market) - $100000 (Future contract) = $100000\n\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.\n\n<b>2. Hedging by OPTIONS Contract</b>\n\nThere are two types of options contracts. Call &amp; Put.\n\nThe relevant contract for me as Oil/gas production company will be PUT options.\n\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\".\n\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.\n\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>\n\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 ?','','inherit','open','open','','723-autosave-v1','','','2015-12-01 09:03:24','2015-12-01 09:03:24','',723,'http://myseatime.com/blogadm/723-autosave-v1/',0,'revision','',0,0),(825,1,'2015-03-17 08:00:08','2015-03-17 08:00:08','<strong>What is Hedging:</strong>  As per the business directory, <em>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.</em>\r\n\r\nHedging 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 wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"700\" height=\"371\" /></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  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<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 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><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 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 ?','','inherit','open','open','','723-revision-v1','','','2015-03-17 08:00:08','2015-03-17 08:00:08','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(826,1,'2015-03-18 10:36:34','2015-03-18 10:36:34','<strong>What is Hedging:</strong>  As per the business directory, <em>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.</em>\r\n\r\nHedging 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 wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"700\" height=\"371\" /></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\n1. In the trade exchange, future contracts and Options contract derivative are normally traded and Oil/gas companies choose these two hedging contracts.\r\n<ol>\r\n	<li>Rahdh</li>\r\n	<li>hvdfbf</li>\r\n	<li>zdhf</li>\r\n</ol>\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<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 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><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 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 ?','','inherit','open','open','','723-revision-v1','','','2015-03-18 10:36:34','2015-03-18 10:36:34','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(827,1,'2015-03-18 10:37:19','2015-03-18 10:37:19','<strong>What is Hedging:</strong>  As per the business directory, <em>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.</em>\r\n\r\nHedging 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 wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"700\" height=\"371\" /></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  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<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 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><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 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 ?','','inherit','open','open','','723-revision-v1','','','2015-03-18 10:37:19','2015-03-18 10:37:19','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(828,1,'2015-03-19 14:39:10','2015-03-19 14:39:10','&nbsp;\r\n\r\n<strong>What is Hedging:</strong>  As per the business directory, <em>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.</em>\r\n\r\nHedging 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 wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"700\" height=\"371\" /></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  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<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 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><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 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 ?','','inherit','open','open','','723-revision-v1','','','2015-03-19 14:39:10','2015-03-19 14:39:10','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(829,1,'2015-03-20 04:15:13','2015-03-20 04:15:13','<strong>What is Hedging:</strong>  As per the business directory, <em>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.</em>\r\n\r\nHedging 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 wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"700\" height=\"371\" /></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  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<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 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><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 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 ?','','inherit','open','open','','723-revision-v1','','','2015-03-20 04:15:13','2015-03-20 04:15:13','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(830,1,'2015-03-20 04:16:37','2015-03-20 04:16:37','<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.\r\n\r\nHedging 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 wp-image-724\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/risk-derivatives.png\" alt=\"risk derivatives\" width=\"700\" height=\"371\" /></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  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<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 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><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 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 ?','','inherit','open','open','','723-revision-v1','','','2015-03-20 04:16:37','2015-03-20 04:16:37','',723,'http://myseatime.com/blogadm/723-revision-v1/',0,'revision','',0,0),(831,182,'2015-03-20 06:35:21','0000-00-00 00:00:00','What are the procedures for re issuing CDC?','myseatime_550bbfa9a68ef','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(832,182,'2015-03-20 06:35:29','0000-00-00 00:00:00','What are the procedures for re issuing CDC?','myseatime_550bbfb1bd365','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(833,182,'2015-03-20 06:36:15','0000-00-00 00:00:00','I would like to change my name in CDC.What are the procedures for that?','myseatime_550bbfdfbd0b4','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(834,3,'2015-03-22 07:09:18','2015-03-22 07:09:18','NAPA, the leading global maritime software house,today launched an innovative data-led package of monitoring, analytic and predictive solutions to increase the safety of passenger vessels and save lives in emergency situations. NAPA Safety Solutions, which harnesses the power of the volume and variety of data being collected and processed aboard vessels, was revealed to industry leaders at Cruise Shipping Miami today.\r\n\r\nNAPA Safety Solutions is a collection of functions and services for both the pro-active safety management of everyday operations and an advanced system to support the vital decisions taken in the first few hours of an emergency situation.\r\n\r\nDeveloped to integrate the wide range of technical safety systems on board modern passenger ships, NAPA Safety Solutions include functions for planning, logging, monitoring and analysing stability and safety data. The system provides Masters with easy-to-use, meaningful tools that give them the information they need to ensure the safe day-to-day running of the ship. This includes functions for load planning, operational data logging and safety level monitoring. It also displays a simple “traffic light” vulnerability meter based on key indicators such as watertight door status, navigational status and stability condition.\r\n\r\nThe system’s true value lies in the first critical minutes and hours of an emergency situation, when it provides essential information and predictive analysis to help the Master make confident and informed life-or-death decisions.\r\n\r\nKevin Douglas, VP Marine Newbuilding &amp; Fleet Design, RCCL commented:\r\n\r\n“At Royal Caribbean, our mantra is continuous improvement. NAPA Safety Solutions allows us to upgrade our onboard safety and security software, so that we can provide our guests and crew with the highest level of safety.”\r\n\r\nJuha Heikinheimo, President, NAPA commented:\r\n\r\n“Safety in the shipping industry has improved significantly in recent years and yet news media provides regular reminders that we could be doing better. NAPA was working on the European Union’s FLOODSTAND project, to create algorithms and highly accurate flooding prediction models, when the Costa Concordia incident occurred. Understanding the power of data and analysis to transform our understanding and ensure informed decision-making, we re-doubled our efforts to create a comprehensive safety solution for passenger vessels.\r\n\r\n“We want to thank our partners and supporters from the cruise and ferry industry for helping us to create an operational safety system that incorporates the wide variety of safety information aboard and makes it easy to act upon. We genuinely believe that, in unfortunate circumstances, the training, information and predictions offered by NAPA Safety Solutions will help Masters to save lives.”\r\n\r\nThe first few hours after a vessel begins taking on water are the most critical, especially in cases where the ship itself is eventually lost. In some notable recent incidents involving total loss of passenger vessels it has been found that lives could have been saved if the Masters had better awareness of the extent of the damage to their ship and better predictive tools in use for assessing the survivability of the persons onboard.\r\n\r\nNAPA Safety Solutions aim to deliver an effective response during these first critical hours. The system sounds the alarm and – using NAPA’s extensive in-house research and algorithms developed in the EU FLOODSTAND project – begins calculating predictions the moment flooding is detected by the sensors. It accurately predicts if and when the vessel will overturn or sink and for example the point at which list will render the lifeboats inoperable. The fast availability of this reliable information removes the need for guesswork and empowers Masters to make confident decisions as soon as possible in an emergency situation, supporting the crew in saving lives from the earliest opportunity.','NAPA Unveils Integrated Safety Solution for Passenger Vessels','','publish','open','open','','napa-unveils-integrated-safety-solution-for-passenger-vessels','','','2015-03-22 07:09:18','2015-03-22 07:09:18','',0,'http://myseatime.com/blogadm/?p=834',0,'post','',0,49),(835,1,'2015-03-22 07:08:44','2015-03-22 07:08:44','napa.fi','NAPA','','inherit','open','open','','napa','','','2015-03-22 07:08:58','2015-03-22 07:08:58','',834,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/NAPA.png',0,'attachment','image/png',0,0),(836,1,'2015-03-22 07:09:18','2015-03-22 07:09:18','NAPA, the leading global maritime software house,today launched an innovative data-led package of monitoring, analytic and predictive solutions to increase the safety of passenger vessels and save lives in emergency situations. NAPA Safety Solutions, which harnesses the power of the volume and variety of data being collected and processed aboard vessels, was revealed to industry leaders at Cruise Shipping Miami today.\r\n\r\nNAPA Safety Solutions is a collection of functions and services for both the pro-active safety management of everyday operations and an advanced system to support the vital decisions taken in the first few hours of an emergency situation.\r\n\r\nDeveloped to integrate the wide range of technical safety systems on board modern passenger ships, NAPA Safety Solutions include functions for planning, logging, monitoring and analysing stability and safety data. The system provides Masters with easy-to-use, meaningful tools that give them the information they need to ensure the safe day-to-day running of the ship. This includes functions for load planning, operational data logging and safety level monitoring. It also displays a simple “traffic light” vulnerability meter based on key indicators such as watertight door status, navigational status and stability condition.\r\n\r\nThe system’s true value lies in the first critical minutes and hours of an emergency situation, when it provides essential information and predictive analysis to help the Master make confident and informed life-or-death decisions.\r\n\r\nKevin Douglas, VP Marine Newbuilding &amp; Fleet Design, RCCL commented:\r\n\r\n“At Royal Caribbean, our mantra is continuous improvement. NAPA Safety Solutions allows us to upgrade our onboard safety and security software, so that we can provide our guests and crew with the highest level of safety.”\r\n\r\nJuha Heikinheimo, President, NAPA commented:\r\n\r\n“Safety in the shipping industry has improved significantly in recent years and yet news media provides regular reminders that we could be doing better. NAPA was working on the European Union’s FLOODSTAND project, to create algorithms and highly accurate flooding prediction models, when the Costa Concordia incident occurred. Understanding the power of data and analysis to transform our understanding and ensure informed decision-making, we re-doubled our efforts to create a comprehensive safety solution for passenger vessels.\r\n\r\n“We want to thank our partners and supporters from the cruise and ferry industry for helping us to create an operational safety system that incorporates the wide variety of safety information aboard and makes it easy to act upon. We genuinely believe that, in unfortunate circumstances, the training, information and predictions offered by NAPA Safety Solutions will help Masters to save lives.”\r\n\r\nThe first few hours after a vessel begins taking on water are the most critical, especially in cases where the ship itself is eventually lost. In some notable recent incidents involving total loss of passenger vessels it has been found that lives could have been saved if the Masters had better awareness of the extent of the damage to their ship and better predictive tools in use for assessing the survivability of the persons onboard.\r\n\r\nNAPA Safety Solutions aim to deliver an effective response during these first critical hours. The system sounds the alarm and – using NAPA’s extensive in-house research and algorithms developed in the EU FLOODSTAND project – begins calculating predictions the moment flooding is detected by the sensors. It accurately predicts if and when the vessel will overturn or sink and for example the point at which list will render the lifeboats inoperable. The fast availability of this reliable information removes the need for guesswork and empowers Masters to make confident decisions as soon as possible in an emergency situation, supporting the crew in saving lives from the earliest opportunity.','NAPA Unveils Integrated Safety Solution for Passenger Vessels','','inherit','open','open','','834-revision-v1','','','2015-03-22 07:09:18','2015-03-22 07:09:18','',834,'http://myseatime.com/blogadm/834-revision-v1/',0,'revision','',0,0),(837,1,'2015-03-22 07:19:27','2015-03-22 07:19:27','ClassNK has just announced its official registration figures in addition to Clarkson’s data which reveals that it is once again the world’s largest classification society. The Society made the announcement at its annual Japanese press conference held in Tokyo on 17 March.\r\n\r\nThe latest figures show that over 366 million deadweight tons are now registered with the leading classification society, some 21% of the world’s entire classed fleet, more than any other classification society in the world according to Clarkson’s. Despite a global decline in new orders, the number of newbuildings joining ClassNK continues to grow, with the Society welcoming newbuildings totaling over 16 million gross tons to its register in 2014, or more than 25% of all newly built tonnage last year.\r\n\r\nSpeaking on the occasion, ClassNK Chairman and President, Mr. Noboru Ueda said: “At ClassNK, we believe that nationality is not relevant to our customers. Shipowners and operators around the world select their classification society on the basis of the services delivered. These figures represent not only the growth of our organization, but also the trust we have gained from the maritime industry through consistently providing quality services.”\r\n\r\nAs ClassNK’s register grows increasingly international, so does its R&amp;D activities. With significant contributions towards maritime R&amp;D, ClassNK is working with industry partners throughout Asia, Europe, and the Americas on a wide variety of joint R&amp;D projects focusing on the safety of ships at sea, protecting the marine environment, and developing technologies that enhance efficiency for the benefit of the entire maritime community.\r\n\r\n“As an independent, non-profit organization we are able to invest all of our profits back into improving our services and providing the maritime industry with innovative solutions. We respond to our clients’ needs and when these needs change, our strategy is to adapt and invest to meet that change. We are always looking for ways to address new challenges, as well as enhance and expand our existing range of services and the maritime community has responded to this by continuing to choose ClassNK.”','Class NK regain top classification society position','','publish','open','open','','class-nk-regain-top-classification-society-position','','','2015-03-22 07:19:27','2015-03-22 07:19:27','',0,'http://myseatime.com/blogadm/?p=837',0,'post','',0,43),(838,1,'2015-03-22 07:19:27','2015-03-22 07:19:27','ClassNK has just announced its official registration figures in addition to Clarkson’s data which reveals that it is once again the world’s largest classification society. The Society made the announcement at its annual Japanese press conference held in Tokyo on 17 March.\r\n\r\nThe latest figures show that over 366 million deadweight tons are now registered with the leading classification society, some 21% of the world’s entire classed fleet, more than any other classification society in the world according to Clarkson’s. Despite a global decline in new orders, the number of newbuildings joining ClassNK continues to grow, with the Society welcoming newbuildings totaling over 16 million gross tons to its register in 2014, or more than 25% of all newly built tonnage last year.\r\n\r\nSpeaking on the occasion, ClassNK Chairman and President, Mr. Noboru Ueda said: “At ClassNK, we believe that nationality is not relevant to our customers. Shipowners and operators around the world select their classification society on the basis of the services delivered. These figures represent not only the growth of our organization, but also the trust we have gained from the maritime industry through consistently providing quality services.”\r\n\r\nAs ClassNK’s register grows increasingly international, so does its R&amp;D activities. With significant contributions towards maritime R&amp;D, ClassNK is working with industry partners throughout Asia, Europe, and the Americas on a wide variety of joint R&amp;D projects focusing on the safety of ships at sea, protecting the marine environment, and developing technologies that enhance efficiency for the benefit of the entire maritime community.\r\n\r\n“As an independent, non-profit organization we are able to invest all of our profits back into improving our services and providing the maritime industry with innovative solutions. We respond to our clients’ needs and when these needs change, our strategy is to adapt and invest to meet that change. We are always looking for ways to address new challenges, as well as enhance and expand our existing range of services and the maritime community has responded to this by continuing to choose ClassNK.”','Class NK regain top classification society position','','inherit','open','open','','837-revision-v1','','','2015-03-22 07:19:27','2015-03-22 07:19:27','',837,'http://myseatime.com/blogadm/837-revision-v1/',0,'revision','',0,0),(839,3,'2015-03-22 08:09:12','2015-03-22 08:09:12','DNV GL is launching an advanced hull and propeller performance analytics module as part of the new fleet performance management service ECO Insight. The module is based on computational fluid dynamics (CFD) methods to correct for changing operational conditions and produces much more accurate results than existing approximate or experimental methods.\r\n\r\nFuel efficiency remains a key concern for shipping, but tracking hull and propeller degradation is a challenge that has not yet found an adequate solution. Experts suggest that, as a result of hull fouling, the world fleet could be sailing with approximately 30 per cent added resistance and consequently significantly higher levels of fuel consumption. Undertaking hull and propeller cleaning on a more regular basis is already recognized as improvement lever by many shipping companies. However, the question of when and how the procedure should be carried out has not yet been addressed systematically.\r\n\r\nHull and propeller performance computations show how much resistance is added over time due to fouling, by analysing the gap between the theoretical and measured power demand of a vessel, after correcting for influences like speed, draft, trim, weather and other operating conditions. “We use data that shipping companies are already collecting,” Dr Torsten Büssow, DNV GL’s Head of Fleet Performance Management, explains. “Our CFD capabilities, which we also use in our lines optimisation, retrofit and trim assistant services, allow us to very accurately normalize vessel specific power demand under each reported condition.” The hull and propeller degradation computation is offered as part of DNV GL’s new fleet performance management service ECO Insight.','DNV GL launches advanced hull and propeller performance analytics','','publish','open','open','','dnv-gl-launches-advanced-hull-and-propeller-performance-analytics','','','2015-03-22 08:09:12','2015-03-22 08:09:12','',0,'http://myseatime.com/blogadm/?p=839',0,'post','',0,45),(840,1,'2015-03-22 08:08:42','2015-03-22 08:08:42','dnvgl.com','Hull fouling download photo_tcm8-18779_opt','','inherit','open','open','','hull-fouling-download-photo_tcm8-18779_opt','','','2015-03-22 08:08:51','2015-03-22 08:08:51','',839,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Hull-fouling-download-photo_tcm8-18779_opt.jpg',0,'attachment','image/jpeg',0,0),(841,1,'2015-03-22 08:09:12','2015-03-22 08:09:12','DNV GL is launching an advanced hull and propeller performance analytics module as part of the new fleet performance management service ECO Insight. The module is based on computational fluid dynamics (CFD) methods to correct for changing operational conditions and produces much more accurate results than existing approximate or experimental methods.\r\n\r\nFuel efficiency remains a key concern for shipping, but tracking hull and propeller degradation is a challenge that has not yet found an adequate solution. Experts suggest that, as a result of hull fouling, the world fleet could be sailing with approximately 30 per cent added resistance and consequently significantly higher levels of fuel consumption. Undertaking hull and propeller cleaning on a more regular basis is already recognized as improvement lever by many shipping companies. However, the question of when and how the procedure should be carried out has not yet been addressed systematically.\r\n\r\nHull and propeller performance computations show how much resistance is added over time due to fouling, by analysing the gap between the theoretical and measured power demand of a vessel, after correcting for influences like speed, draft, trim, weather and other operating conditions. “We use data that shipping companies are already collecting,” Dr Torsten Büssow, DNV GL’s Head of Fleet Performance Management, explains. “Our CFD capabilities, which we also use in our lines optimisation, retrofit and trim assistant services, allow us to very accurately normalize vessel specific power demand under each reported condition.” The hull and propeller degradation computation is offered as part of DNV GL’s new fleet performance management service ECO Insight.','DNV GL launches advanced hull and propeller performance analytics','','inherit','open','open','','839-revision-v1','','','2015-03-22 08:09:12','2015-03-22 08:09:12','',839,'http://myseatime.com/blogadm/839-revision-v1/',0,'revision','',0,0),(842,3,'2015-03-22 08:27:27','2015-03-22 08:27:27','All stakeholders involved in the testing, approval, fitting and operation of ballast water management systems (BWMS) are being invited to complete online surveys, as a part of an International Maritime Organization (IMO) study to assess the implementation of the BWMS approval guidelines and the performance of type-approved systems.\r\n\r\nThe study aims to provide a comprehensive review of the technical standards and approval testing procedures in the <span class=\"imo-stylesStyle-Italic\">Guidelines for approval of ballast water management systems</span> (G8), initiated by IMO\'s Marine Environment Protection Committee (MEPC) at its 67th session in October 2014. The intention is to address concerns that the testing regime for approval of BWMS needs to be sufficiently robust and consistent, so that approved systems will meet the standards set out in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004 (BWM Convention).\r\n\r\nThe surveys can be accessed at <a href=\"https://sites.google.com/a/wmu.se/d2study/\">sites.google.com/a/wmu.se/d2study/​</a> and will remain open until 1 June 2015. The following are invited to participate: Administrations and associated agencies; test facilities, organizations and independent experts; BWMS developers, manufacturers and vendors; classification societies; ship owners and operators; flag State and port State control inspectors; and other relevant experts, consultants or organizations.\r\n\r\nThe study is being carried out by the IMO Secretariat in partnership with the World Maritime University (WMU) and its outcome will be reported to MEPC 69 in spring 2016.\r\n\r\nThe BWM Convention addresses the problem of aquatic organisms and pathogens being released into non-native environments after being transported around the world in ships\' ballast water. Such organisms may survive and out-compete native species, becoming invasive and causing a great deal of damage to the local ecosystem, resources, infrastructure, as well as potentially to human health. The BWM Convention requires the management of ballast water in order to prevent the transfer of such microorganisms or species.\r\n\r\nThe BWM Convention will enter into force 12 months after ratification by 30 States which collectively represent 35 per cent of world merchant shipping tonnage. The number of ratifying States (44) is already sufficient but, at 32.86 per cent, their collective share of world merchant shipping tonnage is not quite sufficient to trigger entry into force.\r\n','IMO launches online surveys on ballast water management systems','','publish','open','open','','imo-launches-online-surveys-on-ballast-water-management-systems','','','2015-03-22 08:28:52','2015-03-22 08:28:52','',0,'http://myseatime.com/blogadm/?p=842',0,'post','',0,51),(843,1,'2015-03-22 08:27:15','2015-03-22 08:27:15','imo.org','BWM study_squarer_opt','','inherit','open','open','','bwm-study_squarer_opt','','','2015-03-22 08:27:22','2015-03-22 08:27:22','',842,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/BWM-study_squarer_opt.jpg',0,'attachment','image/jpeg',0,0),(844,1,'2015-03-22 08:27:27','2015-03-22 08:27:27','<div>All stakeholders involved in the testing, approval, fitting and operation of ballast water management systems (BWMS) are being invited to complete online surveys, as a part of an International Maritime Organization (IMO) study to assess the implementation of the BWMS approval guidelines and the performance of type-approved systems.</div>\r\n<div></div>\r\n<div>The study aims to provide a comprehensive review of the technical standards and approval testing procedures in the <span class=\"imo-stylesStyle-Italic\">Guidelines for approval of ballast water management systems</span> (G8), initiated by IMO\'s Marine Environment Protection Committee (MEPC) at its 67th session in October 2014. The intention is to address concerns that the testing regime for approval of BWMS needs to be sufficiently robust and consistent, so that approved systems will meet the standards set out in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004 (BWM Convention).</div>\r\n<div></div>\r\n<div>The surveys can be accessed at <a href=\"https://sites.google.com/a/wmu.se/d2study/\">sites.google.com/a/wmu.se/d2study/​</a> and will remain open until 1 June 2015. The following are invited to participate: Administrations and associated agencies; test facilities, organizations and independent experts; BWMS developers, manufacturers and vendors; classification societies; ship owners and operators; flag State and port State control inspectors; and other relevant experts, consultants or organizations.</div>\r\n<div></div>\r\n<div>The study is being carried out by the IMO Secretariat in partnership with the World Maritime University (WMU) and its outcome will be reported to MEPC 69 in spring 2016.</div>\r\n<div></div>\r\n<div>The BWM Convention addresses the problem of aquatic organisms and pathogens being released into non-native environments after being transported around the world in ships\' ballast water. Such organisms may survive and out-compete native species, becoming invasive and causing a great deal of damage to the local ecosystem, resources, infrastructure, as well as potentially to human health. The BWM Convention requires the management of ballast water in order to prevent the transfer of such microorganisms or species.</div>\r\n<div></div>\r\n<div>The BWM Convention will enter into force 12 months after ratification by 30 States which collectively represent 35 per cent of world merchant shipping tonnage. The number of ratifying States (44) is already sufficient but, at 32.86 per cent, their collective share of world merchant shipping tonnage is not quite sufficient to trigger entry into force.</div>\r\n<div></div>','IMO launches online surveys on ballast water management systems','','inherit','open','open','','842-revision-v1','','','2015-03-22 08:27:27','2015-03-22 08:27:27','',842,'http://myseatime.com/blogadm/842-revision-v1/',0,'revision','',0,0),(845,1,'2015-03-22 08:28:29','2015-03-22 08:28:29','All stakeholders involved in the testing, approval, fitting and operation of ballast water management systems (BWMS) are being invited to complete online surveys, as a part of an International Maritime Organization (IMO) study to assess the implementation of the BWMS approval guidelines and the performance of type-approved systems.\n\nThe study aims to provide a comprehensive review of the technical standards and approval testing procedures in the <span class=\"imo-stylesStyle-Italic\">Guidelines for approval of ballast water management systems</span> (G8), initiated by IMO\'s Marine Environment Protection Committee (MEPC) at its 67th session in October 2014. The intention is to address concerns that the testing regime for approval of BWMS needs to be sufficiently robust and consistent, so that approved systems will meet the standards set out in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004 (BWM Convention).\n\nThe surveys can be accessed at <a href=\"https://sites.google.com/a/wmu.se/d2study/\">sites.google.com/a/wmu.se/d2study/​</a> and will remain open until 1 June 2015. The following are invited to participate: Administrations and associated agencies; test facilities, organizations and independent experts; BWMS developers, manufacturers and vendors; classification societies; ship owners and operators; flag State and port State control inspectors; and other relevant experts, consultants or organizations.\n\nThe study is being carried out by the IMO Secretariat in partnership with the World Maritime University (WMU) and its outcome will be reported to MEPC 69 in spring 2016.</div>\n<div></div>\n<div>The BWM Convention addresses the problem of aquatic organisms and pathogens being released into non-native environments after being transported around the world in ships\' ballast water. Such organisms may survive and out-compete native species, becoming invasive and causing a great deal of damage to the local ecosystem, resources, infrastructure, as well as potentially to human health. The BWM Convention requires the management of ballast water in order to prevent the transfer of such microorganisms or species.</div>\n<div></div>\n<div>The BWM Convention will enter into force 12 months after ratification by 30 States which collectively represent 35 per cent of world merchant shipping tonnage. The number of ratifying States (44) is already sufficient but, at 32.86 per cent, their collective share of world merchant shipping tonnage is not quite sufficient to trigger entry into force.</div>\n<div></div>','IMO launches online surveys on ballast water management systems','','inherit','open','open','','842-autosave-v1','','','2015-03-22 08:28:29','2015-03-22 08:28:29','',842,'http://myseatime.com/blogadm/842-autosave-v1/',0,'revision','',0,0),(846,1,'2015-03-22 08:28:52','2015-03-22 08:28:52','All stakeholders involved in the testing, approval, fitting and operation of ballast water management systems (BWMS) are being invited to complete online surveys, as a part of an International Maritime Organization (IMO) study to assess the implementation of the BWMS approval guidelines and the performance of type-approved systems.\r\n\r\nThe study aims to provide a comprehensive review of the technical standards and approval testing procedures in the <span class=\"imo-stylesStyle-Italic\">Guidelines for approval of ballast water management systems</span> (G8), initiated by IMO\'s Marine Environment Protection Committee (MEPC) at its 67th session in October 2014. The intention is to address concerns that the testing regime for approval of BWMS needs to be sufficiently robust and consistent, so that approved systems will meet the standards set out in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004 (BWM Convention).\r\n\r\nThe surveys can be accessed at <a href=\"https://sites.google.com/a/wmu.se/d2study/\">sites.google.com/a/wmu.se/d2study/​</a> and will remain open until 1 June 2015. The following are invited to participate: Administrations and associated agencies; test facilities, organizations and independent experts; BWMS developers, manufacturers and vendors; classification societies; ship owners and operators; flag State and port State control inspectors; and other relevant experts, consultants or organizations.\r\n\r\nThe study is being carried out by the IMO Secretariat in partnership with the World Maritime University (WMU) and its outcome will be reported to MEPC 69 in spring 2016.\r\n\r\nThe BWM Convention addresses the problem of aquatic organisms and pathogens being released into non-native environments after being transported around the world in ships\' ballast water. Such organisms may survive and out-compete native species, becoming invasive and causing a great deal of damage to the local ecosystem, resources, infrastructure, as well as potentially to human health. The BWM Convention requires the management of ballast water in order to prevent the transfer of such microorganisms or species.\r\n\r\nThe BWM Convention will enter into force 12 months after ratification by 30 States which collectively represent 35 per cent of world merchant shipping tonnage. The number of ratifying States (44) is already sufficient but, at 32.86 per cent, their collective share of world merchant shipping tonnage is not quite sufficient to trigger entry into force.\r\n','IMO launches online surveys on ballast water management systems','','inherit','open','open','','842-revision-v1','','','2015-03-22 08:28:52','2015-03-22 08:28:52','',842,'http://myseatime.com/blogadm/842-revision-v1/',0,'revision','',0,0),(847,3,'2015-03-22 08:38:35','2015-03-22 08:38:35','With energy prices under pressure, the oil and gas industry is looking for new ways to improve engineering efficiency. DNV GL’s new Sesam GeniE 7 release saves significant time and cost with its new meshing capabilities, a breakthrough in engineering software for offshore and ship structures.\r\n\r\nFinite element method\r\nWhen engineers use the finite element method (FEM) to calculate the strength needed for offshore and ship structures to withstand forces such as wind and waves, optimal results are dependent on creating an accurate mesh representation in a 3D model. This has been a time-consuming operation when implementing design changes. With the new Sesam GeniE, engineers can save significant time and gain accuracy in their results using partial meshing.\r\n\r\nEdit mesh gives full control of the mesh quality\r\nThe new meshing features of Sesam GeniE can be used on floating and fixed structures for all types of linear analysis. “This will help users save significant meshing time during re-meshing after a change in structure or mesh settings,” says Ole Jan Nekstad, Sesam Product Director at DNV GL - Software, who is currently training Sesam users all over the world to use the new features.\r\n\r\nEngineers now have control of the mesh, and are able to gain high precision by manually changing it and refining the grid. They can edit node positions while moving, collapsing or deleting elements, while continuously getting feedback on the mesh quality. For analysis of jackets and topsides, partial meshing leads to a constant finite element numbering system that saves time for re-meshing. “The response out in the field has been great,” says Nekstad. “When I show people what Sesam GeniE can do now, they’re amazed.”\r\n\r\nAutomatic reports including pictures\r\nIn addition, the new Sesam GeniE 7 can make automatic reports that include pictures of the structure, the finite element model and results. The pictures are automatically generated using view angles chosen by the users. “Many man-hours can be saved since it is not necessary to manually cut and paste pictures into a report,” says Nekstad. “Further savings will also be gained after a re-design because the report is automatically updated,” he says.\r\n\r\nThere are many other new timesaving features in Sesam GeniE 7, including one code check for multiple water depths for jackets and a new method for copying of large models that includes all structural components.','DNV GL’s new Sesam GeniE 7 release saves significant time and cost with its new meshing capabilities.','','publish','open','open','','dnv-gls-new-sesam-genie-7-release-saves-significant-time-and-cost-with-its-new-meshing-capabilities','','','2015-03-22 08:38:35','2015-03-22 08:38:35','',0,'http://myseatime.com/blogadm/?p=847',0,'post','',0,47),(848,1,'2015-03-22 08:38:23','2015-03-22 08:38:23','DNVGL.com','Sesam-GeniE_552x320_tcm8-5816','','inherit','open','open','','sesam-genie_552x320_tcm8-5816','','','2015-03-22 08:38:30','2015-03-22 08:38:30','',847,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Sesam-GeniE_552x320_tcm8-5816.jpg',0,'attachment','image/jpeg',0,0),(849,1,'2015-03-22 08:38:35','2015-03-22 08:38:35','With energy prices under pressure, the oil and gas industry is looking for new ways to improve engineering efficiency. DNV GL’s new Sesam GeniE 7 release saves significant time and cost with its new meshing capabilities, a breakthrough in engineering software for offshore and ship structures.\r\n\r\nFinite element method\r\nWhen engineers use the finite element method (FEM) to calculate the strength needed for offshore and ship structures to withstand forces such as wind and waves, optimal results are dependent on creating an accurate mesh representation in a 3D model. This has been a time-consuming operation when implementing design changes. With the new Sesam GeniE, engineers can save significant time and gain accuracy in their results using partial meshing.\r\n\r\nEdit mesh gives full control of the mesh quality\r\nThe new meshing features of Sesam GeniE can be used on floating and fixed structures for all types of linear analysis. “This will help users save significant meshing time during re-meshing after a change in structure or mesh settings,” says Ole Jan Nekstad, Sesam Product Director at DNV GL - Software, who is currently training Sesam users all over the world to use the new features.\r\n\r\nEngineers now have control of the mesh, and are able to gain high precision by manually changing it and refining the grid. They can edit node positions while moving, collapsing or deleting elements, while continuously getting feedback on the mesh quality. For analysis of jackets and topsides, partial meshing leads to a constant finite element numbering system that saves time for re-meshing. “The response out in the field has been great,” says Nekstad. “When I show people what Sesam GeniE can do now, they’re amazed.”\r\n\r\nAutomatic reports including pictures\r\nIn addition, the new Sesam GeniE 7 can make automatic reports that include pictures of the structure, the finite element model and results. The pictures are automatically generated using view angles chosen by the users. “Many man-hours can be saved since it is not necessary to manually cut and paste pictures into a report,” says Nekstad. “Further savings will also be gained after a re-design because the report is automatically updated,” he says.\r\n\r\nThere are many other new timesaving features in Sesam GeniE 7, including one code check for multiple water depths for jackets and a new method for copying of large models that includes all structural components.','DNV GL’s new Sesam GeniE 7 release saves significant time and cost with its new meshing capabilities.','','inherit','open','open','','847-revision-v1','','','2015-03-22 08:38:35','2015-03-22 08:38:35','',847,'http://myseatime.com/blogadm/847-revision-v1/',0,'revision','',0,0),(850,3,'2015-03-22 18:45:24','2015-03-22 18:45:24','Beaten back in their usual area of operations, Somali pirates are \"shifting their location\" towards India, but the country is watchful to deal with such threats, defence minister Manohar Parrikar said.\r\n\r\n\"Today\'s threats are not traditional. Somali pirates, after being neutralized by various countries\' navies, are shifting their locations towards India. Because their (shipping) lanes are heavily guarded, they have moved 30-40 nautical miles, although they still are 450 nautical miles away from India,\" he said.\r\n\r\n\"They may not be next to India but ... We are watchful and careful,\" Parrikar said at an international conference on \"India &amp; the Indian Ocean: Renewing the Maritime Trade &amp; Civilisational Linkages\", organized by the Institute of Social and Cultural Studies (ISCS) jointly with Research and Information System for Developing Countries (RIS).\r\n\r\nRead more by <a href=\"http://timesofindia.indiatimes.com/india/Somali-pirates-shifting-location-towards-India-Manohar-Parrikar-says/articleshow/46654719.cms\">clicking here</a>\r\n\r\nImage (c) commons.wikimedia/Peter-five','Somali pirates shifting location towards India, says defence minister','','publish','open','open','','somali-pirates-shifting-location-towards-india-says-defence-minister','','','2015-03-22 18:46:29','2015-03-22 18:46:29','',0,'http://myseatime.com/blogadm/?p=850',0,'post','',0,49),(851,1,'2015-03-22 18:44:19','2015-03-22 18:44:19','commons.wikimedia/Peter-five','Pirates_capture-May_2009','','inherit','open','open','','pirates_capture-may_2009','','','2015-03-22 18:45:03','2015-03-22 18:45:03','',850,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Pirates_capture-May_2009.jpg',0,'attachment','image/jpeg',0,0),(852,1,'2015-03-22 18:45:24','2015-03-22 18:45:24','BHUBANESWAR: Beaten back in their usual area of operations, <span class=\"inlineoriginal\">Somali pirates are \"shifting their location\" towards India, but the country is watchful to deal with such threats, defence minister Manohar Parrikar said.</span>\r\n\r\n\"Today\'s threats are not traditional. Somali pirates, after being neutralized by various countries\' navies, are shifting their locations towards India. Because their (shipping) lanes are heavily guarded, they have moved 30-40 nautical miles, although they still are 450 nautical miles away from India,\" he said.\r\n\r\n\"They may not be next to India but ... We are watchful and careful,\" Parrikar said at an international conference on \"India &amp; the Indian Ocean: Renewing the Maritime Trade &amp; Civilisational Linkages\", organized by the Institute of Social and Cultural Studies (ISCS) jointly with Research and Information System for Developing Countries (RIS).\r\n\r\nRead more by <a href=\"http://timesofindia.indiatimes.com/india/Somali-pirates-shifting-location-towards-India-Manohar-Parrikar-says/articleshow/46654719.cms\">clicking here</a>\r\n\r\nImage (c) commons.wikimedia/Peter-five','Somali pirates shifting location towards India, says defence minister','','inherit','open','open','','850-revision-v1','','','2015-03-22 18:45:24','2015-03-22 18:45:24','',850,'http://myseatime.com/blogadm/850-revision-v1/',0,'revision','',0,0),(853,1,'2015-03-22 18:46:06','2015-03-22 18:46:06','Beaten back in their usual area of operations, <span class=\"inlineoriginal\">Somali pirates are \"shifting their location\" towards India, but the country is watchful to deal with such threats, defence minister Manohar Parrikar said.</span>\r\n\r\n\"Today\'s threats are not traditional. Somali pirates, after being neutralized by various countries\' navies, are shifting their locations towards India. Because their (shipping) lanes are heavily guarded, they have moved 30-40 nautical miles, although they still are 450 nautical miles away from India,\" he said.\r\n\r\n\"They may not be next to India but ... We are watchful and careful,\" Parrikar said at an international conference on \"India &amp; the Indian Ocean: Renewing the Maritime Trade &amp; Civilisational Linkages\", organized by the Institute of Social and Cultural Studies (ISCS) jointly with Research and Information System for Developing Countries (RIS).\r\n\r\nRead more by <a href=\"http://timesofindia.indiatimes.com/india/Somali-pirates-shifting-location-towards-India-Manohar-Parrikar-says/articleshow/46654719.cms\">clicking here</a>\r\n\r\nImage (c) commons.wikimedia/Peter-five','Somali pirates shifting location towards India, says defence minister','','inherit','open','open','','850-revision-v1','','','2015-03-22 18:46:06','2015-03-22 18:46:06','',850,'http://myseatime.com/blogadm/850-revision-v1/',0,'revision','',0,0),(854,1,'2015-03-22 18:46:29','2015-03-22 18:46:29','Beaten back in their usual area of operations, Somali pirates are \"shifting their location\" towards India, but the country is watchful to deal with such threats, defence minister Manohar Parrikar said.\r\n\r\n\"Today\'s threats are not traditional. Somali pirates, after being neutralized by various countries\' navies, are shifting their locations towards India. Because their (shipping) lanes are heavily guarded, they have moved 30-40 nautical miles, although they still are 450 nautical miles away from India,\" he said.\r\n\r\n\"They may not be next to India but ... We are watchful and careful,\" Parrikar said at an international conference on \"India &amp; the Indian Ocean: Renewing the Maritime Trade &amp; Civilisational Linkages\", organized by the Institute of Social and Cultural Studies (ISCS) jointly with Research and Information System for Developing Countries (RIS).\r\n\r\nRead more by <a href=\"http://timesofindia.indiatimes.com/india/Somali-pirates-shifting-location-towards-India-Manohar-Parrikar-says/articleshow/46654719.cms\">clicking here</a>\r\n\r\nImage (c) commons.wikimedia/Peter-five','Somali pirates shifting location towards India, says defence minister','','inherit','open','open','','850-revision-v1','','','2015-03-22 18:46:29','2015-03-22 18:46:29','',850,'http://myseatime.com/blogadm/850-revision-v1/',0,'revision','',0,0),(855,3,'2015-03-22 19:05:55','2015-03-22 19:05:55','In a strengthening of ties between the UAE and the Maldives, global marine terminal operator DP World has signed a Memorandum of Understanding (MoU) with Maldivian government officials in Dubai for the development of the archipelago’s ports and logistics industry.\r\n\r\nThe meeting, which was attended by a Maldivian government delegation including Minister of Tourism Ahmed Adeeb, Minister of Economic Development Mohamed Saeed and Minister of Youth and Sports Mohamed Maleeh Jamal, and DP World Chairman HE Sultan Ahmed Bin Sulayem with other key company officials, provided an opportunity to highlight DP World’s global portfolio and expertise in assisting partners with the development of their infrastructure and transport networks.\r\n\r\nDP World Chairman HE Sultan Ahmed Bin Sulayem said:\r\n\r\n“The Maldives has been growing rapidly, driven largely by its tourism development. We are working with them to help diversify the economy through building infrastructure, logistics and transport links needed to make this happen.\r\n\r\n“The UAE has much experience and expertise in this area thanks to the vision of our leaders to explore new growth strategies. We are proud to share our expertise with the Maldives as they develop their capabilities in the global supply chain industry.”\r\n\r\nThe signing of the MoU is a result of several meetings over the last few months between DP World and the Maldivian government. These include discussions between HE Bin Sulayem and the President of the Maldives HE Abdulla Yameen Abdul Gayoom in July and September 2014.','DP world signs MOU with Maldivian government ','','publish','open','open','','dp-world-signs-mou-with-maldivian-government','','','2015-03-22 19:06:33','2015-03-22 19:06:33','',0,'http://myseatime.com/blogadm/?p=855',0,'post','',0,49),(856,1,'2015-03-22 19:05:06','2015-03-22 19:05:06','dpworld.com','DP World Port Security and Port Operations in Dubai at the Port of Jebel Ali.','','inherit','open','open','','dp-world-port-security-and-port-operations-in-dubai-at-the-port-of-jebel-ali','','','2015-03-22 19:05:45','2015-03-22 19:05:45','',855,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/DP-world_opt.jpg',0,'attachment','image/jpeg',0,0),(857,1,'2015-03-22 19:05:55','2015-03-22 19:05:55','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nIn a strengthening of ties between the UAE and the Maldives, global marine terminal operator DP World has signed a Memorandum of Understanding (MoU) with Maldivian government officials in Dubai for the development of the archipelago’s ports and logistics industry.\r\n\r\nThe meeting, which was attended by a Maldivian government delegation including Minister of Tourism Ahmed Adeeb, Minister of Economic Development Mohamed Saeed and Minister of Youth and Sports Mohamed Maleeh Jamal, and DP World Chairman HE Sultan Ahmed Bin Sulayem with other key company officials, provided an opportunity to highlight DP World’s global portfolio and expertise in assisting partners with the development of their infrastructure and transport networks.\r\n\r\nDP World Chairman HE Sultan Ahmed Bin Sulayem said:\r\n\r\n“The Maldives has been growing rapidly, driven largely by its tourism development. We are working with them to help diversify the economy through building infrastructure, logistics and transport links needed to make this happen.\r\n\r\n“The UAE has much experience and expertise in this area thanks to the vision of our leaders to explore new growth strategies. We are proud to share our expertise with the Maldives as they develop their capabilities in the global supply chain industry.”\r\n\r\nThe signing of the MoU is a result of several meetings over the last few months between DP World and the Maldivian government. These include discussions between HE Bin Sulayem and the President of the Maldives HE Abdulla Yameen Abdul Gayoom in July and September 2014.\r\n\r\n</div>\r\n</div>\r\n</div>','DP world signs MOU with Maldivian government ','','inherit','open','open','','855-revision-v1','','','2015-03-22 19:05:55','2015-03-22 19:05:55','',855,'http://myseatime.com/blogadm/855-revision-v1/',0,'revision','',0,0),(858,1,'2015-03-22 19:06:33','2015-03-22 19:06:33','In a strengthening of ties between the UAE and the Maldives, global marine terminal operator DP World has signed a Memorandum of Understanding (MoU) with Maldivian government officials in Dubai for the development of the archipelago’s ports and logistics industry.\r\n\r\nThe meeting, which was attended by a Maldivian government delegation including Minister of Tourism Ahmed Adeeb, Minister of Economic Development Mohamed Saeed and Minister of Youth and Sports Mohamed Maleeh Jamal, and DP World Chairman HE Sultan Ahmed Bin Sulayem with other key company officials, provided an opportunity to highlight DP World’s global portfolio and expertise in assisting partners with the development of their infrastructure and transport networks.\r\n\r\nDP World Chairman HE Sultan Ahmed Bin Sulayem said:\r\n\r\n“The Maldives has been growing rapidly, driven largely by its tourism development. We are working with them to help diversify the economy through building infrastructure, logistics and transport links needed to make this happen.\r\n\r\n“The UAE has much experience and expertise in this area thanks to the vision of our leaders to explore new growth strategies. We are proud to share our expertise with the Maldives as they develop their capabilities in the global supply chain industry.”\r\n\r\nThe signing of the MoU is a result of several meetings over the last few months between DP World and the Maldivian government. These include discussions between HE Bin Sulayem and the President of the Maldives HE Abdulla Yameen Abdul Gayoom in July and September 2014.','DP world signs MOU with Maldivian government ','','inherit','open','open','','855-revision-v1','','','2015-03-22 19:06:33','2015-03-22 19:06:33','',855,'http://myseatime.com/blogadm/855-revision-v1/',0,'revision','',0,0),(859,3,'2015-03-24 14:26:22','2015-03-24 14:26:22','The unmatched track record and expertise that Wärtsilä has in LNG fuel solutions for the marine industry is again emphasised with the company’s launching of a new series of LNG Carrier ship designs. This series of designs is the latest addition to Wärtsilä’s ship design portfolio and is an important part of the company’s strategic programme under the theme “Taking Merchant Shipping into the Gas Age”.\r\n\r\nThe series comprises four vessel designs, the WSD59 3K, WSD59 6.5K, WSD55 12K, and WSD50 20K, all of which have been developed in close cooperation with customers to produce vessels that are appropriate for the global LNG infrastructure and applicable for both ocean going and inland water operations. In each case, fuel economy, performance guarantees, optional versions to meet specific needs, and the flexibility to choose particular features and solutions have been emphasised.\r\n\r\n“Wärtsilä Ship Design has an extensive reference list dating back to 2003 for vessel designs for LNG fuelled ships. The experience and know-how that has been built up during these 15 years has been utilised to develop this latest series of world class designs for LNG Carriers. The entire concept of these designs is to enable the lowest possible fuel consumption, to allow owners to select the ship design that exactly meets their needs, and to provide shipyards with the most convenient and cost effective packages possible,” says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Ship Power.\r\n\r\nMore than 4000 vessels have thus far been built based on Wärtsilä designs, including some of the world’s most advanced LNG powered ships. According to Mr Hägg; “Our ship designs consistently raise the bar for merchant shipping in terms of efficiency and environmental sustainability.”\r\n\r\nThe WSD59 3K design offers fuel consumption of 7.5 t/d at a service speed of 14 knots. The design draft is 4.75 metres. The fuel consumption for the WSD55 12K design vessels is 13.5 t/d at a service speed of 14.5 knots, making it the best in its class. The design draft is 6.2 metres. The fuel consumption for vessels based on the WSD50 20K design is also the best in its class at 18.1 t/d at a service speed of 15 knots. The WSD59 6.5K design offers a fuel consumption of 11.0 t/d at a speed of 13 knots. The design draft is 5.8 metres.\r\n\r\nThe new designs have been developed at the Wärtsilä Ship Design offices in China and Poland. They will be featured at the CMA Shipping conference and exhibition being held March 23 – 25 in Stamford, Connecticut, USA.','Wärtsilä new series of LNG Carrier designs','','publish','open','open','','wartsila-launches-new-series-of-lng-carrier-designs-as-shipping-moves-into-the-gas-age','','','2015-03-24 14:27:49','2015-03-24 14:27:49','',0,'http://myseatime.com/blogadm/?p=859',0,'post','',0,41),(860,1,'2015-03-24 14:26:01','2015-03-24 14:26:01','wartsilla.com','371_LNG carrier designs_opt','','inherit','open','open','','371_lng-carrier-designs_opt','','','2015-03-24 14:26:17','2015-03-24 14:26:17','',859,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/371_LNG-carrier-designs_opt.jpg',0,'attachment','image/jpeg',0,0),(861,1,'2015-03-24 14:26:22','2015-03-24 14:26:22','The unmatched track record and expertise that Wärtsilä has in LNG fuel solutions for the marine industry is again emphasised with the company’s launching of a new series of LNG Carrier ship designs. This series of designs is the latest addition to Wärtsilä’s ship design portfolio and is an important part of the company’s strategic programme under the theme “Taking Merchant Shipping into the Gas Age”.\r\n\r\nThe series comprises four vessel designs, the WSD59 3K, WSD59 6.5K, WSD55 12K, and WSD50 20K, all of which have been developed in close cooperation with customers to produce vessels that are appropriate for the global LNG infrastructure and applicable for both ocean going and inland water operations. In each case, fuel economy, performance guarantees, optional versions to meet specific needs, and the flexibility to choose particular features and solutions have been emphasised.\r\n\r\n“Wärtsilä Ship Design has an extensive reference list dating back to 2003 for vessel designs for LNG fuelled ships. The experience and know-how that has been built up during these 15 years has been utilised to develop this latest series of world class designs for LNG Carriers. The entire concept of these designs is to enable the lowest possible fuel consumption, to allow owners to select the ship design that exactly meets their needs, and to provide shipyards with the most convenient and cost effective packages possible,” says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Ship Power.\r\n\r\nMore than 4000 vessels have thus far been built based on Wärtsilä designs, including some of the world’s most advanced LNG powered ships. According to Mr Hägg; “Our ship designs consistently raise the bar for merchant shipping in terms of efficiency and environmental sustainability.”\r\n\r\nThe WSD59 3K design offers fuel consumption of 7.5 t/d at a service speed of 14 knots. The design draft is 4.75 metres. The fuel consumption for the WSD55 12K design vessels is 13.5 t/d at a service speed of 14.5 knots, making it the best in its class. The design draft is 6.2 metres. The fuel consumption for vessels based on the WSD50 20K design is also the best in its class at 18.1 t/d at a service speed of 15 knots. The WSD59 6.5K design offers a fuel consumption of 11.0 t/d at a speed of 13 knots. The design draft is 5.8 metres.\r\n\r\nThe new designs have been developed at the Wärtsilä Ship Design offices in China and Poland. They will be featured at the CMA Shipping conference and exhibition being held March 23 – 25 in Stamford, Connecticut, USA.','Wärtsilä launches new series of LNG Carrier designs as shipping moves into the gas age','','inherit','open','open','','859-revision-v1','','','2015-03-24 14:26:22','2015-03-24 14:26:22','',859,'http://myseatime.com/blogadm/859-revision-v1/',0,'revision','',0,0),(862,1,'2015-03-24 14:27:49','2015-03-24 14:27:49','The unmatched track record and expertise that Wärtsilä has in LNG fuel solutions for the marine industry is again emphasised with the company’s launching of a new series of LNG Carrier ship designs. This series of designs is the latest addition to Wärtsilä’s ship design portfolio and is an important part of the company’s strategic programme under the theme “Taking Merchant Shipping into the Gas Age”.\r\n\r\nThe series comprises four vessel designs, the WSD59 3K, WSD59 6.5K, WSD55 12K, and WSD50 20K, all of which have been developed in close cooperation with customers to produce vessels that are appropriate for the global LNG infrastructure and applicable for both ocean going and inland water operations. In each case, fuel economy, performance guarantees, optional versions to meet specific needs, and the flexibility to choose particular features and solutions have been emphasised.\r\n\r\n“Wärtsilä Ship Design has an extensive reference list dating back to 2003 for vessel designs for LNG fuelled ships. The experience and know-how that has been built up during these 15 years has been utilised to develop this latest series of world class designs for LNG Carriers. The entire concept of these designs is to enable the lowest possible fuel consumption, to allow owners to select the ship design that exactly meets their needs, and to provide shipyards with the most convenient and cost effective packages possible,” says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Ship Power.\r\n\r\nMore than 4000 vessels have thus far been built based on Wärtsilä designs, including some of the world’s most advanced LNG powered ships. According to Mr Hägg; “Our ship designs consistently raise the bar for merchant shipping in terms of efficiency and environmental sustainability.”\r\n\r\nThe WSD59 3K design offers fuel consumption of 7.5 t/d at a service speed of 14 knots. The design draft is 4.75 metres. The fuel consumption for the WSD55 12K design vessels is 13.5 t/d at a service speed of 14.5 knots, making it the best in its class. The design draft is 6.2 metres. The fuel consumption for vessels based on the WSD50 20K design is also the best in its class at 18.1 t/d at a service speed of 15 knots. The WSD59 6.5K design offers a fuel consumption of 11.0 t/d at a speed of 13 knots. The design draft is 5.8 metres.\r\n\r\nThe new designs have been developed at the Wärtsilä Ship Design offices in China and Poland. They will be featured at the CMA Shipping conference and exhibition being held March 23 – 25 in Stamford, Connecticut, USA.','Wärtsilä new series of LNG Carrier designs','','inherit','open','open','','859-revision-v1','','','2015-03-24 14:27:49','2015-03-24 14:27:49','',859,'http://myseatime.com/blogadm/859-revision-v1/',0,'revision','',0,0),(863,3,'2015-03-24 14:54:11','2015-03-24 14:54:11','Parmod Kumar, Master of the African Harrier, pleaded guilty today (23 March 2015) in the Tauranga District Court, to the charge under s40B of the Maritime Transport Act - the first person to be prosecuted since a change to the legislation in October 2013. He was fined $3,000.\r\n\r\nThe vessel was due to leave Tauranga yesterday (Sunday 22 March), but the Pilot expressed concern to Maritime NZ that the Master was under the influence of alcohol.\r\n\r\nAfter visiting the vessel and speaking to the Master and testing him with an onboard breath test kit, the Maritime NZ staff member asked the Police to test the man.\r\n\r\nA breath test at Tauranga Police Station showed the man had a breath alcohol level of 1229 micrograms per litre, almost five times the legal limit of 250mg/l, and the man was charged by the Police.\r\n\r\nMaritime NZ Director Keith Manch said the prosecution and sentence should send a strong message to the maritime industry.\r\n\r\n“This sort of conduct by the Master of a vessel cannot be tolerated,” he said. “This outcome is the result of good cooperation between the Port of Tauranga, the Pilot, Maritime NZ, and the Police.\r\n\r\n“The vast majority of Masters take their responsibilities very seriously but in this case it was clear that firm action was required.”\r\n\r\nimage(c)shipspotting.com/csaba','Drunk Master arrested in New Zealand','','publish','open','open','','drunk-master-arrested-in-new-zealand','','','2015-03-24 14:54:11','2015-03-24 14:54:11','',0,'http://myseatime.com/blogadm/?p=863',0,'post','',0,51),(864,1,'2015-03-24 14:52:45','2015-03-24 14:52:45','shipspotting.com/csaba','African Harrier_opt','','inherit','open','open','','african-harrier_opt','','','2015-03-24 14:53:17','2015-03-24 14:53:17','',863,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/African-Harrier_opt.jpg',0,'attachment','image/jpeg',0,0),(865,1,'2015-03-24 14:54:11','2015-03-24 14:54:11','Parmod Kumar, Master of the African Harrier, pleaded guilty today (23 March 2015) in the Tauranga District Court, to the charge under s40B of the Maritime Transport Act - the first person to be prosecuted since a change to the legislation in October 2013. He was fined $3,000.\r\n\r\nThe vessel was due to leave Tauranga yesterday (Sunday 22 March), but the Pilot expressed concern to Maritime NZ that the Master was under the influence of alcohol.\r\n\r\nAfter visiting the vessel and speaking to the Master and testing him with an onboard breath test kit, the Maritime NZ staff member asked the Police to test the man.\r\n\r\nA breath test at Tauranga Police Station showed the man had a breath alcohol level of 1229 micrograms per litre, almost five times the legal limit of 250mg/l, and the man was charged by the Police.\r\n\r\nMaritime NZ Director Keith Manch said the prosecution and sentence should send a strong message to the maritime industry.\r\n\r\n“This sort of conduct by the Master of a vessel cannot be tolerated,” he said. “This outcome is the result of good cooperation between the Port of Tauranga, the Pilot, Maritime NZ, and the Police.\r\n\r\n“The vast majority of Masters take their responsibilities very seriously but in this case it was clear that firm action was required.”\r\n\r\nimage(c)shipspotting.com/csaba','Drunk Master arrested in New Zealand','','inherit','open','open','','863-revision-v1','','','2015-03-24 14:54:11','2015-03-24 14:54:11','',863,'http://myseatime.com/blogadm/863-revision-v1/',0,'revision','',0,0),(866,3,'2015-03-25 04:25:01','2015-03-25 04:25:01','The fishing vessel industry fatality rate is 30 times higher than the average of all US industries. To address this, US legislation requires that all new fishing vessels bigger than 50 feet must be built to classification rules. DNV GL is the only classification society to develop rules specifically for the US domestic fishing fleet, addressing how fishing vessels are designed, built and maintained for safety.\r\n\r\n“The United States is the fifth largest fishing nation in the world, with approximately 110,000 commercial vessels. This means that there are more than a hundred thousand US fishermen who have their daily work in fishing vessels that often operate in harsh conditions and rough weather. All new vessels built to DNV GL’s class rules will be safer,” says Joar Bengaard who leads DNV GL’s initiative for US fishing vessels from the US HQ in Houston, Texas.\r\n\r\n<em>DNV GL is the only classification society to develop rules specifically for the US domestic fishing fleet, addressing how fishing vessels are designed, built and maintained for safety.</em>\r\n\r\nManaging risks effectively\r\n\r\n“We have studied the main risks for fishing vessels. They include lack of watertight subdivision and integrity, shifting loads, heavy nets, flooding, fires, icing, equipment failure and structural modifications. These are all addressed in our rules. We also know that time is money for a fishing vessel, so a clear priority has been to make sure the classification process is as effective, yet as unobtrusive as possible,” says Joar Bengaard.\r\n\r\nDNV GL is the world’s biggest classification society, and 13.000 vessels (including 1000 fishing vessels) worldwide are designed, built and maintained according to its specifications, or class rules. Regular classification rules and processes are designed for much bigger and more complex ships, such as tankers and containerships. DNV GL therefore decided to develop rules specific for US fishing vessels.\r\n\r\nSimplifying and optimizing the rules for smaller fishing vessels has been done in dialogue with the industry, looking at the entire process: Design reviews, quality approvals of equipment, surveys at yards and onboard the vessels, with an eye on achieving safety goals for the fishing vessel and its crew, as well as maintaining efficient operations.\r\n\r\n“When the US Congress mandated this requirement in 2010, a fishing vessel sank every third day. As part of the offshore and maritime cluster here in the US, we have since then worked with the US Coast Guard and the fishing vessel industry to effectively address the most important risks, while translating the industry’s experiences and concerns into effective rules that balance safety and cost considerations. We now look forward to further collaborate with an industry that is keen to improve its safety performance,” says Paal Johansen, DNV GL’s Regional Director, Americas.\r\n\r\nThe next step for DNV GL is to start an even broader dialogue with all the designers, yards, equipment manufacturers and fishing vessel operators to inform about the rules and listen to the concerns and questions they will have to the new requirements.','DNV GL introduces rules for US fishing vessels to increase safety','','publish','open','open','','dnv-gl-introduces-rules-for-us-fishing-vessels-to-increase-safety','','','2015-03-25 04:25:01','2015-03-25 04:25:01','',0,'http://myseatime.com/blogadm/?p=866',0,'post','',0,52),(867,1,'2015-03-25 04:24:29','2015-03-25 04:24:29','dnvgl.com','US-fishing-vessels','','inherit','open','open','','us-fishing-vessels-image-download_tcm8-21000_opt','','','2015-03-25 04:24:48','2015-03-25 04:24:48','',866,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/US-fishing-vessels-image-download_tcm8-21000_opt.jpg',0,'attachment','image/jpeg',0,0),(868,1,'2015-03-25 04:25:01','2015-03-25 04:25:01','The fishing vessel industry fatality rate is 30 times higher than the average of all US industries. To address this, US legislation requires that all new fishing vessels bigger than 50 feet must be built to classification rules. DNV GL is the only classification society to develop rules specifically for the US domestic fishing fleet, addressing how fishing vessels are designed, built and maintained for safety.\r\n\r\n“The United States is the fifth largest fishing nation in the world, with approximately 110,000 commercial vessels. This means that there are more than a hundred thousand US fishermen who have their daily work in fishing vessels that often operate in harsh conditions and rough weather. All new vessels built to DNV GL’s class rules will be safer,” says Joar Bengaard who leads DNV GL’s initiative for US fishing vessels from the US HQ in Houston, Texas.\r\n\r\n<em>DNV GL is the only classification society to develop rules specifically for the US domestic fishing fleet, addressing how fishing vessels are designed, built and maintained for safety.</em>\r\n\r\nManaging risks effectively\r\n\r\n“We have studied the main risks for fishing vessels. They include lack of watertight subdivision and integrity, shifting loads, heavy nets, flooding, fires, icing, equipment failure and structural modifications. These are all addressed in our rules. We also know that time is money for a fishing vessel, so a clear priority has been to make sure the classification process is as effective, yet as unobtrusive as possible,” says Joar Bengaard.\r\n\r\nDNV GL is the world’s biggest classification society, and 13.000 vessels (including 1000 fishing vessels) worldwide are designed, built and maintained according to its specifications, or class rules. Regular classification rules and processes are designed for much bigger and more complex ships, such as tankers and containerships. DNV GL therefore decided to develop rules specific for US fishing vessels.\r\n\r\nSimplifying and optimizing the rules for smaller fishing vessels has been done in dialogue with the industry, looking at the entire process: Design reviews, quality approvals of equipment, surveys at yards and onboard the vessels, with an eye on achieving safety goals for the fishing vessel and its crew, as well as maintaining efficient operations.\r\n\r\n“When the US Congress mandated this requirement in 2010, a fishing vessel sank every third day. As part of the offshore and maritime cluster here in the US, we have since then worked with the US Coast Guard and the fishing vessel industry to effectively address the most important risks, while translating the industry’s experiences and concerns into effective rules that balance safety and cost considerations. We now look forward to further collaborate with an industry that is keen to improve its safety performance,” says Paal Johansen, DNV GL’s Regional Director, Americas.\r\n\r\nThe next step for DNV GL is to start an even broader dialogue with all the designers, yards, equipment manufacturers and fishing vessel operators to inform about the rules and listen to the concerns and questions they will have to the new requirements.','DNV GL introduces rules for US fishing vessels to increase safety','','inherit','open','open','','866-revision-v1','','','2015-03-25 04:25:01','2015-03-25 04:25:01','',866,'http://myseatime.com/blogadm/866-revision-v1/',0,'revision','',0,0),(869,3,'2015-03-25 04:40:26','2015-03-25 04:40:26','NYK has decided to implement a new employment scheme in which Japanese seafarers will be engaged to work only on vessels and not within NYK’s offices.\r\n\r\nJapanese seafarers have traditionally been well regarded the world over for their teamwork and skills, generally developed through state-of-the-art education and training programs provided at renown maritime education institutions. And seafarers having specialized knowledge and skills are becoming more needed as NYK becomes more active in its LNG (liquefied natural gas) and offshore businesses.\r\n\r\nNYK is thus making this move to fill positions that will require seafarers with particular technical expertise. This new work-style will also allow Japanese seafarers to settle in areas of their choosing and contribute to local communities. The employment of several officers and engineers is currently scheduled to take place from April or October 2016.\r\n\r\nNYK will continue to secure and train technically advanced non-Japanese seafarers, who professionally man the bulk of NYK’s fleet and NYK will continue its efforts to enhance its employment methods to ensure stable transport services.','NYK to Implement New Employment Scheme for Japanese Seafarers','','publish','open','open','','nyk-to-implement-new-employment-scheme-for-japanese-seafarers','','','2015-03-25 04:40:26','2015-03-25 04:40:26','',0,'http://myseatime.com/blogadm/?p=869',0,'post','',0,49),(870,1,'2015-03-25 04:40:05','2015-03-25 04:40:05','nyk.com','NYK','','inherit','open','open','','nyk','','','2015-03-25 04:40:14','2015-03-25 04:40:14','',869,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/NYK.jpg',0,'attachment','image/jpeg',0,0),(871,1,'2015-03-25 04:40:26','2015-03-25 04:40:26','NYK has decided to implement a new employment scheme in which Japanese seafarers will be engaged to work only on vessels and not within NYK’s offices.\r\n\r\nJapanese seafarers have traditionally been well regarded the world over for their teamwork and skills, generally developed through state-of-the-art education and training programs provided at renown maritime education institutions. And seafarers having specialized knowledge and skills are becoming more needed as NYK becomes more active in its LNG (liquefied natural gas) and offshore businesses.\r\n\r\nNYK is thus making this move to fill positions that will require seafarers with particular technical expertise. This new work-style will also allow Japanese seafarers to settle in areas of their choosing and contribute to local communities. The employment of several officers and engineers is currently scheduled to take place from April or October 2016.\r\n\r\nNYK will continue to secure and train technically advanced non-Japanese seafarers, who professionally man the bulk of NYK’s fleet and NYK will continue its efforts to enhance its employment methods to ensure stable transport services.','NYK to Implement New Employment Scheme for Japanese Seafarers','','inherit','open','open','','869-revision-v1','','','2015-03-25 04:40:26','2015-03-25 04:40:26','',869,'http://myseatime.com/blogadm/869-revision-v1/',0,'revision','',0,0),(872,3,'2015-03-25 08:43:58','2015-03-25 08:43:58','The Maritime and Port Authority of Singapore (MPA) today unveiled new initiatives harnessing the use of mobile technology and wireless connectivity to enhance communications, productivity and crew welfare in the Port of Singapore.\r\n\r\nMr Andrew Tan, Chief Executive, MPA, said, \"<em>The maritime sector is undergoing significant transformation with smarter ships, just-in-time logistics and more intelligent ports being built. As a global hub port and leading International Maritime Centre, Singapore believes that it is well-positioned to leverage on the ongoing revolution in ICT, smart devices and Internet of Things (IoT). We envision a more inter-connected port with high-speed internet, extensive use of data analytics and innovative mobile solutions to enhance our port\'s overall competitiveness. This will benefit all users at the Port of Singapore.\"</em>\r\n\r\nMr Patrick Phoon, President, Singapore Shipping Association (SSA), added, <em>\"Shipping in Singapore is a round-the-clock business, with an ever-growing demand for timely, accurate information to make informed decisions fast and on-the-go. The SSA is pleased to support MPA\'s Smart Port initiatives as this collaboration is an important step for our vision for Maritime Singapore - it will revolutionise work processes, increase productivity, and equip us to be future ready!\"</em>\r\n\r\n<strong>4G broadband access in Singapore port waters for the maritime community</strong>\r\n\r\nTo address current limitations of high-speed broadband coverage in Singapore port waters, MPA is collaborating with M1 Limited (M1) to provide the maritime community with high bandwidth, low-cost, secured, and wireless 4G broadband access, with coverage up to 15 kilometres from the coastline. The M1 network will be available from today.\r\n\r\nMPA and M1 also inked today a Memorandum of Understanding to promote the adoption of 4G broadband coverage for vessels operating within Singapore\'s port waters. They will also work together on research and projects for test-bedding of new technologies that will further enhance the network coverage in the port waters and benefit the Singapore maritime community.\r\nFree WiFi services at MPA-managed terminals for members of the public\r\n\r\nThrough the extension of the Wireless@SG programme, MPA will be providing free, basic WiFi services at the Marina South Pier, Changi Point Ferry Terminal, and West Coast Pier for members of the public from 1 July this year. This will further enhance passenger experience and business operations at the terminals.\r\n\r\n<strong>Launch of myMaritime@SG mobile application for all</strong>\r\n\r\nIn another effort to enhance customer experience, MPA launched a new mobile application (app) \'myMaritime@SG\' today, for the maritime community and members of the public to conveniently access maritime information and services on their mobile phones.\r\n\r\nWith this app, port users can obtain the latest information on ship arrivals and departures, port and marine notices, tidal information, plan their shipping routes and carry out transactions at their convenience. Members of the public can also use the app to provide feedback to MPA.\r\n\r\nThe \'myMaritime@SG\' app is available on both iOS and Android mobile devices. The app is free and can be downloaded from iTunes App Store and Google Play Store. MPA will be making further enhancements to this app to include more applications when ready.','MPA unveils small port initiatives including 4G broadband access in Singapore waters','','publish','open','open','','mpa-unveils-small-port-initiatives-including-4g-broadband-access-in-singapore-waters','','','2015-03-25 14:37:18','2015-03-25 14:37:18','',0,'http://myseatime.com/blogadm/?p=872',0,'post','',0,46),(873,1,'2015-03-25 08:43:13','2015-03-25 08:43:13','mpa.gov.sg','MPA singapore','','inherit','open','open','','mpa-singapore','','','2015-03-25 08:43:26','2015-03-25 08:43:26','',872,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/MPA-singapore.jpg',0,'attachment','image/jpeg',0,0),(874,1,'2015-03-25 08:43:58','2015-03-25 08:43:58','The Maritime and Port Authority of Singapore (MPA) today unveiled new initiatives harnessing the use of mobile technology and wireless connectivity to enhance communications, productivity and crew welfare in the Port of Singapore.\r\n\r\nMr Andrew Tan, Chief Executive, MPA, said, \"The maritime sector is undergoing significant transformation with smarter ships, just-in-time logistics and more intelligent ports being built. As a global hub port and leading International Maritime Centre, Singapore believes that it is well-positioned to leverage on the ongoing revolution in ICT, smart devices and Internet of Things (IoT). We envision a more inter-connected port with high-speed internet, extensive use of data analytics and innovative mobile solutions to enhance our port\'s overall competitiveness. This will benefit all users at the Port of Singapore.\"\r\nMr Patrick Phoon, President, Singapore Shipping Association (SSA), added, \"Shipping in Singapore is a round-the-clock business, with an ever-growing demand for timely, accurate information to make informed decisions fast and on-the-go. The SSA is pleased to support MPA\'s Smart Port initiatives as this collaboration is an important step for our vision for Maritime Singapore - it will revolutionise work processes, increase productivity, and equip us to be future ready!\"\r\n4G broadband access in Singapore port waters for the maritime community\r\n\r\nTo address current limitations of high-speed broadband coverage in Singapore port waters, MPA is collaborating with M1 Limited (M1) to provide the maritime community with high bandwidth, low-cost, secured, and wireless 4G broadband access, with coverage up to 15 kilometres from the coastline. The M1 network will be available from today.\r\n\r\nMPA and M1 also inked today a Memorandum of Understanding to promote the adoption of 4G broadband coverage for vessels operating within Singapore\'s port waters. They will also work together on research and projects for test-bedding of new technologies that will further enhance the network coverage in the port waters and benefit the Singapore maritime community.\r\nFree WiFi services at MPA-managed terminals for members of the public\r\n\r\nThrough the extension of the Wireless@SG programme, MPA will be providing free, basic WiFi services at the Marina South Pier, Changi Point Ferry Terminal, and West Coast Pier for members of the public from 1 July this year. This will further enhance passenger experience and business operations at the terminals.\r\nLaunch of myMaritime@SG mobile application for all\r\n\r\nIn another effort to enhance customer experience, MPA launched a new mobile application (app) \'myMaritime@SG\' today, for the maritime community and members of the public to conveniently access maritime information and services on their mobile phones.\r\n\r\nWith this app, port users can obtain the latest information on ship arrivals and departures, port and marine notices, tidal information, plan their shipping routes and carry out transactions at their convenience. Members of the public can also use the app to provide feedback to MPA.\r\nThe \'myMaritime@SG\' app is available on both iOS and Android mobile devices. The app is free and can be downloaded from iTunes App Store and Google Play Store. MPA will be making further enhancements to this app to include more applications when ready.','MPA unveils small port initiatives including 4G broadband access in Singapore waters','','inherit','open','open','','872-revision-v1','','','2015-03-25 08:43:58','2015-03-25 08:43:58','',872,'http://myseatime.com/blogadm/872-revision-v1/',0,'revision','',0,0),(875,1,'2015-03-25 09:04:26','2015-03-25 09:04:26','The Maritime and Port Authority of Singapore (MPA) today unveiled new initiatives harnessing the use of mobile technology and wireless connectivity to enhance communications, productivity and crew welfare in the Port of Singapore.\n\nMr Andrew Tan, Chief Executive, MPA, said, \"The maritime sector is undergoing significant transformation with smarter ships, just-in-time logistics and more intelligent ports being built. As a global hub port and leading International Maritime Centre, Singapore believes that it is well-positioned to leverage on the ongoing revolution in ICT, smart devices and Internet of Things (IoT). We envision a more inter-connected port with high-speed internet, extensive use of data analytics and innovative mobile solutions to enhance our port\'s overall competitiveness. This will benefit all users at the Port of Singapore.\"\nMr Patrick Phoon, President, Singapore Shipping Association (SSA), added, \"Shipping in Singapore is a round-the-clock business, with an ever-growing demand for timely, accurate information to make informed decisions fast and on-the-go. The SSA is pleased to support MPA\'s Smart Port initiatives as this collaboration is an important step for our vision for Maritime Singapore - it will revolutionise work processes, increase productivity, and equip us to be future ready!\"\n\n<strong>4G broadband access in Singapore port waters for the maritime community</strong>\n\nTo address current limitations of high-speed broadband coverage in Singapore port waters, MPA is collaborating with M1 Limited (M1) to provide the maritime community with high bandwidth, low-cost, secured, and wireless 4G broadband access, with coverage up to 15 kilometres from the coastline. The M1 network will be available from today.\n\nMPA and M1 also inked today a Memorandum of Understanding to promote the adoption of 4G broadband coverage for vessels operating within Singapore\'s port waters. They will also work together on research and projects for test-bedding of new technologies that will further enhance the network coverage in the port waters and benefit the Singapore maritime community.\nFree WiFi services at MPA-managed terminals for members of the public\n\nThrough the extension of the Wireless@SG programme, MPA will be providing free, basic WiFi services at the Marina South Pier, Changi Point Ferry Terminal, and West Coast Pier for members of the public from 1 July this year. This will further enhance passenger experience and business operations at the terminals.\nLaunch of myMaritime@SG mobile application for all\n\nIn another effort to enhance customer experience, MPA launched a new mobile application (app) \'myMaritime@SG\' today, for the maritime community and members of the public to conveniently access maritime information and services on their mobile phones.\n\nWith this app, port users can obtain the latest information on ship arrivals and departures, port and marine notices, tidal information, plan their shipping routes and carry out transactions at their convenience. Members of the public can also use the app to provide feedback to MPA.\nThe \'myMaritime@SG\' app is available on both iOS and Android mobile devices. The app is free and can be downloaded from iTunes App Store and Google Play Store. MPA will be making further enhancements to this app to include more applications when ready.','MPA unveils small port initiatives including 4G broadband access in Singapore waters','','inherit','open','open','','872-autosave-v1','','','2015-03-25 09:04:26','2015-03-25 09:04:26','',872,'http://myseatime.com/blogadm/872-autosave-v1/',0,'revision','',0,0),(876,1,'2015-03-25 09:04:50','2015-03-25 09:04:50','The Maritime and Port Authority of Singapore (MPA) today unveiled new initiatives harnessing the use of mobile technology and wireless connectivity to enhance communications, productivity and crew welfare in the Port of Singapore.\r\n\r\nMr Andrew Tan, Chief Executive, MPA, said, \"The maritime sector is undergoing significant transformation with smarter ships, just-in-time logistics and more intelligent ports being built. As a global hub port and leading International Maritime Centre, Singapore believes that it is well-positioned to leverage on the ongoing revolution in ICT, smart devices and Internet of Things (IoT). We envision a more inter-connected port with high-speed internet, extensive use of data analytics and innovative mobile solutions to enhance our port\'s overall competitiveness. This will benefit all users at the Port of Singapore.\"\r\nMr Patrick Phoon, President, Singapore Shipping Association (SSA), added, \"Shipping in Singapore is a round-the-clock business, with an ever-growing demand for timely, accurate information to make informed decisions fast and on-the-go. The SSA is pleased to support MPA\'s Smart Port initiatives as this collaboration is an important step for our vision for Maritime Singapore - it will revolutionise work processes, increase productivity, and equip us to be future ready!\"\r\n\r\n<strong>4G broadband access in Singapore port waters for the maritime community</strong>\r\n\r\nTo address current limitations of high-speed broadband coverage in Singapore port waters, MPA is collaborating with M1 Limited (M1) to provide the maritime community with high bandwidth, low-cost, secured, and wireless 4G broadband access, with coverage up to 15 kilometres from the coastline. The M1 network will be available from today.\r\n\r\nMPA and M1 also inked today a Memorandum of Understanding to promote the adoption of 4G broadband coverage for vessels operating within Singapore\'s port waters. They will also work together on research and projects for test-bedding of new technologies that will further enhance the network coverage in the port waters and benefit the Singapore maritime community.\r\nFree WiFi services at MPA-managed terminals for members of the public\r\n\r\nThrough the extension of the Wireless@SG programme, MPA will be providing free, basic WiFi services at the Marina South Pier, Changi Point Ferry Terminal, and West Coast Pier for members of the public from 1 July this year. This will further enhance passenger experience and business operations at the terminals.\r\n\r\n<strong>Launch of myMaritime@SG mobile application for all</strong>\r\n\r\nIn another effort to enhance customer experience, MPA launched a new mobile application (app) \'myMaritime@SG\' today, for the maritime community and members of the public to conveniently access maritime information and services on their mobile phones.\r\n\r\nWith this app, port users can obtain the latest information on ship arrivals and departures, port and marine notices, tidal information, plan their shipping routes and carry out transactions at their convenience. Members of the public can also use the app to provide feedback to MPA.\r\nThe \'myMaritime@SG\' app is available on both iOS and Android mobile devices. The app is free and can be downloaded from iTunes App Store and Google Play Store. MPA will be making further enhancements to this app to include more applications when ready.','MPA unveils small port initiatives including 4G broadband access in Singapore waters','','inherit','open','open','','872-revision-v1','','','2015-03-25 09:04:50','2015-03-25 09:04:50','',872,'http://myseatime.com/blogadm/872-revision-v1/',0,'revision','',0,0),(877,1,'2015-03-25 09:05:42','2015-03-25 09:05:42','The Maritime and Port Authority of Singapore (MPA) today unveiled new initiatives harnessing the use of mobile technology and wireless connectivity to enhance communications, productivity and crew welfare in the Port of Singapore.\r\n\r\nMr Andrew Tan, Chief Executive, MPA, said, \"<em>The maritime sector is undergoing significant transformation with smarter ships, just-in-time logistics and more intelligent ports being built. As a global hub port and leading International Maritime Centre, Singapore believes that it is well-positioned to leverage on the ongoing revolution in ICT, smart devices and Internet of Things (IoT). We envision a more inter-connected port with high-speed internet, extensive use of data analytics and innovative mobile solutions to enhance our port\'s overall competitiveness. This will benefit all users at the Port of Singapore.\"</em>\r\nMr Patrick Phoon, President, Singapore Shipping Association (SSA), added, <em>\"Shipping in Singapore is a round-the-clock business, with an ever-growing demand for timely, accurate information to make informed decisions fast and on-the-go. The SSA is pleased to support MPA\'s Smart Port initiatives as this collaboration is an important step for our vision for Maritime Singapore - it will revolutionise work processes, increase productivity, and equip us to be future ready!\"</em>\r\n\r\n<strong>4G broadband access in Singapore port waters for the maritime community</strong>\r\n\r\nTo address current limitations of high-speed broadband coverage in Singapore port waters, MPA is collaborating with M1 Limited (M1) to provide the maritime community with high bandwidth, low-cost, secured, and wireless 4G broadband access, with coverage up to 15 kilometres from the coastline. The M1 network will be available from today.\r\n\r\nMPA and M1 also inked today a Memorandum of Understanding to promote the adoption of 4G broadband coverage for vessels operating within Singapore\'s port waters. They will also work together on research and projects for test-bedding of new technologies that will further enhance the network coverage in the port waters and benefit the Singapore maritime community.\r\nFree WiFi services at MPA-managed terminals for members of the public\r\n\r\nThrough the extension of the Wireless@SG programme, MPA will be providing free, basic WiFi services at the Marina South Pier, Changi Point Ferry Terminal, and West Coast Pier for members of the public from 1 July this year. This will further enhance passenger experience and business operations at the terminals.\r\n\r\n<strong>Launch of myMaritime@SG mobile application for all</strong>\r\n\r\nIn another effort to enhance customer experience, MPA launched a new mobile application (app) \'myMaritime@SG\' today, for the maritime community and members of the public to conveniently access maritime information and services on their mobile phones.\r\n\r\nWith this app, port users can obtain the latest information on ship arrivals and departures, port and marine notices, tidal information, plan their shipping routes and carry out transactions at their convenience. Members of the public can also use the app to provide feedback to MPA.\r\n\r\nThe \'myMaritime@SG\' app is available on both iOS and Android mobile devices. The app is free and can be downloaded from iTunes App Store and Google Play Store. MPA will be making further enhancements to this app to include more applications when ready.','MPA unveils small port initiatives including 4G broadband access in Singapore waters','','inherit','open','open','','872-revision-v1','','','2015-03-25 09:05:42','2015-03-25 09:05:42','',872,'http://myseatime.com/blogadm/872-revision-v1/',0,'revision','',0,0),(878,3,'2015-03-25 18:41:45','2015-03-25 18:41:45','Coast Guard crews have suspended their search for a man who reportedly went overboard from a cruise ship 22 nautical miles south of Marathon, Florida, Sunday.\r\n\r\nFrank Slippo, 43, hometown unknown, reportedly went overboard from the 12th deck balcony of Royal Caribbean International\'s Liberty of the Seas cruise ship late Sunday night.\r\n\r\nCoast Guard Sector Key West watchstanders were notified by the cruise ship and launched an intense 3-day search for the missing passenger. The search was suspended after more than 57 hours looking for Mr. Slippo.\r\n\r\n\"Our heartfelt thoughts and prayers go out to the family and friends of Mr. Slippo during this very difficult time. Unfortunately, despite our best efforts and an exhaustive search, our crews were unable to locate him,\" said Capt. Todd Coggeshall, Chief of Response Management for the Coast Guard 7th District.\r\n\r\nCoast Guard crews covered a search area of 1,734 square nautical miles.\r\n\r\nCoast Guard assets involved in the search included:\r\n<ul>\r\n	<li>Coast Guard Station Marathon smallboat crews</li>\r\n	<li>Coast Guard Station Islamorada smallboat crews</li>\r\n	<li>Coast Guard Cutter Charles Sexton</li>\r\n	<li>Coast Guard Cutter Crocodile</li>\r\n	<li>Coast Guard Air Station Miami MH-65 Dolphin rescue helicopter crews and HC-144 Ocean Sentry aircraft crews.</li>\r\n	<li>Coast Guard Air Station Clearwater MH-60 Jayhawk rescue helicopter crews</li>\r\n</ul>','Search for missing cruise ship passenger suspended','','publish','open','open','','search-for-missing-cruise-ship-passenger-suspended','','','2015-03-25 18:41:45','2015-03-25 18:41:45','',0,'http://myseatime.com/blogadm/?p=878',0,'post','',0,34),(879,1,'2015-03-25 18:41:25','2015-03-25 18:41:25','commons.wikimedia.com/Rolf H.','Liberty_of_the_Seas_(ship,_2007)_001_opt','','inherit','open','open','','liberty_of_the_seas_ship_2007_001_opt','','','2015-03-25 18:41:39','2015-03-25 18:41:39','',878,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Liberty_of_the_Seas_ship_2007_001_opt.jpg',0,'attachment','image/jpeg',0,0),(880,1,'2015-03-25 18:41:45','2015-03-25 18:41:45','Coast Guard crews have suspended their search for a man who reportedly went overboard from a cruise ship 22 nautical miles south of Marathon, Florida, Sunday.\r\n\r\nFrank Slippo, 43, hometown unknown, reportedly went overboard from the 12th deck balcony of Royal Caribbean International\'s Liberty of the Seas cruise ship late Sunday night.\r\n\r\nCoast Guard Sector Key West watchstanders were notified by the cruise ship and launched an intense 3-day search for the missing passenger. The search was suspended after more than 57 hours looking for Mr. Slippo.\r\n\r\n\"Our heartfelt thoughts and prayers go out to the family and friends of Mr. Slippo during this very difficult time. Unfortunately, despite our best efforts and an exhaustive search, our crews were unable to locate him,\" said Capt. Todd Coggeshall, Chief of Response Management for the Coast Guard 7th District.\r\n\r\nCoast Guard crews covered a search area of 1,734 square nautical miles.\r\n\r\nCoast Guard assets involved in the search included:\r\n<ul>\r\n	<li>Coast Guard Station Marathon smallboat crews</li>\r\n	<li>Coast Guard Station Islamorada smallboat crews</li>\r\n	<li>Coast Guard Cutter Charles Sexton</li>\r\n	<li>Coast Guard Cutter Crocodile</li>\r\n	<li>Coast Guard Air Station Miami MH-65 Dolphin rescue helicopter crews and HC-144 Ocean Sentry aircraft crews.</li>\r\n	<li>Coast Guard Air Station Clearwater MH-60 Jayhawk rescue helicopter crews</li>\r\n</ul>','Search for missing cruise ship passenger suspended','','inherit','open','open','','878-revision-v1','','','2015-03-25 18:41:45','2015-03-25 18:41:45','',878,'http://myseatime.com/blogadm/878-revision-v1/',0,'revision','',0,0),(881,1,'2015-03-26 12:06:40','2015-03-26 12:06:40','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','','inherit','open','open','','584-revision-v1','','','2015-03-26 12:06:40','2015-03-26 12:06:40','',584,'http://myseatime.com/blogadm/584-revision-v1/',0,'revision','',0,0),(882,3,'2015-03-27 19:07:41','2015-03-27 19:07:41','Carnival Corporation, the world\'s largest travel and leisure company, today signed two strategic memorandums of agreement that will add a total of nine new cruise ships to the company\'s industry-leading fleet over a four-year period from 2019 - 2022. The shipbuilding agreements, which include options for additional ship builds in the coming years, are subject to several conditions, including satisfactory financing.\r\n\r\nItalian shipbuilder Fincantieri S.p.A and German shipbuilder Meyer Werft will each build new ships based on Carnival Corporation\'s next-generation ship designs, which will produce the most efficient ships in the company\'s history. The new ships are expected to serve established cruise markets in North America and Europe, as well as newer markets, including China. Each new ship will be specifically designed and developed for the brand and guests it will serve, and support the company\'s overall goal of exceeding guest expectations and further elevating every aspect of the guest experience.\r\n\r\n\"We\'re excited to take this next step in our fleet enhancement plan with these two new agreements that are consistent with our long-term strategy of measured capacity growth over time,\" said Arnold Donald, president and CEO of Carnival Corporation. \"Our goal as a company is to exceed the expectations of every guest on every ship every day, and these new ships will further enable us to do just that. These will be the most efficient ships we have ever built and the great guest experience will create even more excitement around cruising – helping new cruisers realize the superior vacation experience and value that cruising offers versus land-based vacations.\"\r\n\r\nFincantieri, the world\'s largest cruise ship building company, will develop and construct five ships at its shipyards in Monfalcone and Marghera, Italy.\r\n\r\n\"I am extremely proud on this truly memorable day for us. Today\'s announcement provides us with a long-term strategic prospective, and reinforces the extraordinary partnership between us and Carnival Corporation, developed over time thanks to the confidence the group has always shown in us, which we assure will be once again well placed,\" said Giuseppe Bono, CEO of Fincantieri. \"This agreement reflects the exceptional business vision of the world\'s most important cruise operator, and our readiness and flexibility in interpreting its demands.\"\r\n\r\nBono added, \"This agreement is the best reward for our hard work over all these years, and in fact, our organizational, design and production skills have allowed us to consolidate our market leadership, confirming us at the top of such an exclusive and complex industry.\"\r\n\r\nMeyer Werft, a leading global shipbuilder founded in Germany in 1795, will build its four ships at its shipyards in Papenburg, Germany, and Turku, Finland. Now in its seventh generation of family ownership, Meyer Werft has become well known for constructing large, modern and sophisticated cruise ships, including 39 luxury ships the company has built for its customers around the world.\r\n\r\nBernard Meyer, managing partner of Meyer Werft, said, \"We are very happy and honored that Carnival Corporation trusts our strength to bring this ambitious newbuilding program to life in Turku and Papenburg.\"\r\n\r\nAs part of each company\'s long-term strategic partnership with Carnival Corporation, additional new ship orders are being explored over the coming decade.\r\n\r\nAdditional information on Carnival Corporation\'s cruise ship design, and which of the company\'s nine leading global brands will add these next-generation vessels to their fleets will be made available at a later date.\r\n\r\nCarnival Corporation\'s fleet enhancement strategy will add two new ships to its fleet in 2015 and remove four ships from the fleet. P&amp;O Cruises UK officially launched Britannia, the largest ship ever designed exclusively for Britain, in a majestic naming ceremony earlier this month. Later this year, the AIDA Cruises fleet will welcome AIDAprima, which is expected to be one of the most technically advanced and sustainable cruise ships ever built.\r\n\r\nIn addition to these new ships, Carnival Corporation continues to enhance its guest experience on existing ships. The overall fleet enhancement strategy combines new ship builds with an ongoing program to further elevate guest experience across the company\'s existing fleet and nine brands.','Carnival corporation to add nine cruise ships by 2022','','publish','open','open','','carnival-corporation-to-add-nine-cruise-ships-by-2022','','','2015-03-27 19:07:41','2015-03-27 19:07:41','',0,'http://myseatime.com/blogadm/?p=882',0,'post','',0,37),(883,1,'2015-03-27 19:06:28','2015-03-27 19:06:28','Thomas doerfer (Own work) [CC BY 3.0 (http://creativecommons.org/licenses/by/3.0)], via Wikimedia Commons','Carnival_Magic_in_Venedig','','inherit','open','open','','carnival_magic_in_venedig','','','2015-03-27 19:07:11','2015-03-27 19:07:11','',882,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Carnival_Magic_in_Venedig.jpg',0,'attachment','image/jpeg',0,0),(884,1,'2015-03-27 19:07:41','2015-03-27 19:07:41','Carnival Corporation, the world\'s largest travel and leisure company, today signed two strategic memorandums of agreement that will add a total of nine new cruise ships to the company\'s industry-leading fleet over a four-year period from 2019 - 2022. The shipbuilding agreements, which include options for additional ship builds in the coming years, are subject to several conditions, including satisfactory financing.\r\n\r\nItalian shipbuilder Fincantieri S.p.A and German shipbuilder Meyer Werft will each build new ships based on Carnival Corporation\'s next-generation ship designs, which will produce the most efficient ships in the company\'s history. The new ships are expected to serve established cruise markets in North America and Europe, as well as newer markets, including China. Each new ship will be specifically designed and developed for the brand and guests it will serve, and support the company\'s overall goal of exceeding guest expectations and further elevating every aspect of the guest experience.\r\n\r\n\"We\'re excited to take this next step in our fleet enhancement plan with these two new agreements that are consistent with our long-term strategy of measured capacity growth over time,\" said Arnold Donald, president and CEO of Carnival Corporation. \"Our goal as a company is to exceed the expectations of every guest on every ship every day, and these new ships will further enable us to do just that. These will be the most efficient ships we have ever built and the great guest experience will create even more excitement around cruising – helping new cruisers realize the superior vacation experience and value that cruising offers versus land-based vacations.\"\r\n\r\nFincantieri, the world\'s largest cruise ship building company, will develop and construct five ships at its shipyards in Monfalcone and Marghera, Italy.\r\n\r\n\"I am extremely proud on this truly memorable day for us. Today\'s announcement provides us with a long-term strategic prospective, and reinforces the extraordinary partnership between us and Carnival Corporation, developed over time thanks to the confidence the group has always shown in us, which we assure will be once again well placed,\" said Giuseppe Bono, CEO of Fincantieri. \"This agreement reflects the exceptional business vision of the world\'s most important cruise operator, and our readiness and flexibility in interpreting its demands.\"\r\n\r\nBono added, \"This agreement is the best reward for our hard work over all these years, and in fact, our organizational, design and production skills have allowed us to consolidate our market leadership, confirming us at the top of such an exclusive and complex industry.\"\r\n\r\nMeyer Werft, a leading global shipbuilder founded in Germany in 1795, will build its four ships at its shipyards in Papenburg, Germany, and Turku, Finland. Now in its seventh generation of family ownership, Meyer Werft has become well known for constructing large, modern and sophisticated cruise ships, including 39 luxury ships the company has built for its customers around the world.\r\n\r\nBernard Meyer, managing partner of Meyer Werft, said, \"We are very happy and honored that Carnival Corporation trusts our strength to bring this ambitious newbuilding program to life in Turku and Papenburg.\"\r\n\r\nAs part of each company\'s long-term strategic partnership with Carnival Corporation, additional new ship orders are being explored over the coming decade.\r\n\r\nAdditional information on Carnival Corporation\'s cruise ship design, and which of the company\'s nine leading global brands will add these next-generation vessels to their fleets will be made available at a later date.\r\n\r\nCarnival Corporation\'s fleet enhancement strategy will add two new ships to its fleet in 2015 and remove four ships from the fleet. P&amp;O Cruises UK officially launched Britannia, the largest ship ever designed exclusively for Britain, in a majestic naming ceremony earlier this month. Later this year, the AIDA Cruises fleet will welcome AIDAprima, which is expected to be one of the most technically advanced and sustainable cruise ships ever built.\r\n\r\nIn addition to these new ships, Carnival Corporation continues to enhance its guest experience on existing ships. The overall fleet enhancement strategy combines new ship builds with an ongoing program to further elevate guest experience across the company\'s existing fleet and nine brands.','Carnival corporation to add nine cruise ships by 2022','','inherit','open','open','','882-revision-v1','','','2015-03-27 19:07:41','2015-03-27 19:07:41','',882,'http://myseatime.com/blogadm/882-revision-v1/',0,'revision','',0,0),(885,3,'2015-03-27 19:18:49','2015-03-27 19:18:49','Today, Maersk Line signed a new building order with COSCO Shipyard Co., Ltd in Zhoushan China. The order is for seven (7) 3,600 TEU (twenty-foot equivalent) container vessels. The vessels will have a length of 200 meters (m), width of 35.2m, and a 10m draft. COSCO Shipyard and Maersk Line have agreed to keep the price confidential.\r\n\r\nThe order is the first step in the investment programme announced by Maersk Line. Over the next five years USD 15 billion will go into vessel new building, retrofit programme, containers and other equipment. Hereby, Maersk Line will be able to add capacity in line with growth in global container shipping demand as well as replace less efficient chartered tonnage.\r\n\r\n“I am very happy to announce this new order and the first in our investment programme. Our strategy is to grow with the market and to do so we need new vessels from 2017,” says Søren Toft, COO in Maersk Line. “We expect to place additional orders during 2015.”\r\n\r\nMaersk Line has ordered the vessels for Seago Line, its fully-owned container shipping line dedicated to short-sea services in Europe and throughout the Mediterranean region.\r\n\r\nThe vessels, built to trade in Northern Europe through sea ice, will achieve unprecedented economies of scale. They will provide Seago Line short-sea and feeder customers with competitive services, also in the winter.\r\n\r\nSeago Line will deploy the vessels in the Baltic and North Sea regions. They will replace several container vessels, half the size or less of the new buildings. The vessels will sail on marine gas oil (MGO). They are therefore compliant with the SOx (Sulphur oxides) emission limits, which went into force 1 January 2015, creating the ECA (Emission Control Area) zone in Northern Europe.\r\n\r\nThe vessels will be delivered in April - November 2017. The order includes an option for two (2) additional vessels to be declared within eight (8) months.\r\n\r\nIt is the first time, that Maersk Line places a new building order with COSCO Shipyard. It is also the first time the shipyard will build container vessels. However, the Maersk Group has worked with COSCO Shipbuilding Group in the past. Maersk Line also uses the shipyard for vessel retrofits and dry docking.\r\n\r\n“I am very confident that COSCO Shipyard, with their solid shipbuilding experience and a good track record will deliver high quality and fuel efficient vessels,” says Søren Toft.','Maersk Line orders seven ice-class container vessels','','publish','open','open','','maersk-line-orders-seven-ice-class-container-vessels','','','2015-03-27 19:18:49','2015-03-27 19:18:49','',0,'http://myseatime.com/blogadm/?p=885',0,'post','',0,47),(886,1,'2015-03-27 19:18:19','2015-03-27 19:18:19','By Tvabutzku1234 (Own work) [Public domain], via Wikimedia Commons','Container_ship_Maersk','','inherit','open','open','','container_ship_maersk','','','2015-03-27 19:18:27','2015-03-27 19:18:27','',885,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Container_ship_Maersk.jpg',0,'attachment','image/jpeg',0,0),(887,1,'2015-03-27 19:18:49','2015-03-27 19:18:49','Today, Maersk Line signed a new building order with COSCO Shipyard Co., Ltd in Zhoushan China. The order is for seven (7) 3,600 TEU (twenty-foot equivalent) container vessels. The vessels will have a length of 200 meters (m), width of 35.2m, and a 10m draft. COSCO Shipyard and Maersk Line have agreed to keep the price confidential.\r\n\r\nThe order is the first step in the investment programme announced by Maersk Line. Over the next five years USD 15 billion will go into vessel new building, retrofit programme, containers and other equipment. Hereby, Maersk Line will be able to add capacity in line with growth in global container shipping demand as well as replace less efficient chartered tonnage.\r\n\r\n“I am very happy to announce this new order and the first in our investment programme. Our strategy is to grow with the market and to do so we need new vessels from 2017,” says Søren Toft, COO in Maersk Line. “We expect to place additional orders during 2015.”\r\n\r\nMaersk Line has ordered the vessels for Seago Line, its fully-owned container shipping line dedicated to short-sea services in Europe and throughout the Mediterranean region.\r\n\r\nThe vessels, built to trade in Northern Europe through sea ice, will achieve unprecedented economies of scale. They will provide Seago Line short-sea and feeder customers with competitive services, also in the winter.\r\n\r\nSeago Line will deploy the vessels in the Baltic and North Sea regions. They will replace several container vessels, half the size or less of the new buildings. The vessels will sail on marine gas oil (MGO). They are therefore compliant with the SOx (Sulphur oxides) emission limits, which went into force 1 January 2015, creating the ECA (Emission Control Area) zone in Northern Europe.\r\n\r\nThe vessels will be delivered in April - November 2017. The order includes an option for two (2) additional vessels to be declared within eight (8) months.\r\n\r\nIt is the first time, that Maersk Line places a new building order with COSCO Shipyard. It is also the first time the shipyard will build container vessels. However, the Maersk Group has worked with COSCO Shipbuilding Group in the past. Maersk Line also uses the shipyard for vessel retrofits and dry docking.\r\n\r\n“I am very confident that COSCO Shipyard, with their solid shipbuilding experience and a good track record will deliver high quality and fuel efficient vessels,” says Søren Toft.','Maersk Line orders seven ice-class container vessels','','inherit','open','open','','885-revision-v1','','','2015-03-27 19:18:49','2015-03-27 19:18:49','',885,'http://myseatime.com/blogadm/885-revision-v1/',0,'revision','',0,0),(888,3,'2015-03-27 19:48:19','2015-03-27 19:48:19','Ships and offshore structures are increasingly dependent on programmable control systems. These integrated and networked solutions provide an ever-larger target for cyber threats. Cybersecurity in the maritime and offshore industry was also up for discussion at this year’s CMA Shipping event during a session with the US Coast Guard, ship owners and class representatives.\r\n\r\nIn the past, critical network segments onboard vessels used to be kept isolated. This has changed a lot recently. “Ships and offshore structures are becoming more and more interconnected,” said Tor E. Svensen, CEO DNV GL - Maritime, when taking the stage at this year’s CMA (Connecticut Maritime Association) event in Stamford, CT. “In theory, all programmable components may be exposed to cyber threats, be it machinery, navigation or communication systems.”\r\n\r\n“This is a weak spot,” says Svensen. “There are many ways something can go wrong with the systems or software – be it caused by technical or human error, or cyber criminals.” According to Svensen, cyber-attacks pose an additional risk of someone with evil intent exploiting already existing vulnerabilities. The industry has seen its first cyber events, e.g. the manipulation of AIS, ECDIS and GPS data. Just last year, more than 50 cyber security incidents were detected in the Norwegian energy and oil and gas sector.\r\n\r\nThere is already a lot that can be done today to improve protection against cyber-attacks: “At DNV GL, we have always favored a risk-based approach and also advocate this to reduce cyber risks,” Svensen said. He also recommended that asset owners and operators should consider cybersecurity self-assessments, third-party assessments, audits, testing and verification, and suggested that such requirements could also be implemented into future regulations.\r\n\r\nCybersecurity audits or “health checks” are starting points. With a combination of so-called Hardware In-the-Loop (HIL) and cybersecurity testing, DNV GL’s Marine Cybernetics unit offers tests addressing typical threats such as network storms and penetrations, password attacks, disconnections and communication failures.\r\n\r\nFocusing on the integration of software dependent systems, DNV GL introduced its own Integrated Software Dependent Systems (ISDS) standard in 2009. Originally developed for the offshore industry and enhanced ever since, ISDS helps ensure that the integrated and stand-alone control-systems of a vessel perform reliably and safely. ISDS requirements are ensuring quality control throughout the development process, which means the resulting systems are more robust by design.\r\n\r\n“If you have already taken care of software integrity, installed data protection and assessed the risks e.g. with HIL testing or ISDS, you are in a good position to take the next step in improving cybersecurity.”\r\n\r\nDNV GL has long-standing experience and a dedicated service portfolio addressing risks related to integrated information systems and also consults organizations such as the US Coast Guard (USCG) on building a regulatory framework. Just recently, DNV GL has provided comments to the USCG on \"Guidance on Maritime Cybersecurity Standards,\" drawing on DNV GL\'s competence and cross industry cyber security knowledge in the Maritime, Oil &amp; Gas and Energy industries. “If regulating authorities such as the USCG define cybersecurity requirements, DNV GL is well positioned to contribute to regulations, and to establish rules, class notations, recommended practices and guidelines,” Tor E. Svensen promised.','CMA Shipping 2015: DNV GL addresses cybersecurity risks','','publish','open','open','','cma-shipping-2015-dnv-gl-addresses-cybersecurity-risks','','','2015-03-27 19:48:19','2015-03-27 19:48:19','',0,'http://myseatime.com/blogadm/?p=888',0,'post','',0,48),(889,1,'2015-03-27 19:47:31','2015-03-27 19:47:31','www.dnggl.com (CEO Tor E. Svensen)','Svensen_Tor_DNVGL_6050_download_tcm8-21342_opt','','inherit','open','open','','svensen_tor_dnvgl_6050_download_tcm8-21342_opt','','','2015-03-27 19:48:12','2015-03-27 19:48:12','',888,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Svensen_Tor_DNVGL_6050_download_tcm8-21342_opt.jpg',0,'attachment','image/jpeg',0,0),(890,1,'2015-03-27 19:48:19','2015-03-27 19:48:19','Ships and offshore structures are increasingly dependent on programmable control systems. These integrated and networked solutions provide an ever-larger target for cyber threats. Cybersecurity in the maritime and offshore industry was also up for discussion at this year’s CMA Shipping event during a session with the US Coast Guard, ship owners and class representatives.\r\n\r\nIn the past, critical network segments onboard vessels used to be kept isolated. This has changed a lot recently. “Ships and offshore structures are becoming more and more interconnected,” said Tor E. Svensen, CEO DNV GL - Maritime, when taking the stage at this year’s CMA (Connecticut Maritime Association) event in Stamford, CT. “In theory, all programmable components may be exposed to cyber threats, be it machinery, navigation or communication systems.”\r\n\r\n“This is a weak spot,” says Svensen. “There are many ways something can go wrong with the systems or software – be it caused by technical or human error, or cyber criminals.” According to Svensen, cyber-attacks pose an additional risk of someone with evil intent exploiting already existing vulnerabilities. The industry has seen its first cyber events, e.g. the manipulation of AIS, ECDIS and GPS data. Just last year, more than 50 cyber security incidents were detected in the Norwegian energy and oil and gas sector.\r\n\r\nThere is already a lot that can be done today to improve protection against cyber-attacks: “At DNV GL, we have always favored a risk-based approach and also advocate this to reduce cyber risks,” Svensen said. He also recommended that asset owners and operators should consider cybersecurity self-assessments, third-party assessments, audits, testing and verification, and suggested that such requirements could also be implemented into future regulations.\r\n\r\nCybersecurity audits or “health checks” are starting points. With a combination of so-called Hardware In-the-Loop (HIL) and cybersecurity testing, DNV GL’s Marine Cybernetics unit offers tests addressing typical threats such as network storms and penetrations, password attacks, disconnections and communication failures.\r\n\r\nFocusing on the integration of software dependent systems, DNV GL introduced its own Integrated Software Dependent Systems (ISDS) standard in 2009. Originally developed for the offshore industry and enhanced ever since, ISDS helps ensure that the integrated and stand-alone control-systems of a vessel perform reliably and safely. ISDS requirements are ensuring quality control throughout the development process, which means the resulting systems are more robust by design.\r\n\r\n“If you have already taken care of software integrity, installed data protection and assessed the risks e.g. with HIL testing or ISDS, you are in a good position to take the next step in improving cybersecurity.”\r\n\r\nDNV GL has long-standing experience and a dedicated service portfolio addressing risks related to integrated information systems and also consults organizations such as the US Coast Guard (USCG) on building a regulatory framework. Just recently, DNV GL has provided comments to the USCG on \"Guidance on Maritime Cybersecurity Standards,\" drawing on DNV GL\'s competence and cross industry cyber security knowledge in the Maritime, Oil &amp; Gas and Energy industries. “If regulating authorities such as the USCG define cybersecurity requirements, DNV GL is well positioned to contribute to regulations, and to establish rules, class notations, recommended practices and guidelines,” Tor E. Svensen promised.','CMA Shipping 2015: DNV GL addresses cybersecurity risks','','inherit','open','open','','888-revision-v1','','','2015-03-27 19:48:19','2015-03-27 19:48:19','',888,'http://myseatime.com/blogadm/888-revision-v1/',0,'revision','',0,0),(891,3,'2015-03-27 20:05:49','2015-03-27 20:05:49','Global dry cargo demand growth, forecast at 5% per annum from 2016 to 2019, to be offset by falling project cargo volumes over the next twelve to eighteen months, according to the latest edition of the <i>Multipurpose Shipping Market Review and Forecaster</i>, published by Drewry Maritime Research.\r\n\r\n<i>\"The fall in oil prices, coupled with growing demand and a diminishing fleet should be good news for the multipurpose shipping sector. However, it appears that the flipside of lower bunker prices is a global decline in oil and gas investment projects. There have already been reports of fewer project cargoes available for the multipurpose fleet to carry as project investment has started to slow\"</i>, comments Susan Oatway, Lead Analyst, Drewry Maritime Research.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\"><img class=\"aligncenter wp-image-893 size-full\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\" alt=\"image\" width=\"472\" height=\"472\" /></a>\r\n\r\nWith the fall in prices, there is less incentive to invest in oil and gas projects – one of the largest project cargo sectors. This will, in turn, mean a reduction of available cargo and slower demand growth for the fleet. <i>‘‘Our analysis of the fleet shows that the simple multipurpose fleet is in decline, with little investment beyond replacement tonnage. However the more advanced vessels, the project carriers, are seeing fleet growth of around 3.5% per annum to end 2018. It is the cargo for these vessels that is directly affected by this slowdown in the sector’’</i>, said Oatway.\r\n\r\nThe effective demand for the multipurpose fleet is set to rise at an average rate of 5% per annum to 2019. But, there is a caveat to this positive forecast, effective over the next two years. Because of the fall in oil prices and the competition from the container fleet in particular, the growth in demand is expected to be subdued over 2015 and 2016.\r\n\r\n<i>\"The outlook for the multipurpose sector will be largely determined by developments within the container and bulk markets and how far they will encroach on general, breakbulk and project cargo. As usual, the effect of lower oil prices has delayed the project market, but we expect 2015 to be a slow year as the sector readjusts to the idea that oil is no longer priced at $100 per barrel\"</i>, added Oatway.','Oil Prices Cast a Shadow Over Multipurpose Shipping Market as per Drewry','','publish','open','open','','oil-prices-cast-a-shadow-over-multipurpose-shipping-market-as-per-drewry','','','2015-03-30 10:46:16','2015-03-30 10:46:16','',0,'http://myseatime.com/blogadm/?p=891',0,'post','',0,36),(892,1,'2015-03-27 20:00:32','2015-03-27 20:00:32','Ships and offshore structures are increasingly dependent on programmable control systems. These integrated and networked solutions provide an ever-larger target for cyber threats. Cybersecurity in the maritime and offshore industry was also up for discussion at this year’s CMA Shipping event during a session with the US Coast Guard, ship owners and class representatives.\n\nIn the past, critical network segments onboard vessels used to be kept isolated. This has changed a lot recently. “Ships and offshore structures are becoming more and more interconnected,” said Tor E. Svensen, CEO DNV GL - Maritime, when taking the stage at this year’s CMA (Connecticut Maritime Association) event in Stamford, CT. “In theory, all programmable components may be exposed to cyber threats, be it machinery, navigation or communication systems.”\n\n&nbsp;\n\n“This is a weak spot,” says Svensen. “There are many ways something can go wrong with the systems or software – be it caused by technical or human error, or cyber criminals.” According to Svensen, cyber-attacks pose an additional risk of someone with evil intent exploiting already existing vulnerabilities. The industry has seen its first cyber events, e.g. the manipulation of AIS, ECDIS and GPS data. Just last year, more than 50 cyber security incidents were detected in the Norwegian energy and oil and gas sector.\n\nThere is already a lot that can be done today to improve protection against cyber-attacks: “At DNV GL, we have always favored a risk-based approach and also advocate this to reduce cyber risks,” Svensen said. He also recommended that asset owners and operators should consider cybersecurity self-assessments, third-party assessments, audits, testing and verification, and suggested that such requirements could also be implemented into future regulations.\n\nCybersecurity audits or “health checks” are starting points. With a combination of so-called Hardware In-the-Loop (HIL) and cybersecurity testing, DNV GL’s Marine Cybernetics unit offers tests addressing typical threats such as network storms and penetrations, password attacks, disconnections and communication failures.\n\nFocusing on the integration of software dependent systems, DNV GL introduced its own Integrated Software Dependent Systems (ISDS) standard in 2009. Originally developed for the offshore industry and enhanced ever since, ISDS helps ensure that the integrated and stand-alone control-systems of a vessel perform reliably and safely. ISDS requirements are ensuring quality control throughout the development process, which means the resulting systems are more robust by design.\n\n“If you have already taken care of software integrity, installed data protection and assessed the risks e.g. with HIL testing or ISDS, you are in a good position to take the next step in improving cybersecurity.”\n\nDNV GL has long-standing experience and a dedicated service portfolio addressing risks related to integrated information systems and also consults organizations such as the US Coast Guard (USCG) on building a regulatory framework. Just recently, DNV GL has provided comments to the USCG on \"Guidance on Maritime Cybersecurity Standards,\" drawing on DNV GL\'s competence and cross industry cyber security knowledge in the Maritime, Oil &amp; Gas and Energy industries. “If regulating authorities such as the USCG define cybersecurity requirements, DNV GL is well positioned to contribute to regulations, and to establish rules, class notations, recommended practices and guidelines,” Tor E. Svensen promised.','CMA Shipping 2015: DNV GL addresses cybersecurity risks','','inherit','open','open','','888-autosave-v1','','','2015-03-27 20:00:32','2015-03-27 20:00:32','',888,'http://myseatime.com/blogadm/888-autosave-v1/',0,'revision','',0,0),(893,1,'2015-03-27 20:01:29','2015-03-27 20:01:29','Drewry','image','','inherit','open','open','','image-2','','','2015-03-27 20:01:57','2015-03-27 20:01:57','',891,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg',0,'attachment','image/jpeg',0,0),(894,1,'2015-03-27 20:05:04','2015-03-27 20:05:04','commons.wikimedia.com','Oil_tanker_crossing_the_bridge_over_Lake_Maracaibo','','inherit','open','open','','oil_tanker_crossing_the_bridge_over_lake_maracaibo','','','2015-03-27 20:05:29','2015-03-27 20:05:29','',891,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/Oil_tanker_crossing_the_bridge_over_Lake_Maracaibo.jpg',0,'attachment','image/jpeg',0,0),(895,1,'2015-03-27 20:05:49','2015-03-27 20:05:49','Global dry cargo demand growth, forecast at 5% per annum from 2016 to 2019, to be offset by falling project cargo volumes over the next twelve to eighteen months, according to the latest edition of the <i>Multipurpose Shipping Market Review and Forecaster</i>, published by Drewry Maritime Research.\r\n\r\n<i>\"The fall in oil prices, coupled with growing demand and a diminishing fleet should be good news for the multipurpose shipping sector. However, it appears that the flipside of lower bunker prices is a global decline in oil and gas investment projects. There have already been reports of fewer project cargoes available for the multipurpose fleet to carry as project investment has started to slow\"</i>, comments Susan Oatway, Lead Analyst, Drewry Maritime Research.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\"><img class=\"aligncenter size-full wp-image-893\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\" alt=\"image\" width=\"472\" height=\"472\" /></a>\r\n\r\nWith the fall in prices, there is less incentive to invest in oil and gas projects – one of the largest project cargo sectors. This will, in turn, mean a reduction of available cargo and slower demand growth for the fleet. <i>‘‘Our analysis of the fleet shows that the simple multipurpose fleet is in decline, with little investment beyond replacement tonnage. However the more advanced vessels, the project carriers, are seeing fleet growth of around 3.5% per annum to end 2018. It is the cargo for these vessels that is directly affected by this slowdown in the sector’’</i>, said Oatway.\r\n\r\nThe effective demand for the multipurpose fleet is set to rise at an average rate of 5% per annum to 2019. But, there is a caveat to this positive forecast, effective over the next two years. Because of the fall in oil prices and the competition from the container fleet in particular, the growth in demand is expected to be subdued over 2015 and 2016.\r\n\r\n<i>\"The outlook for the multipurpose sector will be largely determined by developments within the container and bulk markets and how far they will encroach on general, breakbulk and project cargo. As usual, the effect of lower oil prices has delayed the project market, but we expect 2015 to be a slow year as the sector readjusts to the idea that oil is no longer priced at $100 per barrel\"</i>, added Oatway.','Oil Prices Cast a Shadow Over Multipurpose Shipping Market as per Drewry','','inherit','open','open','','891-revision-v1','','','2015-03-27 20:05:49','2015-03-27 20:05:49','',891,'http://myseatime.com/blogadm/891-revision-v1/',0,'revision','',0,0),(896,1,'2015-03-27 20:06:24','2015-03-27 20:06:24','Global dry cargo demand growth, forecast at 5% per annum from 2016 to 2019, to be offset by falling project cargo volumes over the next twelve to eighteen months, according to the latest edition of the <i>Multipurpose Shipping Market Review and Forecaster</i>, published by Drewry Maritime Research.\r\n\r\n<i>\"The fall in oil prices, coupled with growing demand and a diminishing fleet should be good news for the multipurpose shipping sector. However, it appears that the flipside of lower bunker prices is a global decline in oil and gas investment projects. There have already been reports of fewer project cargoes available for the multipurpose fleet to carry as project investment has started to slow\"</i>, comments Susan Oatway, Lead Analyst, Drewry Maritime Research.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\"><img class=\"size-full wp-image-893 alignright\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\" alt=\"image\" width=\"472\" height=\"472\" /></a>\r\n\r\nWith the fall in prices, there is less incentive to invest in oil and gas projects – one of the largest project cargo sectors. This will, in turn, mean a reduction of available cargo and slower demand growth for the fleet. <i>‘‘Our analysis of the fleet shows that the simple multipurpose fleet is in decline, with little investment beyond replacement tonnage. However the more advanced vessels, the project carriers, are seeing fleet growth of around 3.5% per annum to end 2018. It is the cargo for these vessels that is directly affected by this slowdown in the sector’’</i>, said Oatway.\r\n\r\nThe effective demand for the multipurpose fleet is set to rise at an average rate of 5% per annum to 2019. But, there is a caveat to this positive forecast, effective over the next two years. Because of the fall in oil prices and the competition from the container fleet in particular, the growth in demand is expected to be subdued over 2015 and 2016.\r\n\r\n<i>\"The outlook for the multipurpose sector will be largely determined by developments within the container and bulk markets and how far they will encroach on general, breakbulk and project cargo. As usual, the effect of lower oil prices has delayed the project market, but we expect 2015 to be a slow year as the sector readjusts to the idea that oil is no longer priced at $100 per barrel\"</i>, added Oatway.','Oil Prices Cast a Shadow Over Multipurpose Shipping Market as per Drewry','','inherit','open','open','','891-revision-v1','','','2015-03-27 20:06:24','2015-03-27 20:06:24','',891,'http://myseatime.com/blogadm/891-revision-v1/',0,'revision','',0,0),(897,1,'2015-03-30 10:46:16','2015-03-30 10:46:16','Global dry cargo demand growth, forecast at 5% per annum from 2016 to 2019, to be offset by falling project cargo volumes over the next twelve to eighteen months, according to the latest edition of the <i>Multipurpose Shipping Market Review and Forecaster</i>, published by Drewry Maritime Research.\r\n\r\n<i>\"The fall in oil prices, coupled with growing demand and a diminishing fleet should be good news for the multipurpose shipping sector. However, it appears that the flipside of lower bunker prices is a global decline in oil and gas investment projects. There have already been reports of fewer project cargoes available for the multipurpose fleet to carry as project investment has started to slow\"</i>, comments Susan Oatway, Lead Analyst, Drewry Maritime Research.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\"><img class=\"aligncenter wp-image-893 size-full\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/03/image.jpg\" alt=\"image\" width=\"472\" height=\"472\" /></a>\r\n\r\nWith the fall in prices, there is less incentive to invest in oil and gas projects – one of the largest project cargo sectors. This will, in turn, mean a reduction of available cargo and slower demand growth for the fleet. <i>‘‘Our analysis of the fleet shows that the simple multipurpose fleet is in decline, with little investment beyond replacement tonnage. However the more advanced vessels, the project carriers, are seeing fleet growth of around 3.5% per annum to end 2018. It is the cargo for these vessels that is directly affected by this slowdown in the sector’’</i>, said Oatway.\r\n\r\nThe effective demand for the multipurpose fleet is set to rise at an average rate of 5% per annum to 2019. But, there is a caveat to this positive forecast, effective over the next two years. Because of the fall in oil prices and the competition from the container fleet in particular, the growth in demand is expected to be subdued over 2015 and 2016.\r\n\r\n<i>\"The outlook for the multipurpose sector will be largely determined by developments within the container and bulk markets and how far they will encroach on general, breakbulk and project cargo. As usual, the effect of lower oil prices has delayed the project market, but we expect 2015 to be a slow year as the sector readjusts to the idea that oil is no longer priced at $100 per barrel\"</i>, added Oatway.','Oil Prices Cast a Shadow Over Multipurpose Shipping Market as per Drewry','','inherit','open','open','','891-revision-v1','','','2015-03-30 10:46:16','2015-03-30 10:46:16','',891,'http://myseatime.com/blogadm/891-revision-v1/',0,'revision','',0,0),(898,3,'2015-03-31 12:13:49','2015-03-31 12:13:49','During a major shipping industry conference, KVH Executive Vice President Brent Bruun described the increasing need for broadband connectivity to support data-based applications onboard commercial vessels.\r\n\r\nThe next generation of connectivity between ship and shore will be dominated by the development of applications to help ship owners and managers reduce costs by enhancing operational efficiency, automating processes, and avoiding expensive repairs, according to one of the world’s leading suppliers of satellite communications to the maritime industry.\r\n\r\nBrent Bruun, Executive Vice President of Mobile Broadband at KVH Industries, Inc., (Nasdaq: KVHI), spoke at the CMA Shipping 2015 conference in Stamford, Connecticut, recently as part of a panel of experts addressing the impact of “big data” on maritime operations. Mr. Bruun said advances were being seen in key areas such as engine monitoring; remote maintenance; and satellite delivery of electronic charts, weather data, and e-Learning services. Efforts were also underway to improve a ship’s ability to comply with the demands of international regulations.\r\n\r\nThis is all against a backdrop of an industry fighting to reduce crew turnover and improve training of its seafarer asset. Attracting and retaining quality crew is still a major challenge facing industry leaders with “a tech-savvy, digital native crew” being asked to work on increasingly sophisticated equipment against increasingly complex regulatory expectations, he told delegates.\r\n\r\nToday’s seafarers are now demanding better communications connections to home; they want to access social media and the Internet at sea as well as have access to news, movie and TV entertainment, and music, “all of which must be licensed.” They also want better training and professional development, Mr. Bruun said.\r\n“The shipping industry needs to change how it thinks about connectivity and content delivery,” with the maritime industry facing exploding demand for broadband connectivity at sea accessed via mobile devices. This trend is being driven by the entrance of digital natives into the seafaring workforce, he noted.\r\n\r\nTrends on land that are forcing cell phone companies to sell access by the gigabyte are starting to transfer to maritime services, Mr. Bruun said. Services for data access at sea need to address increasing operational demand and the threat that crew’s broadband data usage could overwhelm a vessel’s data network: “Simply adding bandwidth capacity and data speed is not enough as there are always new ways to fill up that capacity,” he said.\r\nShip operators also want greater transparency when it comes to understanding how much data is being used and how much is needed, he noted. Owners and operators want clarity in usage trends and also want to better understand the implications of data use.\r\n\r\nMr. Bruun said there was a growing trend towards the use of multicasting, where one transmission sends files to all vessels. These are cached on an onboard server for immediate access.\r\n\r\n“KVH’s IP-MobileCast™ content delivery service is designed so it never affects the quality of, or competes with, an owner’s Internet or VoIP service. Beam capacity is sized for peak loads, leaving about half the network capacity unused. Multicast data is transmitted in unused bandwidth, at a lower priority than standard IP traffic and it does not use the vessel’s or customer’s mini-VSAT Broadbandsm plan’s data allotment,” he said. “A multicast approach like IP-MobileCast sharply reduces the crew’s demand for bandwidth.”','Outlining the Next Generation of Ship-to-Shore Connectivity','','publish','open','open','','outlining-the-next-generation-of-ship-to-shore-connectivity','','','2015-03-31 12:14:15','2015-03-31 12:14:15','',0,'http://myseatime.com/blogadm/?p=898',0,'post','',0,46),(899,1,'2015-03-31 11:21:47','2015-03-31 11:21:47','','IMG_0084','','inherit','open','open','','img_0084','','','2015-03-31 11:21:47','2015-03-31 11:21:47','',898,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/IMG_0084.jpg',0,'attachment','image/jpeg',0,0),(900,1,'2015-03-31 12:00:23','2015-03-31 12:00:23','During a major shipping industry conference, KVH Executive Vice President Brent Bruun described the increasing need for broadband connectivity to support data-based applications onboard commercial vessels.\r\n\r\nThe next generation of connectivity between ship and shore will be dominated by the development of applications to help ship owners and managers reduce costs by enhancing operational efficiency, automating processes, and avoiding expensive repairs, according to one of the world’s leading suppliers of satellite communications to the maritime industry.\r\n\r\nBrent Bruun, Executive Vice President of Mobile Broadband at KVH Industries, Inc., (Nasdaq: KVHI), spoke at the CMA Shipping 2015 conference in Stamford, Connecticut, recently as part of a panel of experts addressing the impact of “big data” on maritime operations. Mr. Bruun said advances were being seen in key areas such as engine monitoring; remote maintenance; and satellite delivery of electronic charts, weather data, and e-Learning services. Efforts were also underway to improve a ship’s ability to comply with the demands of international regulations.\r\n\r\nThis is all against a backdrop of an industry fighting to reduce crew turnover and improve training of its seafarer asset. Attracting and retaining quality crew is still a major challenge facing industry leaders with “a tech-savvy, digital native crew” being asked to work on increasingly sophisticated equipment against increasingly complex regulatory expectations, he told delegates.\r\n\r\nToday’s seafarers are now demanding better communications connections to home; they want to access social media and the Internet at sea as well as have access to news, movie and TV entertainment, and music, “all of which must be licensed.” They also want better training and professional development, Mr. Bruun said.\r\n“The shipping industry needs to change how it thinks about connectivity and content delivery,” with the maritime industry facing exploding demand for broadband connectivity at sea accessed via mobile devices. This trend is being driven by the entrance of digital natives into the seafaring workforce, he noted.\r\n\r\nTrends on land that are forcing cell phone companies to sell access by the gigabyte are starting to transfer to maritime services, Mr. Bruun said. Services for data access at sea need to address increasing operational demand and the threat that crew’s broadband data usage could overwhelm a vessel’s data network: “Simply adding bandwidth capacity and data speed is not enough as there are always new ways to fill up that capacity,” he said.\r\nShip operators also want greater transparency when it comes to understanding how much data is being used and how much is needed, he noted. Owners and operators want clarity in usage trends and also want to better understand the implications of data use.\r\n\r\nMr. Bruun said there was a growing trend towards the use of multicasting, where one transmission sends files to all vessels. These are cached on an onboard server for immediate access.\r\n\r\n“KVH’s IP-MobileCast™ content delivery service is designed so it never affects the quality of, or competes with, an owner’s Internet or VoIP service. Beam capacity is sized for peak loads, leaving about half the network capacity unused. Multicast data is transmitted in unused bandwidth, at a lower priority than standard IP traffic and it does not use the vessel’s or customer’s mini-VSAT Broadbandsm plan’s data allotment,” he said. “A multicast approach like IP-MobileCast sharply reduces the crew’s demand for bandwidth.”','Outlining the Next Generation of Ship-to-Shore Connectivity','','inherit','open','open','','898-revision-v1','','','2015-03-31 12:00:23','2015-03-31 12:00:23','',898,'http://myseatime.com/blogadm/898-revision-v1/',0,'revision','',0,0),(901,1,'2015-03-31 12:13:27','2015-03-31 12:13:27','creator.wework.com','ship-wheelhouse','','inherit','open','open','','ship-wheelhouse','','','2015-03-31 12:13:42','2015-03-31 12:13:42','',898,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/ship-wheelhouse.jpg',0,'attachment','image/jpeg',0,0),(902,3,'2015-03-31 12:23:03','2015-03-31 12:23:03','Sustainable sea transports demand new solutions. Stena Line has chosen to focus on the alternative fuel, methanol, and now the world\'s first methanol powered ferry, the Stena Germanica, has been launched, which operates on the route Kiel–Gothenburg.\r\n\r\nOn 26 March, the Stena Germanica re-entered service after a couple of months\' intermission. Now, as the world\'s first methanol powered ferry. Stena Line is thus the first shipping company to operate with environmentally friendly methanol as the main fuel. On Friday the 27ththere was an inauguration ceremony in Kiel and today, Monday the 30thof March there was a ceremony in Gothenburg\r\n\r\n\"We are very enthusiastic about methanol\'s possibilities and it has the potential to be the maritime fuel of the future. We want to pursue change and development in the shipping sector and, with the Stena Germanica, our environmental impact will be completely different to what the industry has seen before,\" Carl-Johan Hagman says.\r\n\r\nMethanol is a biodegradable, environmentally friendly and cost efficient fuel that reduces the emissions of sulphur and particles by 99 percent. The ferry\'s fuel system and engines have been adapted in the shipyard in a collaboration between Stena Line and Wärtsilä. The technology is called dual fuel – methanol is the main fuel, but there is the option to use MGO, Marine Gas Oil, as backup.\r\n\r\nThe conversion of the Stena Germanica was carried out in Gdansk, Poland, at the Remontova shipyard and it started up at the end of January and continued until the end of March. The project has received support from the EU\'s Motorways of the Seas and has had a total cost 22 million euros.\r\n\r\nThe conversion has already attracted praise for the innovative new technology and the progress this means for the marine environment.\r\n\r\n\"I think Stena Line\'s initiative in being the first in the world to use methanol as an alternative fuel is extremely pleasing. Together with the impressive efforts made in its Energy Saving Programme, ESP, over a number of years, this demonstrates a great commitment to sustainable development. This is showing shipping the way, both in Sweden and globally, for how to protect responsibly the environment and climate,\" the Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, says.\r\n\r\n\"Stena Line is steering a sustainable and particularly environmentally friendly course. We are proud that the route between Kiel and Gothenburg was chosen and that we are part of this outstanding pilot project,\" says Dr. Dirk Claus, managing director of Seehafen Kiel GmbH &amp; Co KG.\r\n\r\nOn both events prominent guests were attending. In Kiel the owner of Stena, Dan Sten Olsson, held a ceremonial speech and so did also Karmenu Vella, European Commissioner for the Environment, Maritime Affairs and Fisheries, Reinhard Meyer, Schleswig -Holstein\'s Minister for Enterprise and Work, Dr. Ulf Kämpfer, Kiel\'s Mayor and Björn Ullbro from the Finnish engine manufacturer Wärtislä.\r\n\r\nIn Gothenburg ceremonial speeches were held by Stena Lines CEO Carl-Johan Hagman, Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, Her Excellency Dr. Lisa Emelia Svensson, Ambassador of Sweden for Oceans, Seas and Fresh Water and Pierpaolo Barbone from the Finnish engine manufacturer Wärtislä.\r\n\r\nFacts about methanol Methanol is a colourless liquid that can be produced from natural gas, coal, biomass or CO2. By using methanol, the emissions of sulphur (SOx) are reduced by roughly 99 percent, nitrogen (NOx) by 60 percent, particles (PM) by 95 percent and carbon dioxide (CO2) by 25 percent when compared to international bunker fuels. The emissions from methanol are roughly the same as for LNG (Liquefied Natural Gas), but are easier to process and do not place the same demands on infrastructure. Since 2005, Stena Line has worked to reduce its environmental impact by means of an energy-saving programme and it has succeeded in reducing the energy consumption of its ships by an average of 2.5 percent per year.','Stena Line launches the world\'s first methanol ferry','','publish','open','open','','stena-line-launches-the-worlds-first-methanol-ferry','','','2015-04-08 06:12:44','2015-04-08 06:12:44','',0,'http://myseatime.com/blogadm/?p=902',0,'post','',0,56),(903,1,'2015-03-31 12:22:44','2015-03-31 12:22:44','shipspotting.com/Arne Luetkenhorst','stena','','inherit','open','open','','stena','','','2015-03-31 12:22:56','2015-03-31 12:22:56','',902,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/stena-.jpg',0,'attachment','image/jpeg',0,0),(904,1,'2015-03-31 12:23:03','2015-03-31 12:23:03','Sustainable sea transports demand new solutions. Stena Line has chosen to focus on the alternative fuel, methanol, and now the world\'s first methanol powered ferry, the Stena Germanica, has been launched, which operates on the route Kiel–Gothenburg.\r\n\r\nOn 26 March, the Stena Germanica re-entered service after a couple of months\' intermission. Now, as the world\'s first methanol powered ferry. Stena Line is thus the first shipping company to operate with environmentally friendly methanol as the main fuel. On Friday the 27ththere was an inauguration ceremony in Kiel and today, Monday the 30thof March there was a ceremony in Gothenburg\r\n\r\n\"We are very enthusiastic about methanol\'s possibilities and it has the potential to be the maritime fuel of the future. We want to pursue change and development in the shipping sector and, with the Stena Germanica, our environmental impact will be completely different to what the industry has seen before,\" Carl-Johan Hagman says.\r\n\r\nMethanol is a biodegradable, environmentally friendly and cost efficient fuel that reduces the emissions of sulphur and particles by 99 percent. The ferry\'s fuel system and engines have been adapted in the shipyard in a collaboration between Stena Line and Wärtsilä. The technology is called dual fuel – methanol is the main fuel, but there is the option to use MGO, Marine Gas Oil, as backup.\r\n\r\nThe conversion of the Stena Germanica was carried out in Gdansk, Poland, at the Remontova shipyard and it started up at the end of January and continued until the end of March. The project has received support from the EU\'s Motorways of the Seas and has had a total cost 22 million euros.\r\n\r\nThe conversion has already attracted praise for the innovative new technology and the progress this means for the marine environment.\r\n\r\n\"I think Stena Line\'s initiative in being the first in the world to use methanol as an alternative fuel is extremely pleasing. Together with the impressive efforts made in its Energy Saving Programme, ESP, over a number of years, this demonstrates a great commitment to sustainable development. This is showing shipping the way, both in Sweden and globally, for how to protect responsibly the environment and climate,\" the Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, says.\r\n\r\n\"Stena Line is steering a sustainable and particularly environmentally friendly course. We are proud that the route between Kiel and Gothenburg was chosen and that we are part of this outstanding pilot project,\" says Dr. Dirk Claus, managing director of Seehafen Kiel GmbH &amp; Co KG.\r\n\r\nOn both events prominent guests were attending. In Kiel the owner of Stena, Dan Sten Olsson, held a ceremonial speech and so did also Karmenu Vella, European Commissioner for the Environment, Maritime Affairs and Fisheries, Reinhard Meyer, Schleswig -Holstein\'s Minister for Enterprise and Work, Dr. Ulf Kämpfer, Kiel\'s Mayor and Björn Ullbro from the Finnish engine manufacturer Wärtislä.\r\n\r\nIn Gothenburg ceremonial speeches were held by Stena Lines CEO Carl-Johan Hagman, Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, Her Excellency Dr. Lisa Emelia Svensson, Ambassador of Sweden for Oceans, Seas and Fresh Water and Pierpaolo Barbone from the Finnish engine manufacturer Wärtislä.\r\n\r\nFacts about methanol Methanol is a colourless liquid that can be produced from natural gas, coal, biomass or CO2. By using methanol, the emissions of sulphur (SOx) are reduced by roughly 99 percent, nitrogen (NOx) by 60 percent, particles (PM) by 95 percent and carbon dioxide (CO2) by 25 percent when compared to international bunker fuels. The emissions from methanol are roughly the same as for LNG (Liquefied Natural Gas), but are easier to process and do not place the same demands on infrastructure. Since 2005, Stena Line has worked to reduce its environmental impact by means of an energy-saving programme and it has succeeded in reducing the energy consumption of its ships by an average of 2.5 percent per year.','Stena Line launches the world\'s first methanol ferry','','inherit','open','open','','902-revision-v1','','','2015-03-31 12:23:03','2015-03-31 12:23:03','',902,'http://myseatime.com/blogadm/902-revision-v1/',0,'revision','',0,0),(905,3,'2015-03-31 12:48:05','2015-03-31 12:48:05','MSC Oliver, the second of the company’s 19,224 teu series of vessels was inaugurated at the DSME shipyard in Busan, South Korea, just two months after the delivery of MSC OSCAR.  It was the turn of Oscar’s cousin, Oliver, to break the traditional bottle of champagne against the ship, in the presence of his father Pierfrancesco Vago, Executive Chairman of  MSC Cruises, representing both the Aponte family and MSC Group.   MSC Oliver is the second of a total of twenty mega- vessels which are scheduled for delivery by the end of the year.\r\n\r\n<strong>NEW VESSELS - NEW GENERATION</strong>\r\n\r\nTraditionally, MSC container ships are named after female relatives of company employees. To date, there are just five exceptions: MSC Aniello, MSC Don Giovanni, MSC Diego, MSC Oscar and now, MSC Oliver.\r\n“As these are the next generation of MSC container vessels it is fitting that they be named after the grandchildren of MSC founder, Gianluigi Aponte,” explained Mr. Vago during the ceremony, “Our children carry the promise of this family’s future and these ships, the promise of MSC’s destiny.”\r\n\r\nDiego Aponte, MSC President and CEO, and his son Oscar were in Busan just two months ago, to christen MSC Oscar, the largest capacity container ship in the world today.   “MSC Oscar and MSC Oliver are ships in the same class – not only can they carry more containers but they are also greener and more fuel efficient than any other container ship we operate,” concluded Mr. Vago.\r\n\r\nMSC Oliver goes into service on the Albatross Service which operates between Asia-Europe later this week.','MSC family grows with the addition of New mega-ship ','','publish','open','open','','msc-family-grows-with-the-addition-of-new-mega-ship','','','2015-03-31 12:48:05','2015-03-31 12:48:05','',0,'http://myseatime.com/blogadm/?p=905',0,'post','',0,50),(906,1,'2015-03-31 12:47:43','2015-03-31 12:47:43','msc.com','oliver_christenning_busan','','inherit','open','open','','oliver_christenning_busan','','','2015-03-31 12:47:55','2015-03-31 12:47:55','',905,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/oliver_christenning_busan.jpg',0,'attachment','image/jpeg',0,0),(907,1,'2015-03-31 12:48:05','2015-03-31 12:48:05','MSC Oliver, the second of the company’s 19,224 teu series of vessels was inaugurated at the DSME shipyard in Busan, South Korea, just two months after the delivery of MSC OSCAR.  It was the turn of Oscar’s cousin, Oliver, to break the traditional bottle of champagne against the ship, in the presence of his father Pierfrancesco Vago, Executive Chairman of  MSC Cruises, representing both the Aponte family and MSC Group.   MSC Oliver is the second of a total of twenty mega- vessels which are scheduled for delivery by the end of the year.\r\n\r\n<strong>NEW VESSELS - NEW GENERATION</strong>\r\n\r\nTraditionally, MSC container ships are named after female relatives of company employees. To date, there are just five exceptions: MSC Aniello, MSC Don Giovanni, MSC Diego, MSC Oscar and now, MSC Oliver.\r\n“As these are the next generation of MSC container vessels it is fitting that they be named after the grandchildren of MSC founder, Gianluigi Aponte,” explained Mr. Vago during the ceremony, “Our children carry the promise of this family’s future and these ships, the promise of MSC’s destiny.”\r\n\r\nDiego Aponte, MSC President and CEO, and his son Oscar were in Busan just two months ago, to christen MSC Oscar, the largest capacity container ship in the world today.   “MSC Oscar and MSC Oliver are ships in the same class – not only can they carry more containers but they are also greener and more fuel efficient than any other container ship we operate,” concluded Mr. Vago.\r\n\r\nMSC Oliver goes into service on the Albatross Service which operates between Asia-Europe later this week.','MSC family grows with the addition of New mega-ship ','','inherit','open','open','','905-revision-v1','','','2015-03-31 12:48:05','2015-03-31 12:48:05','',905,'http://myseatime.com/blogadm/905-revision-v1/',0,'revision','',0,0),(908,3,'2015-03-31 13:03:17','2015-03-31 13:03:17','Grimaldi Group has returned to Rolls-Royce with an order for five more Promas Lite upgrades just seven months after signing a contract to retrofit the integrated rudder propeller system to ten Ro-Ro (roll-on, roll-off) vessels operating under the Group’s Finnlines brand.\r\n\r\nGrimaldi Lines will now upgrade five Grande-class Pure Care Truck Carriers (PCTC) Grande Nigeria, Grande Amburgo, Grande San Paolo, Grande Francia and Grande Buenos Aries – with the fuel-saving technology.\r\n\r\nPaolo Satariano, Grimaldi Group, Corporate Technical Director, said: “The retrofitting of the Promas Lite system to our Ro-Ro vessels last year proved a huge success and a major step forward in our strategic objective to improve energy efficiency across the fleet. Rolling out the system to other vessel types in the Group was an easy decision to make and our PCTCs will now benefit from this innovative technology.”\r\nHe added: “The extensive experience that Rolls-Royce has in this area, together with the retrofit services the company can provide, will greatly help us during the engineering and installation phases of this upgrade programme.”\r\n\r\nLars Blomberg, Rolls-Royce, Contract Manager, said: “We model each solution using extensive in-house computational fluid dynamics (CFD) capabilities at the Rolls-Royce Hydrodynamic Research Centre to ensure that each design is perfectly matched to the hull and specified operating profile. This results in a bespoke system that is not only cost effective to run, but one that significantly increases a vessel’s hydrodynamic capability.”\r\n\r\nKlas Nygren, Rolls-Royce, Sales Manager Promas, said: “We are pleased that the Grimaldi Group sees the Promas Lite as a cost-effective solution for reducing fuel consumption and meeting emissions abatement regulations. With the success of the Promas Lite upgrades to the Finnlines’ ferries, this new contract suggests that fuel savings continue to form a significant part of a shipowner’s business plan, despite falling bunker fuel prices.”\r\n\r\nGrimaldi Group’s experience of the system aboard Norlink,one of the Finnlines ferries upgraded in May 2014, has shown that a 20% increase in fuel efficiency can be achieved, with a return on investment of about two years.\r\nPromas Lite is a version of the successful Rolls-Royce Promas integrated propeller and rudder system, designed specifically as an upgrade for vessels already in service.\r\n\r\nThe upgrade consists of three main components: a bulb which is attached to the forward edge of the rudder; a hubcap which is bolted to the rear of the propeller; and a set of redesigned propeller blades. Each Promas Lite system is a bespoke solution engineered to each vessel’s specific requirement.\r\n\r\nIn addition to the supply and retrofit of the five Promas Lite units, Rolls-Royce will also supply five next-generation touch-screen CanMan control units and a spare propeller hub.\r\nDelivery of the upgrade packages for the five Grimaldi Line vessels will take place from June this year.','Grimaldi Group returns to Rolls-Royce for more Promas Lite vessel upgrades','','publish','open','open','','grimaldi-group-returns-to-rolls-royce-for-more-promas-lite-vessel-upgrades','','','2015-03-31 13:04:49','2015-03-31 13:04:49','',0,'http://myseatime.com/blogadm/?p=908',0,'post','',0,39),(909,1,'2015-03-31 13:02:42','2015-03-31 13:02:42','Rolls-Royce','grande-nigeria','','inherit','open','open','','grande-nigeria','','','2015-03-31 13:03:07','2015-03-31 13:03:07','',908,'http://myseatime.com/blogadm/wp-content/uploads/2015/03/grande-nigeria.jpg',0,'attachment','image/jpeg',0,0),(910,1,'2015-03-31 13:03:17','2015-03-31 13:03:17','Grimaldi Group has returned to Rolls-Royce with an order for five more Promas Lite upgrades just seven months after signing a contract to retrofit the integrated rudder propeller system to ten Ro-Ro (roll-on, roll-off) vessels operating under the Group’s Finnlines brand.\r\nGrimaldi Lines will now upgrade five Grande-class Pure Care Truck Carriers (PCTC) Grande Nigeria, Grande Amburgo, Grande San Paolo, Grande Francia and Grande Buenos Aries – with the fuel-saving technology.\r\nPaolo Satariano, Grimaldi Group, Corporate Technical Director, said: “The retrofitting of the Promas Lite system to our Ro-Ro vessels last year proved a huge success and a major step forward in our strategic objective to improve energy efficiency across the fleet. Rolling out the system to other vessel types in the Group was an easy decision to make and our PCTCs will now benefit from this innovative technology.”\r\nHe added: “The extensive experience that Rolls-Royce has in this area, together with the retrofit services the company can provide, will greatly help us during the engineering and installation phases of this upgrade programme.”\r\nLars Blomberg, Rolls-Royce, Contract Manager, said: “We model each solution using extensive in-house computational fluid dynamics (CFD) capabilities at the Rolls-Royce Hydrodynamic Research Centre to ensure that each design is perfectly matched to the hull and specified operating profile. This results in a bespoke system that is not only cost effective to run, but one that significantly increases a vessel’s hydrodynamic capability.”\r\nKlas Nygren, Rolls-Royce, Sales Manager Promas, said: “We are pleased that the Grimaldi Group sees the Promas Lite as a cost-effective solution for reducing fuel consumption and meeting emissions abatement regulations. With the success of the Promas Lite upgrades to the Finnlines’ ferries, this new contract suggests that fuel savings continue to form a significant part of a shipowner’s business plan, despite falling bunker fuel prices.”\r\nGrimaldi Group’s experience of the system aboard Norlink,one of the Finnlines ferries upgraded in May 2014, has shown that a 20% increase in fuel efficiency can be achieved, with a return on investment of about two years.\r\nPromas Lite is a version of the successful Rolls-Royce Promas integrated propeller and rudder system, designed specifically as an upgrade for vessels already in service.\r\nThe upgrade consists of three main components: a bulb which is attached to the forward edge of the rudder; a hubcap which is bolted to the rear of the propeller; and a set of redesigned propeller blades. Each Promas Lite system is a bespoke solution engineered to each vessel’s specific requirement.\r\nIn addition to the supply and retrofit of the five Promas Lite units, Rolls-Royce will also supply five next-generation touch-screen CanMan control units and a spare propeller hub.\r\nDelivery of the upgrade packages for the five Grimaldi Line vessels will take place from June this year.','Grimaldi Group returns to Rolls-Royce for more Promas Lite vessel upgrades','','inherit','open','open','','908-revision-v1','','','2015-03-31 13:03:17','2015-03-31 13:03:17','',908,'http://myseatime.com/blogadm/908-revision-v1/',0,'revision','',0,0),(911,1,'2015-03-31 13:04:18','2015-03-31 13:04:18','Grimaldi Group has returned to Rolls-Royce with an order for five more Promas Lite upgrades just seven months after signing a contract to retrofit the integrated rudder propeller system to ten Ro-Ro (roll-on, roll-off) vessels operating under the Group’s Finnlines brand.\n\nGrimaldi Lines will now upgrade five Grande-class Pure Care Truck Carriers (PCTC) Grande Nigeria, Grande Amburgo, Grande San Paolo, Grande Francia and Grande Buenos Aries – with the fuel-saving technology.\n\nPaolo Satariano, Grimaldi Group, Corporate Technical Director, said: “The retrofitting of the Promas Lite system to our Ro-Ro vessels last year proved a huge success and a major step forward in our strategic objective to improve energy efficiency across the fleet. Rolling out the system to other vessel types in the Group was an easy decision to make and our PCTCs will now benefit from this innovative technology.”\nHe added: “The extensive experience that Rolls-Royce has in this area, together with the retrofit services the company can provide, will greatly help us during the engineering and installation phases of this upgrade programme.”\n\nLars Blomberg, Rolls-Royce, Contract Manager, said: “We model each solution using extensive in-house computational fluid dynamics (CFD) capabilities at the Rolls-Royce Hydrodynamic Research Centre to ensure that each design is perfectly matched to the hull and specified operating profile. This results in a bespoke system that is not only cost effective to run, but one that significantly increases a vessel’s hydrodynamic capability.”\n\nKlas Nygren, Rolls-Royce, Sales Manager Promas, said: “We are pleased that the Grimaldi Group sees the Promas Lite as a cost-effective solution for reducing fuel consumption and meeting emissions abatement regulations. With the success of the Promas Lite upgrades to the Finnlines’ ferries, this new contract suggests that fuel savings continue to form a significant part of a shipowner’s business plan, despite falling bunker fuel prices.”\n\nGrimaldi Group’s experience of the system aboard Norlink,one of the Finnlines ferries upgraded in May 2014, has shown that a 20% increase in fuel efficiency can be achieved, with a return on investment of about two years.\nPromas Lite is a version of the successful Rolls-Royce Promas integrated propeller and rudder system, designed specifically as an upgrade for vessels already in service.\n\nThe upgrade consists of three main components: a bulb which is attached to the forward edge of the rudder; a hubcap which is bolted to the rear of the propeller; and a set of redesigned propeller blades. Each Promas Lite system is a bespoke solution engineered to each vessel’s specific requirement.\n\nIn addition to the supply and retrofit of the five Promas Lite units, Rolls-Royce will also supply five next-generation touch-screen CanMan control units and a spare propeller hub.\nDelivery of the upgrade packages for the five Grimaldi Line vessels will take place from June this year.','Grimaldi Group returns to Rolls-Royce for more Promas Lite vessel upgrades','','inherit','open','open','','908-autosave-v1','','','2015-03-31 13:04:18','2015-03-31 13:04:18','',908,'http://myseatime.com/blogadm/908-autosave-v1/',0,'revision','',0,0),(912,3,'2015-04-01 05:35:11','2015-04-01 05:35:11','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\r\n\r\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\r\n\r\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png\"><img class=\"aligncenter size-full wp-image-918\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png\" alt=\"Screen Shot 2015-04-01 at 11.10.26 am\" width=\"744\" height=\"353\" /></a>','MOL CHART  - Setting a Course for the MOL Group\'s Future Growth','','publish','open','open','','mol-introduces-mol-chart-setting-a-course-for-the-mol-groups-future-growth','','','2015-04-04 17:30:01','2015-04-04 17:30:01','',0,'http://myseatime.com/blogadm/?p=912',0,'post','',0,48),(913,1,'2015-04-01 05:34:47','2015-04-01 05:34:47','MOL','150401a','','inherit','open','open','','150401a','','','2015-04-01 05:35:02','2015-04-01 05:35:02','',912,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/150401a.jpg',0,'attachment','image/jpeg',0,0),(914,1,'2015-04-01 05:35:11','2015-04-01 05:35:11','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\r\n\r\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\r\n\r\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\r\n<h2>Details of MOL CHART</h2>\r\n<table class=\"tbl-invisible\">\r\n<tbody>\r\n<tr>\r\n<td><strong class=\"blue\">Challenge</strong></td>\r\n<td><strong>Innovate through insight</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Proactively develop business opportunities by staying ahead of the curve.</li>\r\n	<li>Make innovation for the further growth of the company.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Honesty</strong></td>\r\n<td><strong>Do the right thing</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Keep compliance as a Top Priority.</li>\r\n	<li>Ensure that actions comply with social norms and the highest ethical standards.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Accountability</strong></td>\r\n<td><strong>Commit to acting with a sense of ownership</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Tackle tasks with a sense of ownership and in cooperation with stakeholders.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Reliability</strong></td>\r\n<td><strong>Gain the trust of customers</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Provide the highest level of safety and service.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Teamwork</strong></td>\r\n<td><strong>Build a strong team </strong>\r\n<ul class=\"disc li0m\">\r\n	<li>Encourage open communication with mutual respect.</li>\r\n	<li>Share knowledge, experience, expertise and skills, and foster the next generation.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n</tbody>\r\n</table>','MOL Introduces \"MOL CHART\"  - Setting a Course for the MOL Group\'s Future Growth','','inherit','open','open','','912-revision-v1','','','2015-04-01 05:35:11','2015-04-01 05:35:11','',912,'http://myseatime.com/blogadm/912-revision-v1/',0,'revision','',0,0),(915,1,'2015-04-01 05:36:03','2015-04-01 05:36:03','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\r\n\r\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\r\n\r\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\r\n\r\n<strong>Details of MOL Chart</strong>\r\n<table class=\"tbl-invisible\">\r\n<tbody>\r\n<tr>\r\n<td><strong class=\"blue\">Challenge</strong></td>\r\n<td><strong>Innovate through insight</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Proactively develop business opportunities by staying ahead of the curve.</li>\r\n	<li>Make innovation for the further growth of the company.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Honesty</strong></td>\r\n<td><strong>Do the right thing</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Keep compliance as a Top Priority.</li>\r\n	<li>Ensure that actions comply with social norms and the highest ethical standards.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Accountability</strong></td>\r\n<td><strong>Commit to acting with a sense of ownership</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Tackle tasks with a sense of ownership and in cooperation with stakeholders.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Reliability</strong></td>\r\n<td><strong>Gain the trust of customers</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Provide the highest level of safety and service.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Teamwork</strong></td>\r\n<td><strong>Build a strong team </strong>\r\n<ul class=\"disc li0m\">\r\n	<li>Encourage open communication with mutual respect.</li>\r\n	<li>Share knowledge, experience, expertise and skills, and foster the next generation.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n</tbody>\r\n</table>','MOL Introduces \"MOL CHART\"  - Setting a Course for the MOL Group\'s Future Growth','','inherit','open','open','','912-revision-v1','','','2015-04-01 05:36:03','2015-04-01 05:36:03','',912,'http://myseatime.com/blogadm/912-revision-v1/',0,'revision','',0,0),(916,1,'2015-04-01 05:36:55','2015-04-01 05:36:55','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\r\n\r\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\r\n\r\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\r\n\r\n<strong>Details of MOL Chart</strong>\r\n<table class=\"tbl-invisible\" style=\"height: 425px;\" width=\"472\">\r\n<tbody>\r\n<tr>\r\n<td><strong class=\"blue\">Challenge</strong></td>\r\n<td><strong>     Innovate through insight</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Proactively develop business opportunities by staying ahead of the curve.</li>\r\n	<li>Make innovation for the further growth of the company.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Honesty</strong></td>\r\n<td><strong>      Do the right thing</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Keep compliance as a Top Priority.</li>\r\n	<li>Ensure that actions comply with social norms and the highest ethical standards.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Accountability</strong></td>\r\n<td><strong>       Commit to acting with a sense of ownership</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Tackle tasks with a sense of ownership and in cooperation with stakeholders.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Reliability</strong></td>\r\n<td><strong>     Gain the trust of customers</strong>\r\n<ul class=\"disc li0m mar10b\">\r\n	<li>Provide the highest level of safety and service.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n<tr>\r\n<td><strong class=\"blue\">Teamwork</strong></td>\r\n<td><strong>     Build a strong team </strong>\r\n<ul class=\"disc li0m\">\r\n	<li>Encourage open communication with mutual respect.</li>\r\n	<li>Share knowledge, experience, expertise and skills, and foster the next generation.</li>\r\n</ul>\r\n</td>\r\n</tr>\r\n</tbody>\r\n</table>','MOL Introduces \"MOL CHART\"  - Setting a Course for the MOL Group\'s Future Growth','','inherit','open','open','','912-revision-v1','','','2015-04-01 05:36:55','2015-04-01 05:36:55','',912,'http://myseatime.com/blogadm/912-revision-v1/',0,'revision','',0,0),(917,1,'2015-04-01 05:38:09','2015-04-01 05:38:09','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\n\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\n\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\n\n&nbsp;','MOL Introduces \"MOL CHART\"  - Setting a Course for the MOL Group\'s Future Growth','','inherit','open','open','','912-autosave-v1','','','2015-04-01 05:38:09','2015-04-01 05:38:09','',912,'http://myseatime.com/blogadm/912-autosave-v1/',0,'revision','',0,0),(918,1,'2015-04-01 05:38:10','2015-04-01 05:38:10','','Screen Shot 2015-04-01 at 11.10.26 am','','inherit','open','open','','screen-shot-2015-04-01-at-11-10-26-am','','','2015-04-01 05:38:10','2015-04-01 05:38:10','',912,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png',0,'attachment','image/png',0,0),(919,1,'2015-04-01 05:38:24','2015-04-01 05:38:24','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\r\n\r\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\r\n\r\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png\"><img class=\"aligncenter size-full wp-image-918\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png\" alt=\"Screen Shot 2015-04-01 at 11.10.26 am\" width=\"744\" height=\"353\" /></a>','MOL Introduces \"MOL CHART\"  - Setting a Course for the MOL Group\'s Future Growth','','inherit','open','open','','912-revision-v1','','','2015-04-01 05:38:24','2015-04-01 05:38:24','',912,'http://myseatime.com/blogadm/912-revision-v1/',0,'revision','',0,0),(920,3,'2015-04-01 09:05:50','2015-04-01 09:05:50','Overall confidence levels in the shipping industry fell during the three months to February 2015 to their lowest level for two-and-a-half years, according to latest Shipping Confidence Survey by Moore Stephans. Respondents to the survey identified overtonnaging as the biggest factor behind the fall in confidence, but also expressed concern about the effect on the industry of lower oil prices and the growth of investment by financiers from outside shipping.\r\n\r\nIn February 2015, the average confidence level expressed by respondents in the markets in which they operate was 5.5 on a scale of 1 (low) to 10 (high), down from the 5.7 recorded in November 2014. This is the lowest figure since August 2012, and compares to the record high of 6.8 when the survey was launched in May 2008.\r\nCharterers recorded the biggest fall in confidence, down to 3.9 from 5.4 in the previous survey. Confidence on the part of owners was also down (from 5.5 to 5.4), while that expressed by managers was slightly up, from 6.1 to 6.2. Confidence in the broking sector was unchanged at 5.0. Geographically, confidence was down in all main areas covered the survey.\r\n\r\nA surplus of tonnage, particularly in the dry bulk trades, dominated the comments of those who responded to the survey. One said, “Dramatic over-ordering in the dry cargo market in the last two years has led to the catastrophically bad market we have today. What is now even more frustrating is that those clever guys who thought that dry cargo newbuildings were a good idea are now starting to convert them to tankers. Excellent! Let’s hit another sector that has just found its feet with more unnecessary orders! When will people learn?”\r\n\r\nFalling oil prices were another recurring theme among respondents, one of whom warned, “The trickle-down effect of cutbacks in the oil sector will result in a decrease in business across the board for companies in the shipping industry.”\r\n\r\nA number of respondents expressed concern about the effect on the markets of the entry into the industry of new money from non-shipping investors. One complained, “Excessive liquidity from US markets being invested in Far East shipbuilding programmes is killing any improvement in the market.” Another, however, emphasised, “The markets have a way of correcting themselves, and the probable withdrawal of short-term investors should ease the tonnage imbalance.\"\r\n\r\nThe survey revealed that the likelihood of respondents making a major investment or significant development over the next twelve months was down on the previous survey, on a scale of 1 to 10, from 5.3 to 5.1, the lowest figure since February 2012, although managers were more confident in this regard than they were three months previously. One respondent said, “Short-term investors are likely to exit the market at a loss when they find there is no quick and easy money to be made.”\r\nThe number of respondents who expected finance costs to increase over the next twelve months was down by eight percentage points to 32 percent, the lowest figure in the seven-year life of the survey. One respondent said, “Access to non-conventional ship finance has made it much too easy for vessel owners to order new tonnage far in excess of prospective demand growth.\"\r\n\r\nDemand trends, competition and tonnage supply featured as the top three factors cited by respondents as those likely to influence performance most significantly over the coming twelve months. The numbers for demand trends were down on last time from 25 percent to 24 percent, while those for competition were up one percentage point to 21 percent. Tonnage supply, up by one percentage point to 14 percent, displaced finance costs in third place this time. Fourth place was shared by finance costs (down by 2 percentage points to 12 percent) and operating costs, up by 2 percentage points. Meanwhile, fuel costs were unchanged at 7 percent, unsurprisingly the lowest figure recorded in this category since November 2010. One respondent said, “The expected advantages to be derived from eco-designs have been eroded by the collapse in the price of bunkers, leaving expensive assets chasing demand that is growing only slowly.”\r\n\r\nTurning to the freight markets, there was a fall in the number of respondents anticipating improved rates in the tanker sector over the next twelve months, but increased expectation of higher rates in the dry bulk and container ship trades. Overall net sentiment, based on the difference between the number of respondents who expected rates to improve and the number who thought they would deteriorate, was positive in all three main tonnage categories covered by the survey.\r\nOne respondent said, “Strong demand driven by the fall in oil prices has strengthened the current crude oil shipping market,” while another noted, “The dry bulk sector is still suffering from overtonnaging in all ship sizes.” Respondents also remarked that containerisation was moving into some trades previously dominated by break-bulk ships.\r\nRichard Greiner, Partner, Shipping Industry Group, says, “Shipping is doing its best to live up to its reputation as a highly cyclical industry. Confidence has fallen to its lowest level for two-and-a-half years, having been at its highest for six years in first-quarter 2014. A year is a long time in shipping.\r\n\r\n“The current state of the Baltic Dry Index (BDI) tells its own story. Having nudged towards 12,000 in mid-2008, it recently hit a thirty-year low of 509. Lower commodity prices, reduced demand and an oversupply of ships are among the reasons cited for this collapse in the world’s dry bulk freight rates.\r\n\r\n“Overtonnaging is not so much the elephant in the room as the room itself. It is a major factor in the collapse of freight rates. Elsewhere, everything from continuing problems in the world economy to the imposition of sanctions (most recently those involving Russia) has helped neither the confidence nor the performance of the markets. Even the fall in oil prices, which at first blush might have seemed to be good news for an industry with such a high fuel bill, has its down side too.\r\n“A number of respondents to the survey saw a link between what they regarded as easy access to non-traditional ship finance and a failure to improve the level of overtonnaging. There is a certain logic to this argument, but the day when shipping fails to attract new money from both internal and external investors is the time to really start worrying. Over the past twelve months and more we have seen the banks start to rediscover their appetite for shipping to some degree, while private equity investors have become increasingly significant players. The current ship finance market is much-changed from the traditional model which many of today’s established players grew up with. But different doesn’t have to be bad and, however volatile the market, new investment is essential to both survival and growth.\r\n\r\n“None of this will be news to those experienced industry players who, to varying degrees, have seen tough markets before and who will find the wherewithal and the patience to ride out the current difficulties. It is less certain whether others will be able, or willing, to hold their nerve so well.”\r\n\r\nSource: Moore Stephans','Shipping confidence hits two-and-a-half year low on fears about overtonnaging and low oil prices','','publish','open','open','','shipping-confidence-hits-two-and-a-half-year-low-on-fears-about-overtonnaging-and-low-oil-prices','','','2015-04-01 09:05:50','2015-04-01 09:05:50','',0,'http://myseatime.com/blogadm/?p=920',0,'post','',0,40),(921,1,'2015-04-01 09:05:07','2015-04-01 09:05:07','NOAA [Public domain], via Wikimedia Commons','container vessel','','inherit','open','open','','container-vessel','','','2015-04-01 09:05:19','2015-04-01 09:05:19','',920,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/container-vessel.jpg',0,'attachment','image/jpeg',0,0),(922,1,'2015-04-01 09:05:50','2015-04-01 09:05:50','Overall confidence levels in the shipping industry fell during the three months to February 2015 to their lowest level for two-and-a-half years, according to latest Shipping Confidence Survey by Moore Stephans. Respondents to the survey identified overtonnaging as the biggest factor behind the fall in confidence, but also expressed concern about the effect on the industry of lower oil prices and the growth of investment by financiers from outside shipping.\r\n\r\nIn February 2015, the average confidence level expressed by respondents in the markets in which they operate was 5.5 on a scale of 1 (low) to 10 (high), down from the 5.7 recorded in November 2014. This is the lowest figure since August 2012, and compares to the record high of 6.8 when the survey was launched in May 2008.\r\nCharterers recorded the biggest fall in confidence, down to 3.9 from 5.4 in the previous survey. Confidence on the part of owners was also down (from 5.5 to 5.4), while that expressed by managers was slightly up, from 6.1 to 6.2. Confidence in the broking sector was unchanged at 5.0. Geographically, confidence was down in all main areas covered the survey.\r\n\r\nA surplus of tonnage, particularly in the dry bulk trades, dominated the comments of those who responded to the survey. One said, “Dramatic over-ordering in the dry cargo market in the last two years has led to the catastrophically bad market we have today. What is now even more frustrating is that those clever guys who thought that dry cargo newbuildings were a good idea are now starting to convert them to tankers. Excellent! Let’s hit another sector that has just found its feet with more unnecessary orders! When will people learn?”\r\n\r\nFalling oil prices were another recurring theme among respondents, one of whom warned, “The trickle-down effect of cutbacks in the oil sector will result in a decrease in business across the board for companies in the shipping industry.”\r\n\r\nA number of respondents expressed concern about the effect on the markets of the entry into the industry of new money from non-shipping investors. One complained, “Excessive liquidity from US markets being invested in Far East shipbuilding programmes is killing any improvement in the market.” Another, however, emphasised, “The markets have a way of correcting themselves, and the probable withdrawal of short-term investors should ease the tonnage imbalance.\"\r\n\r\nThe survey revealed that the likelihood of respondents making a major investment or significant development over the next twelve months was down on the previous survey, on a scale of 1 to 10, from 5.3 to 5.1, the lowest figure since February 2012, although managers were more confident in this regard than they were three months previously. One respondent said, “Short-term investors are likely to exit the market at a loss when they find there is no quick and easy money to be made.”\r\nThe number of respondents who expected finance costs to increase over the next twelve months was down by eight percentage points to 32 percent, the lowest figure in the seven-year life of the survey. One respondent said, “Access to non-conventional ship finance has made it much too easy for vessel owners to order new tonnage far in excess of prospective demand growth.\"\r\n\r\nDemand trends, competition and tonnage supply featured as the top three factors cited by respondents as those likely to influence performance most significantly over the coming twelve months. The numbers for demand trends were down on last time from 25 percent to 24 percent, while those for competition were up one percentage point to 21 percent. Tonnage supply, up by one percentage point to 14 percent, displaced finance costs in third place this time. Fourth place was shared by finance costs (down by 2 percentage points to 12 percent) and operating costs, up by 2 percentage points. Meanwhile, fuel costs were unchanged at 7 percent, unsurprisingly the lowest figure recorded in this category since November 2010. One respondent said, “The expected advantages to be derived from eco-designs have been eroded by the collapse in the price of bunkers, leaving expensive assets chasing demand that is growing only slowly.”\r\n\r\nTurning to the freight markets, there was a fall in the number of respondents anticipating improved rates in the tanker sector over the next twelve months, but increased expectation of higher rates in the dry bulk and container ship trades. Overall net sentiment, based on the difference between the number of respondents who expected rates to improve and the number who thought they would deteriorate, was positive in all three main tonnage categories covered by the survey.\r\nOne respondent said, “Strong demand driven by the fall in oil prices has strengthened the current crude oil shipping market,” while another noted, “The dry bulk sector is still suffering from overtonnaging in all ship sizes.” Respondents also remarked that containerisation was moving into some trades previously dominated by break-bulk ships.\r\nRichard Greiner, Partner, Shipping Industry Group, says, “Shipping is doing its best to live up to its reputation as a highly cyclical industry. Confidence has fallen to its lowest level for two-and-a-half years, having been at its highest for six years in first-quarter 2014. A year is a long time in shipping.\r\n\r\n“The current state of the Baltic Dry Index (BDI) tells its own story. Having nudged towards 12,000 in mid-2008, it recently hit a thirty-year low of 509. Lower commodity prices, reduced demand and an oversupply of ships are among the reasons cited for this collapse in the world’s dry bulk freight rates.\r\n\r\n“Overtonnaging is not so much the elephant in the room as the room itself. It is a major factor in the collapse of freight rates. Elsewhere, everything from continuing problems in the world economy to the imposition of sanctions (most recently those involving Russia) has helped neither the confidence nor the performance of the markets. Even the fall in oil prices, which at first blush might have seemed to be good news for an industry with such a high fuel bill, has its down side too.\r\n“A number of respondents to the survey saw a link between what they regarded as easy access to non-traditional ship finance and a failure to improve the level of overtonnaging. There is a certain logic to this argument, but the day when shipping fails to attract new money from both internal and external investors is the time to really start worrying. Over the past twelve months and more we have seen the banks start to rediscover their appetite for shipping to some degree, while private equity investors have become increasingly significant players. The current ship finance market is much-changed from the traditional model which many of today’s established players grew up with. But different doesn’t have to be bad and, however volatile the market, new investment is essential to both survival and growth.\r\n\r\n“None of this will be news to those experienced industry players who, to varying degrees, have seen tough markets before and who will find the wherewithal and the patience to ride out the current difficulties. It is less certain whether others will be able, or willing, to hold their nerve so well.”\r\n\r\nSource: Moore Stephans','Shipping confidence hits two-and-a-half year low on fears about overtonnaging and low oil prices','','inherit','open','open','','920-revision-v1','','','2015-04-01 09:05:50','2015-04-01 09:05:50','',920,'http://myseatime.com/blogadm/920-revision-v1/',0,'revision','',0,0),(923,3,'2015-04-03 07:05:39','2015-04-03 07:05:39','The Coast Guard conducted a medevac of a man located on a disabled sailing vessel Thursday approximately 200 miles off the North Carolina coast.\r\n\r\nWatchstanders at the Coast Guard 5th District Command Center in Portsmouth received notification from the 1085-foot, German-flagged motor vessel Houston Express at approximately 1:30 p.m., indicating they spotted a man and the vessel approximately 200 miles east of Cape Hatteras, North Carolina, and took him aboard.\r\n\r\nA Coast Guard MH-60 Jayhawk helicopter crew launched from Air Station Elizabeth City, North Carolina, at approximately 3:40 p.m. The helicopter crew met the Houston Express, hoisted the man and transported him to Sentara Norfolk General Hospital in Norfolk, arriving at approximately 7:30 p.m.\r\n\r\nThe man, 37-year-old Louis Jordan and the sailing vessel Angel, were initially reported missing by his family to the Coast Guard Jan. 29.\r\n\r\nThe Coast Guard will conduct a debrief with Jordan.','USCG & container ship rescue person lost in sea for 63 days','','publish','open','open','','uscg-container-ship-rescue-person-lost-in-sea-for-63-days','','','2015-04-03 07:07:17','2015-04-03 07:07:17','',0,'http://myseatime.com/blogadm/?p=923',0,'post','',0,68),(924,1,'2015-04-03 07:05:39','2015-04-03 07:05:39','The Coast Guard conducted a medevac of a man located on a disabled sailing vessel Thursday approximately 200 miles off the North Carolina coast.\r\n\r\nWatchstanders at the Coast Guard 5th District Command Center in Portsmouth received notification from the 1085-foot, German-flagged motor vessel Houston Express at approximately 1:30 p.m., indicating they spotted a man and the vessel approximately 200 miles east of Cape Hatteras, North Carolina, and took him aboard.\r\n\r\nA Coast Guard MH-60 Jayhawk helicopter crew launched from Air Station Elizabeth City, North Carolina, at approximately 3:40 p.m. The helicopter crew met the Houston Express, hoisted the man and transported him to Sentara Norfolk General Hospital in Norfolk, arriving at approximately 7:30 p.m.\r\n\r\nThe man, 37-year-old Louis Jordan and the sailing vessel Angel, were initially reported missing by his family to the Coast Guard Jan. 29.\r\n\r\nThe Coast Guard will conduct a debrief with Jordan.','USCG & container ship rescue person lost in sea for 63 days','','inherit','open','open','','923-revision-v1','','','2015-04-03 07:05:39','2015-04-03 07:05:39','',923,'http://myseatime.com/blogadm/923-revision-v1/',0,'revision','',0,0),(925,1,'2015-04-03 07:06:15','2015-04-03 07:06:15','dvids.net','Coast Guard medevacs sailor missing for more than 60 days','','inherit','open','open','','coast-guard-medevacs-sailor-missing-for-more-than-60-days','','','2015-04-03 07:07:12','2015-04-03 07:07:12','',923,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/USCG.jpg',0,'attachment','image/jpeg',0,0),(926,2,'2015-04-04 12:41:53','2015-04-04 12:41:53','Pilot embarkation &amp; disembarkation is very routine but risky operation. Unfortunately even though many Pilot ladders incidents are easy to avoid, these keeps showing up on vessels. The principle requirement for the pilot ladders is governed by chapter V of the SOLAS. Most if not all must have seen the IMPA poster for the “boarding arrangements for the pilots onboard”. This can be downloaded from <a href=\"http://www.impahq.com\">www.impahq.com</a> and is also available in the bridge procedure guide.\r\n<p style=\"text-align: left;\"><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot-e1448704008710.jpg\"><img class=\"aligncenter size-full wp-image-929\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot-e1448704008710.jpg\" alt=\"pilot\" width=\"800\" height=\"534\" /></a></p>\r\n<p style=\"text-align: left;\"><span style=\"color: #000000;\"><b>Why these accidents ?</b></span></p>\r\nThere are number of reason for these accidents &amp; I wish to sum these up as following\r\n\r\n- Parting of the pilot ladder rope.\r\n- Incorrect rigging of the pilot ladder\r\n- Pilot ladder made of Incorrect specifications or use of damaged pilot ladders\r\n<p style=\"text-align: left;\"><span style=\"color: #000000;\"><b>Parting of the pilot ladder rope</b></span></p>\r\nNow most of the pilot ladder incident that occur are usually parting of either the ladder rope or the side ropes. Why do these rope part and what can be done to avoid this ?\r\n\r\nUse of Manila rope is one of the requirement for pilot ladders. Manila rope has absorbing quality, that make it the first choice for stage rigging and thus pilot ladders. But this quality is also a concern when it comes to absorbing sea water and sunlight which may harden it or rot it over longer period of exposure. Now this can sometime trick a seaman. A manila rope which might look in excellent condition but which has been exposed to sunlight, sea water or even chemicals might have lost its internal strength. Apart from the negligence of the seafarers to inspect and discard an obvious damaged rope and pilot ladder, a bad rope with excellent visual condition can also be the cause of pilot ladder ropes giving way.\r\n\r\nThe best way to avoid degrading of the pilot ladder rope is to minimise its exposure to seawater, sunlight and chemicals by securing it nicely when not required. In the new rules and SOLAS amendments, it is now required\r\n\r\n- to have inspection records  for the pilot ladders.\r\n- Pilot ladders must be certified by the manufacturer to be complying with International standards. (Ship staff should make sure they have ladder tag as well as pilot ladder certificate onboard).\r\n\r\nHowever considering visual inspection of manila ropes used in pilot ladder can sometimes give false indication of its condition &amp; strength, the author is of the opinion that pilot ladder should be changed with new one after a fixed interval of time, irrespective of its condition.\r\n<p style=\"text-align: left;\"><span style=\"color: #000000;\"><b>Incorrect rigging of the pilot ladder</b></span></p>\r\nAnother cause of these accidents is incorrect rigging of the pilot ladders and there are couple of mistakes that ship staff can make. First is using ropes instead of shackles to secure the ladder on the ship’s deck. Second is pilot ladder step resting on the fish plate which can snap down once someone puts his weight on the pilot ladder and third is inappropriately securing the ends of pilot ladder on ship’s deck (like resting the pilot ladder step on some of the ship’s structure. Pilot would be lucky if he gets warning for inappropriate securing of pilot ladder after climbing for few steps but there have been incidents where pilot did fall from considerable height.\r\n<p style=\"text-align: left;\"><span style=\"color: #000000;\"><b>Use of damaged  or inappropriate pilot ladder</b></span></p>\r\nThe photos says it all and we all know that these are not what ship staff have to offer to pilots for boarding, but pilots do come across these situations sometimes. See for example the photo where a kind of ladder was permanently made in the ship side for person transfer.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot1.jpg\"><img class=\"aligncenter size-full wp-image-931\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot1.jpg\" alt=\"pilot1\" width=\"700\" height=\"600\" /></a>\r\n\r\nThese may not be very common but one can come across these specially on coastal ships plying in fixed ports. Irrespective of the trade &amp; size of the ships these kind of arrangement are risky and should strictly be avoided.\r\n<p style=\"text-align: left;\"><strong>Best Practices</strong></p>\r\nAll these incidents can be avoided by having a set of best practices related to use of pilot ladders.\r\n\r\n- Pilot ladders onboard should be of correct specification and ship staff should have certificates for the pilot ladders onboard.\r\n- Pilot ladders should be secured when not in use.\r\n- Exposure to sunlight and seawater should be minimised as far as possible. On longer voyages, the pilot ladder should be kept under shelter such as in deck store.\r\n- The condition of ladder ropes, steps as well as other fittings should be checked at least monthly and before use.\r\n- Before arrival to a port, the ladders on both sides should be cleared off ready for deployment, if when pilot requests ladder on one side. This would avoid mistakes if crew has to place pilot ladder on the other side on last minute request from pilot.\r\n\r\nAny other point that I missed to address regarding pilot ladders ?\r\n\r\nWishing you all fair winds &amp; following seas.','Pilot Ladders: First sign of vessel’s safety standards ?','','publish','open','open','','pilot-ladders-first-sign-of-vessels-safety-standards','','','2015-11-28 09:48:21','2015-11-28 09:48:21','',0,'http://myseatime.com/blogadm/?p=926',0,'post','',0,260),(929,1,'2015-04-04 12:41:26','2015-04-04 12:41:26','pla.co.uk','pilot','','inherit','open','open','','pilot','','','2015-04-04 12:41:49','2015-04-04 12:41:49','',926,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot.jpg',0,'attachment','image/jpeg',0,0),(930,1,'2015-04-04 12:41:53','2015-04-04 12:41:53','Pilot embarkation &amp; disembarkation is very routine but risky operation. Unfortunately even though many Pilot ladders incidents are easy to avoid, these keeps showing up on vessels. The principle requirement for the pilot ladders is governed by chapter V of the SOLAS. Most if not all must have seen the IMPA poster for the “boarding arrangements for the pilots onboard”. This can be downloaded from <a href=\"http://www.impahq.com\">www.impahq.com</a> and is also available in the bridge procedure guide.\r\n<p style=\"text-align: center;\"><b>Why these accidents ?</b></p>\r\nThere are number of reason for these accidents &amp; I wish to sum these up as following\r\n<ol>\r\n	<li>Parting of the pilot ladder rope.</li>\r\n	<li>Incorrect rigging of the pilot ladder</li>\r\n	<li>Pilot ladder made of Incorrect specifications or use of damaged pilot ladders</li>\r\n</ol>\r\n<p style=\"text-align: center;\"><b>Parting of the pilot ladder rope</b></p>\r\nNow most of the pilot ladder incident that occur are usually parting of either the ladder rope or the side ropes. Why do these rope part and what can be done to avoid this ?\r\n\r\nUse of Manila rope is one of the requirement for pilot ladders. Manila rope has absorbing quality, that make it the first choice for stage rigging and thus pilot ladders. But this quality is also a concern when it comes to absorbing sea water and sunlight which may harden it or rot it over longer period of exposure. Now this can sometime trick a seaman. A manila rope which might look in excellent condition but which has been exposed to sunlight, sea water or even chemicals might have lost its internal strength. Apart from the negligence of the seafarers to inspect and discard an obvious damaged rope and pilot ladder, a bad rope with excellent visual condition can also be the cause of pilot ladder ropes giving way.\r\n\r\nThe best way to avoid degrading of the pilot ladder rope is to minimise its exposure to seawater, sunlight and chemicals by securing it nicely when not required. In the new rules and SOLAS amendments, it is now required\r\n<ol>\r\n	<li>to have inspection records  for the pilot ladders.</li>\r\n	<li>Pilot ladders must be certified by the manufacturer to be complying with International standards. (Ship staff should make sure they have ladder tag as well as pilot ladder certificate onboard).</li>\r\n</ol>\r\nHowever considering visual inspection of manila ropes used in pilot ladder can sometimes give false indication of its condition &amp; strength, the author is of the opinion that pilot ladder should be changed with new one after a fixed interval of time, irrespective of its condition.\r\n<p style=\"text-align: center;\"><b>Incorrect rigging of the pilot ladder</b></p>\r\nAnother cause of these accidents is incorrect rigging of the pilot ladders and there are couple of mistakes that ship staff can make. First is using ropes instead of shackles to secure the ladder on the ship’s deck. Second is pilot ladder step resting on the fish plate which can snap down once someone puts his weight on the pilot ladder and third is inappropriately securing the ends of pilot ladder on ship’s deck (like resting the pilot ladder step on some of the ship’s structure. Pilot would be lucky if he gets warning for inappropriate securing of pilot ladder after climbing for few steps but there have been incidents where pilot did fall from considerable height.\r\n<p style=\"text-align: center;\"><b>Use of damaged  or inappropriate pilot ladder</b></p>\r\nThe photos says it all and we all know that these are not what ship staff have to offer to pilots for boarding, but pilots do come across these situations sometimes. See for example the photo where a kind of ladder was permanently made in the ship side for person transfer.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Pilot-Ladder-USS-Howard1.jpg\"><img class=\"aligncenter  wp-image-927\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Pilot-Ladder-USS-Howard1.jpg\" alt=\"Pilot-Ladder-USS-Howard1\" width=\"313\" height=\"739\" /></a>\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/IMG_0098_opt.jpg\"><img class=\"aligncenter size-full wp-image-928\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/IMG_0098_opt.jpg\" alt=\"IMG_0098_opt\" width=\"400\" height=\"533\" /></a>\r\n\r\nThese may not be very common but one can come across these specially on coastal ships plying in fixed ports. Irrespective of the trade &amp; size of the ships these kind of arrangement are risky and should strictly be avoided.\r\n<p style=\"text-align: center;\"><strong>Best Practices</strong></p>\r\nAll these incidents can be avoided by having a set of best practices related to use of pilot ladders.\r\n<ol>\r\n	<li>Pilot ladders onboard should be of correct specification and ship staff should have certificates for the pilot ladders onboard.</li>\r\n	<li>Pilot ladders should be secured when not in use.</li>\r\n	<li>Exposure to sunlight and seawater should be minimised as far as possible. On longer voyages, the pilot ladder should be kept under shelter such as in deck store.</li>\r\n	<li>The condition of ladder ropes, steps as well as other fittings should be checked at least monthly and before use.</li>\r\n	<li>Before arrival to a port, the ladders on both sides should be cleared off ready for deployment, if when pilot requests ladder on one side. This would avoid mistakes if crew has to place pilot ladder on the other side on last minute request from pilot.</li>\r\n</ol>\r\nAny other point that I missed to address regarding pilot ladders ?\r\n\r\nWishing you all fair winds &amp; following seas.\r\n\r\n&nbsp;','Pilot Ladders: First sign of vessel’s safety standards ?','','inherit','open','open','','926-revision-v1','','','2015-04-04 12:41:53','2015-04-04 12:41:53','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(931,1,'2015-04-04 17:26:05','2015-04-04 17:26:05','','pilot1','','inherit','open','open','','pilot1','','','2015-04-04 17:26:05','2015-04-04 17:26:05','',926,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot1.jpg',0,'attachment','image/jpeg',0,0),(932,1,'2015-04-04 17:26:16','2015-04-04 17:26:16','Pilot embarkation &amp; disembarkation is very routine but risky operation. Unfortunately even though many Pilot ladders incidents are easy to avoid, these keeps showing up on vessels. The principle requirement for the pilot ladders is governed by chapter V of the SOLAS. Most if not all must have seen the IMPA poster for the “boarding arrangements for the pilots onboard”. This can be downloaded from <a href=\"http://www.impahq.com\">www.impahq.com</a> and is also available in the bridge procedure guide.\r\n<p style=\"text-align: center;\"><b>Why these accidents ?</b></p>\r\nThere are number of reason for these accidents &amp; I wish to sum these up as following\r\n<ol>\r\n	<li>Parting of the pilot ladder rope.</li>\r\n	<li>Incorrect rigging of the pilot ladder</li>\r\n	<li>Pilot ladder made of Incorrect specifications or use of damaged pilot ladders</li>\r\n</ol>\r\n<p style=\"text-align: center;\"><b>Parting of the pilot ladder rope</b></p>\r\nNow most of the pilot ladder incident that occur are usually parting of either the ladder rope or the side ropes. Why do these rope part and what can be done to avoid this ?\r\n\r\nUse of Manila rope is one of the requirement for pilot ladders. Manila rope has absorbing quality, that make it the first choice for stage rigging and thus pilot ladders. But this quality is also a concern when it comes to absorbing sea water and sunlight which may harden it or rot it over longer period of exposure. Now this can sometime trick a seaman. A manila rope which might look in excellent condition but which has been exposed to sunlight, sea water or even chemicals might have lost its internal strength. Apart from the negligence of the seafarers to inspect and discard an obvious damaged rope and pilot ladder, a bad rope with excellent visual condition can also be the cause of pilot ladder ropes giving way.\r\n\r\nThe best way to avoid degrading of the pilot ladder rope is to minimise its exposure to seawater, sunlight and chemicals by securing it nicely when not required. In the new rules and SOLAS amendments, it is now required\r\n<ol>\r\n	<li>to have inspection records  for the pilot ladders.</li>\r\n	<li>Pilot ladders must be certified by the manufacturer to be complying with International standards. (Ship staff should make sure they have ladder tag as well as pilot ladder certificate onboard).</li>\r\n</ol>\r\nHowever considering visual inspection of manila ropes used in pilot ladder can sometimes give false indication of its condition &amp; strength, the author is of the opinion that pilot ladder should be changed with new one after a fixed interval of time, irrespective of its condition.\r\n<p style=\"text-align: center;\"><b>Incorrect rigging of the pilot ladder</b></p>\r\nAnother cause of these accidents is incorrect rigging of the pilot ladders and there are couple of mistakes that ship staff can make. First is using ropes instead of shackles to secure the ladder on the ship’s deck. Second is pilot ladder step resting on the fish plate which can snap down once someone puts his weight on the pilot ladder and third is inappropriately securing the ends of pilot ladder on ship’s deck (like resting the pilot ladder step on some of the ship’s structure. Pilot would be lucky if he gets warning for inappropriate securing of pilot ladder after climbing for few steps but there have been incidents where pilot did fall from considerable height.\r\n<p style=\"text-align: center;\"><b>Use of damaged  or inappropriate pilot ladder</b></p>\r\nThe photos says it all and we all know that these are not what ship staff have to offer to pilots for boarding, but pilots do come across these situations sometimes. See for example the photo where a kind of ladder was permanently made in the ship side for person transfer.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot1.jpg\"><img class=\"aligncenter size-full wp-image-931\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/pilot1.jpg\" alt=\"pilot1\" width=\"700\" height=\"600\" /></a>\r\n\r\nThese may not be very common but one can come across these specially on coastal ships plying in fixed ports. Irrespective of the trade &amp; size of the ships these kind of arrangement are risky and should strictly be avoided.\r\n<p style=\"text-align: center;\"><strong>Best Practices</strong></p>\r\nAll these incidents can be avoided by having a set of best practices related to use of pilot ladders.\r\n<ol>\r\n	<li>Pilot ladders onboard should be of correct specification and ship staff should have certificates for the pilot ladders onboard.</li>\r\n	<li>Pilot ladders should be secured when not in use.</li>\r\n	<li>Exposure to sunlight and seawater should be minimised as far as possible. On longer voyages, the pilot ladder should be kept under shelter such as in deck store.</li>\r\n	<li>The condition of ladder ropes, steps as well as other fittings should be checked at least monthly and before use.</li>\r\n	<li>Before arrival to a port, the ladders on both sides should be cleared off ready for deployment, if when pilot requests ladder on one side. This would avoid mistakes if crew has to place pilot ladder on the other side on last minute request from pilot.</li>\r\n</ol>\r\nAny other point that I missed to address regarding pilot ladders ?\r\n\r\nWishing you all fair winds &amp; following seas.\r\n\r\n&nbsp;','Pilot Ladders: First sign of vessel’s safety standards ?','','inherit','open','open','','926-revision-v1','','','2015-04-04 17:26:16','2015-04-04 17:26:16','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(933,1,'2015-04-04 17:30:01','2015-04-04 17:30:01','Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) today announced that, effective April 1, the company is introducing \"MOL CHART,\" expressing the core values embraced by all MOL Group employees.\r\n\r\n\"CHART\" stands for five words that express the company\'s shared values – \"Challenge,\" \"Honesty,\" \"Accountability,\" \"Reliability,\" and\" Teamwork.\" It also calls to mind a sea chart, which sets the course of our future. The introduction of MOL CHART is aimed at achieving the company\'s long-term vision and enhance its corporate value, by strengthening and concentrating its comprehensive group-wide efforts while encouraging MOL Group employees to keep the MOL CHART values foremost in mind as they execute business operations.\r\n\r\nMOL will use MOL CHART to ensure compliance, build a thorough awareness of safe operation, and nurture independent-spirited personnel who are committed to acting with a sense of ownership, while instilling employees at Group companies and seafarers aboard vessels with the values outlined in MOL CHART.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png\"><img class=\"aligncenter size-full wp-image-918\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/Screen-Shot-2015-04-01-at-11.10.26-am.png\" alt=\"Screen Shot 2015-04-01 at 11.10.26 am\" width=\"744\" height=\"353\" /></a>','MOL CHART  - Setting a Course for the MOL Group\'s Future Growth','','inherit','open','open','','912-revision-v1','','','2015-04-04 17:30:01','2015-04-04 17:30:01','',912,'http://myseatime.com/blogadm/912-revision-v1/',0,'revision','',0,0),(934,3,'2015-04-04 20:25:49','2015-04-04 20:25:49','The NTSB has released its preliminary report on the collision between chemical tanker MT Carla Maersk and MV Conti Peridot that resulted in the release of MTBE chemical.\r\n\r\nHere is the text of the NTSB preliminary report:\r\n\r\nOn Monday, March 9, 2015, at about 1231 central daylight time, the Liberian registered, 623-foot-long bulk carrier Conti Peridot and the 599-foot-long Danish flagged chemical tanker Carla Maersk collided near buoys 89 and 90 in the Houston Ship Channel, Upper Galveston Bay, southeast of Morgan’s Point, Texas.\r\n\r\nAfter weighing anchor offshore at the entrance to the Houston Ship Channel and boarding a pilot, the Conti Peridot proceeded inbound at about 0930 up the channel to City Dock 24 to discharge its cargo of steel rolls. About the same time, the Carla Maersk departed Kinder Morgan Terminal in Galena Park, Texas, with a pilot on board and carrying 216,049 barrels (bbls) of methyl tertiary butyl ether (MTBE) outbound for Venezuela.\r\n\r\nThe Conti Peridot got under way in good visibility. The Carla Maersk departed in light rain with a low cloud ceiling. As the vessels proceeded with their transits, radio transmissions between vessels reported developing fog in the Houston Ship Channel. At 1130, Houston Pilots suspended pilot boarding at the entrance channel due to fog. Piloted vessels already under way continued their transits.\r\n\r\nAn hour later, with visibility estimated by the Conti Peridot pilot to be a ship’s length, preliminary data indicate both vessels were at half-ahead traveling just over 8 knots as they approached each other south of Morgan’s Point.\r\n\r\nThe pilot on the Conti Peridot was having trouble returning to the channel center after passing another vessel and initiated a port-to-port passing arrangement with the pilot on the Carla Maersk. After this arrangement was made, preliminary data show the Conti Peridot moved to the left side of the channel and then back to the right. At this time, the Conti Peridot pilot ordered hard starboard and full ahead in an effort to counter his vessel’s anticipated movement to the left. The pilot on the Conti Peridot warned the pilot on the Carla Maersk that he was coming back across the centerline of the channel toward his vessel. When the pilot on the Carla Maersk saw the bow of the Conti Peridot emerge from the fog, he ordered hard starboard and full ahead in an effort to avoid what he perceived to be an imminent collision.\r\n\r\nThe Conti Peridot’s bow struck the port side of the Carla Maersk, penetrating the two port wing ballast tanks and the no. 4 port cargo tank, which held about 15,495 bbls of MTBE. After the impact, the Carla Maersk developed a port list, and the crew took action to move cargo and ballast to correct the list. No injuries were reported onboard either vessel.\r\n\r\nMTBE is a colorless, flammable liquid with a turpentine-like odor; its vapors are heavier than air, and it is miscible in water. The Houston Port Authority initially responded to the incident due to the release of hazardous materials, and a Unified Command was established soon after the collision to manage the emergency response operations and planning.\r\n\r\nThe US Coast Guard classified the accident as a major marine casualty. The National Transportation Safety Board (NTSB), the lead federal investigative agency for the accident, launched a team of investigators and a Board Member to the scene the following morning.\r\n\r\nWhile on scene, investigators retrieved data from vessel voyage data recorders (VDR), electronic navigation systems, and alarms as well as closed circuit television systems along the waterway. Coast Guard Vessel Traffic Service (VTS) Houston data were also collected. Investigators noted the operational condition of propulsion machinery and tested the steering systems aboard each vessel. They also interviewed officers and crewmembers from both vessels, the two Houston pilots, and VTS watchstanders. Drug and alcohol testing was conducted for relevant personnel. Results are pending at this time.\r\n\r\nParties to the investigation are the US Coast Guard, Carla Maersk owner, Conti Peridot owner, flag administrations for Liberia and Denmark, Houston Pilot Association, and the Board of Pilot Commissioners for Harris County Ports.','NTSB releases preliminary report in Houston channel collision','','publish','open','open','','ntsb-releases-preliminary-report-in-houston-channel-collision','','','2015-04-06 13:20:33','2015-04-06 13:20:33','',0,'http://myseatime.com/blogadm/?p=934',0,'post','',0,52),(935,1,'2015-04-04 20:25:49','2015-04-04 20:25:49','The NTSB has released its preliminary report on the collision between chemical tanker MT <em>Carla Maersk</em> and MV <em>Conti Peridot </em>that resulted in the release of MTBE chemical.\r\n\r\nHere is the text of the NTSB preliminary report:\r\n\r\nOn Monday, March 9, 2015, at about 1231 central daylight time, the Liberian registered, 623-foot-long bulk carrier Conti Peridot and the 599-foot-long Danish flagged chemical tanker Carla Maersk collided near buoys 89 and 90 in the Houston Ship Channel, Upper Galveston Bay, southeast of Morgan’s Point, Texas.\r\n\r\nAfter weighing anchor offshore at the entrance to the Houston Ship Channel and boarding a pilot, the Conti Peridot proceeded inbound at about 0930 up the channel to City Dock 24 to discharge its cargo of steel rolls. About the same time, the Carla Maersk departed Kinder Morgan Terminal in Galena Park, Texas, with a pilot on board and carrying 216,049 barrels (bbls) of methyl tertiary butyl ether (MTBE) outbound for Venezuela.\r\n\r\nThe Conti Peridot got under way in good visibility. The Carla Maersk departed in light rain with a low cloud ceiling. As the vessels proceeded with their transits, radio transmissions between vessels reported developing fog in the Houston Ship Channel. At 1130, Houston Pilots suspended pilot boarding at the entrance channel due to fog. Piloted vessels already under way continued their transits.\r\n\r\nAn hour later, with visibility estimated by the Conti Peridot pilot to be a ship’s length, preliminary data indicate both vessels were at half-ahead traveling just over 8 knots as they approached each other south of Morgan’s Point.\r\n\r\nThe pilot on the Conti Peridot was having trouble returning to the channel center after passing another vessel and initiated a port-to-port passing arrangement with the pilot on the Carla Maersk. After this arrangement was made, preliminary data show the Conti Peridot moved to the left side of the channel and then back to the right. At this time, the Conti Peridot pilot ordered hard starboard and full ahead in an effort to counter his vessel’s anticipated movement to the left. The pilot on the Conti Peridot warned the pilot on the Carla Maersk that he was coming back across the centerline of the channel toward his vessel. When the pilot on the Carla Maersk saw the bow of the Conti Peridot emerge from the fog, he ordered hard starboard and full ahead in an effort to avoid what he perceived to be an imminent collision.\r\n\r\nThe Conti Peridot’s bow struck the port side of the Carla Maersk, penetrating the two port wing ballast tanks and the no. 4 port cargo tank, which held about 15,495 bbls of MTBE. After the impact, the Carla Maersk developed a port list, and the crew took action to move cargo and ballast to correct the list. No injuries were reported onboard either vessel.\r\n\r\nMTBE is a colorless, flammable liquid with a turpentine-like odor; its vapors are heavier than air, and it is miscible in water. The Houston Port Authority initially responded to the incident due to the release of hazardous materials, and a Unified Command was established soon after the collision to manage the emergency response operations and planning.\r\n\r\nThe US Coast Guard classified the accident as a major marine casualty. The National Transportation Safety Board (NTSB), the lead federal investigative agency for the accident, launched a team of investigators and a Board Member to the scene the following morning.\r\n\r\nWhile on scene, investigators retrieved data from vessel voyage data recorders (VDR), electronic navigation systems, and alarms as well as closed circuit television systems along the waterway. Coast Guard Vessel Traffic Service (VTS) Houston data were also collected. Investigators noted the operational condition of propulsion machinery and tested the steering systems aboard each vessel. They also interviewed officers and crewmembers from both vessels, the two Houston pilots, and VTS watchstanders. Drug and alcohol testing was conducted for relevant personnel. Results are pending at this time.\r\n\r\nParties to the investigation are the US Coast Guard, Carla Maersk owner, Conti Peridot owner, flag administrations for Liberia and Denmark, Houston Pilot Association, and the Board of Pilot Commissioners for Harris County Ports.','NTSB releases preliminary report in Houston channel collision','','inherit','open','open','','934-revision-v1','','','2015-04-04 20:25:49','2015-04-04 20:25:49','',934,'http://myseatime.com/blogadm/934-revision-v1/',0,'revision','',0,0),(936,1,'2015-04-05 04:09:36','2015-04-05 04:09:36','The NTSB has released its preliminary report on the collision between chemical tanker MT Carla Maersk and MV Conti Peridot that resulted in the release of MTBE chemical.\r\n\r\nHere is the text of the NTSB preliminary report:\r\n\r\nOn Monday, March 9, 2015, at about 1231 central daylight time, the Liberian registered, 623-foot-long bulk carrier Conti Peridot and the 599-foot-long Danish flagged chemical tanker Carla Maersk collided near buoys 89 and 90 in the Houston Ship Channel, Upper Galveston Bay, southeast of Morgan’s Point, Texas.\r\n\r\nAfter weighing anchor offshore at the entrance to the Houston Ship Channel and boarding a pilot, the Conti Peridot proceeded inbound at about 0930 up the channel to City Dock 24 to discharge its cargo of steel rolls. About the same time, the Carla Maersk departed Kinder Morgan Terminal in Galena Park, Texas, with a pilot on board and carrying 216,049 barrels (bbls) of methyl tertiary butyl ether (MTBE) outbound for Venezuela.\r\n\r\nThe Conti Peridot got under way in good visibility. The Carla Maersk departed in light rain with a low cloud ceiling. As the vessels proceeded with their transits, radio transmissions between vessels reported developing fog in the Houston Ship Channel. At 1130, Houston Pilots suspended pilot boarding at the entrance channel due to fog. Piloted vessels already under way continued their transits.\r\n\r\nAn hour later, with visibility estimated by the Conti Peridot pilot to be a ship’s length, preliminary data indicate both vessels were at half-ahead traveling just over 8 knots as they approached each other south of Morgan’s Point.\r\n\r\nThe pilot on the Conti Peridot was having trouble returning to the channel center after passing another vessel and initiated a port-to-port passing arrangement with the pilot on the Carla Maersk. After this arrangement was made, preliminary data show the Conti Peridot moved to the left side of the channel and then back to the right. At this time, the Conti Peridot pilot ordered hard starboard and full ahead in an effort to counter his vessel’s anticipated movement to the left. The pilot on the Conti Peridot warned the pilot on the Carla Maersk that he was coming back across the centerline of the channel toward his vessel. When the pilot on the Carla Maersk saw the bow of the Conti Peridot emerge from the fog, he ordered hard starboard and full ahead in an effort to avoid what he perceived to be an imminent collision.\r\n\r\nThe Conti Peridot’s bow struck the port side of the Carla Maersk, penetrating the two port wing ballast tanks and the no. 4 port cargo tank, which held about 15,495 bbls of MTBE. After the impact, the Carla Maersk developed a port list, and the crew took action to move cargo and ballast to correct the list. No injuries were reported onboard either vessel.\r\n\r\nMTBE is a colorless, flammable liquid with a turpentine-like odor; its vapors are heavier than air, and it is miscible in water. The Houston Port Authority initially responded to the incident due to the release of hazardous materials, and a Unified Command was established soon after the collision to manage the emergency response operations and planning.\r\n\r\nThe US Coast Guard classified the accident as a major marine casualty. The National Transportation Safety Board (NTSB), the lead federal investigative agency for the accident, launched a team of investigators and a Board Member to the scene the following morning.\r\n\r\nWhile on scene, investigators retrieved data from vessel voyage data recorders (VDR), electronic navigation systems, and alarms as well as closed circuit television systems along the waterway. Coast Guard Vessel Traffic Service (VTS) Houston data were also collected. Investigators noted the operational condition of propulsion machinery and tested the steering systems aboard each vessel. They also interviewed officers and crewmembers from both vessels, the two Houston pilots, and VTS watchstanders. Drug and alcohol testing was conducted for relevant personnel. Results are pending at this time.\r\n\r\nParties to the investigation are the US Coast Guard, Carla Maersk owner, Conti Peridot owner, flag administrations for Liberia and Denmark, Houston Pilot Association, and the Board of Pilot Commissioners for Harris County Ports.','NTSB releases preliminary report in Houston channel collision','','inherit','open','open','','934-revision-v1','','','2015-04-05 04:09:36','2015-04-05 04:09:36','',934,'http://myseatime.com/blogadm/934-revision-v1/',0,'revision','',0,0),(937,1,'2015-04-06 12:35:07','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-04-06 12:35:07','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=937',0,'post','',0,0),(938,1,'2015-04-06 12:47:47','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-04-06 12:47:47','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=938',0,'post','',0,0),(939,1,'2015-04-06 19:33:09','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-04-06 19:33:09','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=939',0,'post','',0,0),(940,1,'2015-04-08 06:12:11','2015-04-08 06:12:11','Sustainable sea transports demand new solutions. Stena Line has chosen to focus on the alternative fuel, methanol, and now the world\'s first methanol powered ferry, the Stena Germanica, has been launched, which operates on the route Kiel–Gothenburg.\r\n\r\nOn 26 March, the Stena Germanica re-entered service after a couple of months\' intermission. Now, as the world\'s first methanol powered ferry. Stena Line is thus the first shipping company to operate with environmentally friendly methanol as the main fuel. On Friday the 27ththere was an inauguration ceremony in Kiel and today, Monday the 30thof March there was a ceremony in Gothenburg\r\n\r\n\"We are very enthusiastic about methanol\'s possibilities and it has the potential to be the maritime fuel of the future. We want to pursue change and development in the shipping sector and, with the Stena Germanica, our environmental impact will be completely different to what the industry has seen before,\" Carl-Johan Hagman says.\r\n\r\nMethanol is a biodegradable, environmentally friendly and cost efficient fuel that reduces the emissions of sulphur and particles by 99 percent. The ferry\'s fuel system and engines have been adapted in the shipyard in a collaboration between Stena Line and Wärtsilä. The technology is called dual fuel – methanol is the main fuel, but there is the option to use MGO, Marine Gas Oil, as backup.\r\n\r\nThe conversion of the Stena Germanica was carried out in Gdansk, Poland, at the Remontova shipyard and it started up at the end of January and continued until the end of March. The project has received support from the EU\'s Motorways of the Seas and has had a total cost 22 million euros.\r\n\r\nThe conversion has already attracted praise for the innovative new technology and the progress this means for the marine environment.\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Capt.-Chander-Vart-Photo.jpg\"><img src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/02/Capt.-Chander-Vart-Photo.jpg\" alt=\"Capt. Chander Vart Photo\" width=\"160\" height=\"160\" class=\"aligncenter size-full wp-image-504\" /></a>\r\n\"I think Stena Line\'s initiative in being the first in the world to use methanol as an alternative fuel is extremely pleasing. Together with the impressive efforts made in its Energy Saving Programme, ESP, over a number of years, this demonstrates a great commitment to sustainable development. This is showing shipping the way, both in Sweden and globally, for how to protect responsibly the environment and climate,\" the Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, says.\r\n\r\n\"Stena Line is steering a sustainable and particularly environmentally friendly course. We are proud that the route between Kiel and Gothenburg was chosen and that we are part of this outstanding pilot project,\" says Dr. Dirk Claus, managing director of Seehafen Kiel GmbH &amp; Co KG.\r\n\r\nOn both events prominent guests were attending. In Kiel the owner of Stena, Dan Sten Olsson, held a ceremonial speech and so did also Karmenu Vella, European Commissioner for the Environment, Maritime Affairs and Fisheries, Reinhard Meyer, Schleswig -Holstein\'s Minister for Enterprise and Work, Dr. Ulf Kämpfer, Kiel\'s Mayor and Björn Ullbro from the Finnish engine manufacturer Wärtislä.\r\n\r\nIn Gothenburg ceremonial speeches were held by Stena Lines CEO Carl-Johan Hagman, Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, Her Excellency Dr. Lisa Emelia Svensson, Ambassador of Sweden for Oceans, Seas and Fresh Water and Pierpaolo Barbone from the Finnish engine manufacturer Wärtislä.\r\n\r\nFacts about methanol Methanol is a colourless liquid that can be produced from natural gas, coal, biomass or CO2. By using methanol, the emissions of sulphur (SOx) are reduced by roughly 99 percent, nitrogen (NOx) by 60 percent, particles (PM) by 95 percent and carbon dioxide (CO2) by 25 percent when compared to international bunker fuels. The emissions from methanol are roughly the same as for LNG (Liquefied Natural Gas), but are easier to process and do not place the same demands on infrastructure. Since 2005, Stena Line has worked to reduce its environmental impact by means of an energy-saving programme and it has succeeded in reducing the energy consumption of its ships by an average of 2.5 percent per year.','Stena Line launches the world\'s first methanol ferry','','inherit','open','open','','902-revision-v1','','','2015-04-08 06:12:11','2015-04-08 06:12:11','',902,'http://myseatime.com/blogadm/902-revision-v1/',0,'revision','',0,0),(941,1,'2015-04-08 06:12:44','2015-04-08 06:12:44','Sustainable sea transports demand new solutions. Stena Line has chosen to focus on the alternative fuel, methanol, and now the world\'s first methanol powered ferry, the Stena Germanica, has been launched, which operates on the route Kiel–Gothenburg.\r\n\r\nOn 26 March, the Stena Germanica re-entered service after a couple of months\' intermission. Now, as the world\'s first methanol powered ferry. Stena Line is thus the first shipping company to operate with environmentally friendly methanol as the main fuel. On Friday the 27ththere was an inauguration ceremony in Kiel and today, Monday the 30thof March there was a ceremony in Gothenburg\r\n\r\n\"We are very enthusiastic about methanol\'s possibilities and it has the potential to be the maritime fuel of the future. We want to pursue change and development in the shipping sector and, with the Stena Germanica, our environmental impact will be completely different to what the industry has seen before,\" Carl-Johan Hagman says.\r\n\r\nMethanol is a biodegradable, environmentally friendly and cost efficient fuel that reduces the emissions of sulphur and particles by 99 percent. The ferry\'s fuel system and engines have been adapted in the shipyard in a collaboration between Stena Line and Wärtsilä. The technology is called dual fuel – methanol is the main fuel, but there is the option to use MGO, Marine Gas Oil, as backup.\r\n\r\nThe conversion of the Stena Germanica was carried out in Gdansk, Poland, at the Remontova shipyard and it started up at the end of January and continued until the end of March. The project has received support from the EU\'s Motorways of the Seas and has had a total cost 22 million euros.\r\n\r\nThe conversion has already attracted praise for the innovative new technology and the progress this means for the marine environment.\r\n\r\n\"I think Stena Line\'s initiative in being the first in the world to use methanol as an alternative fuel is extremely pleasing. Together with the impressive efforts made in its Energy Saving Programme, ESP, over a number of years, this demonstrates a great commitment to sustainable development. This is showing shipping the way, both in Sweden and globally, for how to protect responsibly the environment and climate,\" the Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, says.\r\n\r\n\"Stena Line is steering a sustainable and particularly environmentally friendly course. We are proud that the route between Kiel and Gothenburg was chosen and that we are part of this outstanding pilot project,\" says Dr. Dirk Claus, managing director of Seehafen Kiel GmbH &amp; Co KG.\r\n\r\nOn both events prominent guests were attending. In Kiel the owner of Stena, Dan Sten Olsson, held a ceremonial speech and so did also Karmenu Vella, European Commissioner for the Environment, Maritime Affairs and Fisheries, Reinhard Meyer, Schleswig -Holstein\'s Minister for Enterprise and Work, Dr. Ulf Kämpfer, Kiel\'s Mayor and Björn Ullbro from the Finnish engine manufacturer Wärtislä.\r\n\r\nIn Gothenburg ceremonial speeches were held by Stena Lines CEO Carl-Johan Hagman, Swedish Maritime Administration\'s Director General, Ann-Catrine Zetterdahl, Her Excellency Dr. Lisa Emelia Svensson, Ambassador of Sweden for Oceans, Seas and Fresh Water and Pierpaolo Barbone from the Finnish engine manufacturer Wärtislä.\r\n\r\nFacts about methanol Methanol is a colourless liquid that can be produced from natural gas, coal, biomass or CO2. By using methanol, the emissions of sulphur (SOx) are reduced by roughly 99 percent, nitrogen (NOx) by 60 percent, particles (PM) by 95 percent and carbon dioxide (CO2) by 25 percent when compared to international bunker fuels. The emissions from methanol are roughly the same as for LNG (Liquefied Natural Gas), but are easier to process and do not place the same demands on infrastructure. Since 2005, Stena Line has worked to reduce its environmental impact by means of an energy-saving programme and it has succeeded in reducing the energy consumption of its ships by an average of 2.5 percent per year.','Stena Line launches the world\'s first methanol ferry','','inherit','open','open','','902-revision-v1','','','2015-04-08 06:12:44','2015-04-08 06:12:44','',902,'http://myseatime.com/blogadm/902-revision-v1/',0,'revision','',0,0),(942,1,'2015-04-08 07:29:44','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-04-08 07:29:44','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=942',0,'post','',0,0),(943,3,'2015-04-08 09:54:24','2015-04-08 09:54:24','International Transport Intermediaries Club (ITIC) has confirmed that a ship management company has been fined over a quarter of a million dollars in connection with a breach of clean air regulations in the United States.\r\n\r\nITIC reports that an inspector of the California Air Resources Board, the clean air agency of the state of California, boarded a ship in July 2011 at a terminal in Los Angeles. The chief engineer was asked if he was aware of the revised 2009 California clean air regulations which required vessels to switch main engine, auxiliary engines and auxiliary boilers to low-sulphur fuel when in California-regulated waters. The chief engineer said he was only aware of the requirement to switch auxiliary engines to low-sulphur fuel in accordance with regulations effective from 1 January, 2007.\r\n\r\nThe master checked the vessel’s Safety Management System (SMS) but was unable to locate the 2009 requirement. The inspector then examined the records of fuel switchover for the vessel’s main engine, auxiliary engines and auxiliary boilers, and ascertained that the ship had called at California ports seventeen times between 2009 and 2011 without switching over the main engine or the auxiliary boilers. A penalty of $283,500 was duly imposed on the shipowner for failure to switch fuel during the seventeen port calls. The owner claimed against the manager, maintaining that the manager had been negligent.\r\n\r\nITIC says, \"In 2009, a fleet circular had been sent to all vessels by the manager, setting out the change in regulations, and asking that it be displayed in a prominent position. The manager therefore initially rejected the claim on the ground that it had resulted from crew negligence, which was excluded under the BIMCO management agreement. The owners, however, did not accept this rejection, maintaining instead that the manager had failed to update the SMS. As it was considered unlikely that the manager would successfully defend a claim resulting from its failure to update the SMS, the claim was paid in full.\"','Ship manager fined for breach of US sulphur emissions regulations','','publish','open','open','','ship-manager-fined-for-breach-of-us-sulphur-emissions-regulations','','','2015-04-13 06:14:23','2015-04-13 06:14:23','',0,'http://myseatime.com/blogadm/?p=943',0,'post','',0,55),(944,1,'2015-04-08 09:54:24','2015-04-08 09:54:24','International Transport Intermediaries Club (ITIC) has confirmed that a ship management company has been fined over a quarter of a million dollars in connection with a breach of clean air regulations in the United States.\r\n\r\nITIC reports that an inspector of the California Air Resources Board, the clean air agency of the state of California, boarded a ship in July 2011 at a terminal in Los Angeles. The chief engineer was asked if he was aware of the revised 2009 California clean air regulations which required vessels to switch main engine, auxiliary engines and auxiliary boilers to low-sulphur fuel when in California-regulated waters. The chief engineer said he was only aware of the requirement to switch auxiliary engines to low-sulphur fuel in accordance with regulations effective from 1 January, 2007.\r\n\r\nThe master checked the vessel’s Safety Management System (SMS) but was unable to locate the 2009 requirement. The inspector then examined the records of fuel switchover for the vessel’s main engine, auxiliary engines and auxiliary boilers, and ascertained that the ship had called at California ports seventeen times between 2009 and 2011 without switching over the main engine or the auxiliary boilers. A penalty of $283,500 was duly imposed on the shipowner for failure to switch fuel during the seventeen port calls. The owner claimed against the manager, maintaining that the manager had been negligent.\r\n\r\nITIC says, “In 2009, a fleet circular had been sent to all vessels by the manager, setting out the change in regulations, and asking that it be displayed in a prominent position. The manager therefore initially rejected the claim on the ground that it had resulted from crew negligence, which was excluded under the BIMCO management agreement. The owners, however, did not accept this rejection, maintaining instead that the manager had failed to update the SMS. As it was considered unlikely that the manager would successfully defend a claim resulting from its failure to update the SMS, the claim was paid in full.”','Ship manager fined for breach of US sulphur emissions regulations','','inherit','open','open','','943-revision-v1','','','2015-04-08 09:54:24','2015-04-08 09:54:24','',943,'http://myseatime.com/blogadm/943-revision-v1/',0,'revision','',0,0),(945,3,'2015-04-08 10:41:21','2015-04-08 10:41:21','One month after setting it, Samsung Heavy Industries has renewed its hold on the record for the world’s largest container ship order by receiving an order for 21,100TEU-class container ships.\r\n\r\nThe company announced on the 1st that it had received an order for six units of 21,100TEU-class ultra-large container ships from OOCL (Hong Kong) at about USD 0.95 billion. This renewed the record it had set just one month earlier, when it received orders for four units of 20,100TEU-class container ships from MOL of Japan on March 2, 2015.\r\n\r\nThe company has fortified its leadership in the market by receiving orders for ten units out of 12 units of 20,000TEU+ container ships placed worldwide. This contract includes options for six units, so it is likely that the company will receive additional related orders.\r\n\r\nSamsung Heavy Industries is leading the market thanks to its excellent R&amp;D HR and its infrastructure that is capable of providing the optimal ship solutions, as well as its various eco technologies that meet the needs of customers.\r\n\r\nThe company has continuously developed ships optimized for ship operation plans as well as large-sized container ships, using a range of testing facilities including the towing tank and the cavitation tunnel at Daedeok Ship Research Center.\r\n\r\nThe newly ordered ships are 400m long and 58.8m wide, a similar specification to the 20,100TEU-class ships previously ordered. However, the newly ordered ones can load 1,000 more 20-feet containers, as they accommodate one more layer of containers.\r\n\r\nThe newly ordered ships will also be equipped with a number of energy-saving systems, including propellers, rudder bulbs and stators developed by Samsung Heavy Industries. The ships will be delivered by November 2017.\r\n\r\nSamsung Heavy Industries also announced that it had received orders from European shippers for four units of oil tankers valued at about USD 0.23 billion, making the daily contract amount about USD 1.2 billion.\r\n\r\nThe company received orders worth USD 2.3 billion in the 1st quarter, including orders for ten units of container ships, six units of oil tankers and two units of LNG carriers.\r\n\r\nSamsung Heavy Industries said, “It is expected that orders for ultra-large container ships will continue, as global shipping alliances are competing to expand their fleets. We will receive additional orders by offering optimized ship solutions and a range of eco technologies.”','Samsung Heavy Industries sets World’s Largest Container Ship Order Record','','publish','open','open','','samsung-heavy-industries-sets-worlds-largest-container-ship-order-record','','','2015-04-08 10:41:21','2015-04-08 10:41:21','',0,'http://myseatime.com/blogadm/?p=945',0,'post','',0,37),(946,1,'2015-04-08 10:40:46','2015-04-08 10:40:46','shi.samsung.co.kr','samsung','','inherit','open','open','','samsung','','','2015-04-08 10:41:14','2015-04-08 10:41:14','',945,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/samsung.jpg',0,'attachment','image/jpeg',0,0),(947,1,'2015-04-08 10:41:21','2015-04-08 10:41:21','One month after setting it, Samsung Heavy Industries has renewed its hold on the record for the world’s largest container ship order by receiving an order for 21,100TEU-class container ships.\r\n\r\nThe company announced on the 1st that it had received an order for six units of 21,100TEU-class ultra-large container ships from OOCL (Hong Kong) at about USD 0.95 billion. This renewed the record it had set just one month earlier, when it received orders for four units of 20,100TEU-class container ships from MOL of Japan on March 2, 2015.\r\n\r\nThe company has fortified its leadership in the market by receiving orders for ten units out of 12 units of 20,000TEU+ container ships placed worldwide. This contract includes options for six units, so it is likely that the company will receive additional related orders.\r\n\r\nSamsung Heavy Industries is leading the market thanks to its excellent R&amp;D HR and its infrastructure that is capable of providing the optimal ship solutions, as well as its various eco technologies that meet the needs of customers.\r\n\r\nThe company has continuously developed ships optimized for ship operation plans as well as large-sized container ships, using a range of testing facilities including the towing tank and the cavitation tunnel at Daedeok Ship Research Center.\r\n\r\nThe newly ordered ships are 400m long and 58.8m wide, a similar specification to the 20,100TEU-class ships previously ordered. However, the newly ordered ones can load 1,000 more 20-feet containers, as they accommodate one more layer of containers.\r\n\r\nThe newly ordered ships will also be equipped with a number of energy-saving systems, including propellers, rudder bulbs and stators developed by Samsung Heavy Industries. The ships will be delivered by November 2017.\r\n\r\nSamsung Heavy Industries also announced that it had received orders from European shippers for four units of oil tankers valued at about USD 0.23 billion, making the daily contract amount about USD 1.2 billion.\r\n\r\nThe company received orders worth USD 2.3 billion in the 1st quarter, including orders for ten units of container ships, six units of oil tankers and two units of LNG carriers.\r\n\r\nSamsung Heavy Industries said, “It is expected that orders for ultra-large container ships will continue, as global shipping alliances are competing to expand their fleets. We will receive additional orders by offering optimized ship solutions and a range of eco technologies.”','Samsung Heavy Industries sets World’s Largest Container Ship Order Record','','inherit','open','open','','945-revision-v1','','','2015-04-08 10:41:21','2015-04-08 10:41:21','',945,'http://myseatime.com/blogadm/945-revision-v1/',0,'revision','',0,0),(948,3,'2015-04-09 09:57:26','2015-04-09 09:57:26','​His Excellency Paul William Lumbi, High Commissioner of the Republic of Zambia to the United Kingdom, on Wednesday (8 April) paid a courtesy visit to the Headquarters of the International Maritime Organization (IMO), to mark Zambia’s status as the newest Member State of IMO.\r\n\r\nThe Republic of Zambia became the latest Member of IMO, following the deposit, of an instrument of acceptance of the Convention on the International Maritime Organization with the Secretary-General of the United Nations.\r\n\r\nWelcoming His Excellency Lumbi, IMO Secretrary-General Koji Sekimizu said that the Republic of Zambia is an important member of the international community. He said, “I’m sure our membership will really welcome you. We will support you.”\r\n\r\nIn turn, His Excellency Lumbi expressed his happiness at Zambia’s having joined IMO, saying “we look forward to benefiting from the experiences of other IMO Member States, particularly landlocked States.”\r\n\r\nWith the acceptance of the Convention by Zambia, the number of IMO Member States stands at 171, with a further three Associate Members.','IMO welcomes newest Member State','','publish','open','open','','imo-welcomes-newest-member-state','','','2015-04-09 09:57:26','2015-04-09 09:57:26','',0,'http://myseatime.com/blogadm/?p=948',0,'post','',0,34),(949,1,'2015-04-09 09:56:27','2015-04-09 09:56:27','IMO.org','imo','','inherit','open','open','','16456650454_6be231a51d_z-2','','','2015-04-09 09:57:04','2015-04-09 09:57:04','',948,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/16456650454_6be231a51d_z-2.jpg',0,'attachment','image/jpeg',0,0),(950,1,'2015-04-09 09:57:26','2015-04-09 09:57:26','​His Excellency Paul William Lumbi, High Commissioner of the Republic of Zambia to the United Kingdom, on Wednesday (8 April) paid a courtesy visit to the Headquarters of the International Maritime Organization (IMO), to mark Zambia’s status as the newest Member State of IMO.\r\n\r\nThe Republic of Zambia became the latest Member of IMO, following the deposit, of an instrument of acceptance of the Convention on the International Maritime Organization with the Secretary-General of the United Nations.\r\n\r\nWelcoming His Excellency Lumbi, IMO Secretrary-General Koji Sekimizu said that the Republic of Zambia is an important member of the international community. He said, “I’m sure our membership will really welcome you. We will support you.”\r\n\r\nIn turn, His Excellency Lumbi expressed his happiness at Zambia’s having joined IMO, saying “we look forward to benefiting from the experiences of other IMO Member States, particularly landlocked States.”\r\n\r\nWith the acceptance of the Convention by Zambia, the number of IMO Member States stands at 171, with a further three Associate Members.','IMO welcomes newest Member State','','inherit','open','open','','948-revision-v1','','','2015-04-09 09:57:26','2015-04-09 09:57:26','',948,'http://myseatime.com/blogadm/948-revision-v1/',0,'revision','',0,0),(951,3,'2015-04-10 05:36:13','2015-04-10 05:36:13','At a forum discussion organized by DNV GL, some 70 shipowners and maritime industry players revealed that there are still many uncertainties regarding the kind of issues Port State Control inspectors focus on during inspections in different ports.\r\n\r\nDNV GL presented a portfolio of services the classification society is developing to meet these needs. It includes a new toolkit to help customers understand and anticipate Port State Control (PSC) criteria as well as the option to monitor the performance of their fleet and take action when a vessel is in danger of failing to meet PSC criteria.\r\nEvery merchant ship passing through foreign ports may be controlled by the national authorities to verify that the condition of the ship and its equipment comply with the requirements of international regulations, and that the ship is manned and operated in compliance with these rules. The inspection is done by officers representing the national port authority in each country; their legal instruments are the international maritime conventions about safety, pollution prevention and working conditions on board a vessel. Non-compliance may lead to costly delays or even detention.\r\n\r\nAs a classification society DNV GL is involved in the technical aspects of PSC – the new toolkit offers a comprehensive overview of the issues Port State Control inspectors focus on most. Using the so called PSC Guide wizard software DNV GL can generate checklists that can be tailored to a customer’s fleet. “The PSC toolkit also contains a pocket-size booklet that can be used as guidance before entering ports. It can be kept on board vessels at all times and also be used for training on board,” says Hagen Kruse, Regional QHSE &amp; Production Manager Germany at DNV GL.\r\n\r\n“If problems occur during an inspection, it is important to inform the classification society immediately. Mouldy fire dampers that are stuck shut and dirty engine rooms are some of the most common issues during PSC inspections. But even minor things like a missing gangway net are important, as it’s the first impression that helps PSC decide how detailed an inspection is going to be,” says Karin Mikosch, Head of Department Chief Surveyor &amp; Task Force und Head of Section Task Force at DNV GL.\r\n\r\nIn addition to the toolkit, DNV GL is working on a number of services linked to Port State Control, such as a PSC mobile app that is currently being developed for use on board. Customers can also order a company-specific PSC performance report that is based on information gathered from a growing pool of information from public databases for shipping and allows DNV GL to analyse its classed fleet in great detail. The report lists ships that are inspected very often, shows which ports are more challenging than others and benchmarks the customer’s vessels against the world fleet in the relevant segment. “Ship operators can present the report’s findings to their customers and gain a competitive advantage over their competitors. Ships that are not inspected often could get better charter rates,” says Hagen Kruse.','DNV GL – How to improve Port State Control Performance','','publish','open','open','','dnv-gl-how-to-improve-port-state-control-performance','','','2015-04-10 05:36:20','2015-04-10 05:36:20','',0,'http://myseatime.com/blogadm/?p=951',0,'post','',0,36),(952,1,'2015-04-10 05:35:43','2015-04-10 05:35:43','dnvgl.com','ordner_PSC_download_tcm8-21848_opt','','inherit','open','open','','ordner_psc_download_tcm8-21848_opt','','','2015-04-10 05:35:52','2015-04-10 05:35:52','',951,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/ordner_PSC_download_tcm8-21848_opt.jpg',0,'attachment','image/jpeg',0,0),(953,1,'2015-04-10 05:36:13','2015-04-10 05:36:13','At a forum discussion organized by DNV GL, some 70 shipowners and maritime industry players revealed that there are still many uncertainties regarding the kind of issues Port State Control inspectors focus on during inspections in different ports. \r\n\r\nDNV GL presented a portfolio of services the classification society is developing to meet these needs. It includes a new toolkit to help customers understand and anticipate Port State Control (PSC) criteria as well as the option to monitor the performance of their fleet and take action when a vessel is in danger of failing to meet PSC criteria.\r\nEvery merchant ship passing through foreign ports may be controlled by the national authorities to verify that the condition of the ship and its equipment comply with the requirements of international regulations, and that the ship is manned and operated in compliance with these rules. The inspection is done by officers representing the national port authority in each country; their legal instruments are the international maritime conventions about safety, pollution prevention and working conditions on board a vessel. Non-compliance may lead to costly delays or even detention.\r\n\r\nAs a classification society DNV GL is involved in the technical aspects of PSC – the new toolkit offers a comprehensive overview of the issues Port State Control inspectors focus on most. Using the so called PSC Guide wizard software DNV GL can generate checklists that can be tailored to a customer’s fleet. “The PSC toolkit also contains a pocket-size booklet that can be used as guidance before entering ports. It can be kept on board vessels at all times and also be used for training on board,” says Hagen Kruse, Regional QHSE & Production Manager Germany at DNV GL.\r\n\r\n“If problems occur during an inspection, it is important to inform the classification society immediately. Mouldy fire dampers that are stuck shut and dirty engine rooms are some of the most common issues during PSC inspections. But even minor things like a missing gangway net are important, as it’s the first impression that helps PSC decide how detailed an inspection is going to be,” says Karin Mikosch, Head of Department Chief Surveyor & Task Force und Head of Section Task Force at DNV GL.\r\n\r\nIn addition to the toolkit, DNV GL is working on a number of services linked to Port State Control, such as a PSC mobile app that is currently being developed for use on board. Customers can also order a company-specific PSC performance report that is based on information gathered from a growing pool of information from public databases for shipping and allows DNV GL to analyse its classed fleet in great detail. The report lists ships that are inspected very often, shows which ports are more challenging than others and benchmarks the customer’s vessels against the world fleet in the relevant segment. “Ship operators can present the report’s findings to their customers and gain a competitive advantage over their competitors. Ships that are not inspected often could get better charter rates,” says Hagen Kruse.\r\n\r\n','DNV GL – How to improve Port State Control Performance','','inherit','open','open','','951-revision-v1','','','2015-04-10 05:36:13','2015-04-10 05:36:13','',951,'http://myseatime.com/blogadm/951-revision-v1/',0,'revision','',0,0),(954,1,'2015-04-10 05:36:20','2015-04-10 05:36:20','At a forum discussion organized by DNV GL, some 70 shipowners and maritime industry players revealed that there are still many uncertainties regarding the kind of issues Port State Control inspectors focus on during inspections in different ports.\r\n\r\nDNV GL presented a portfolio of services the classification society is developing to meet these needs. It includes a new toolkit to help customers understand and anticipate Port State Control (PSC) criteria as well as the option to monitor the performance of their fleet and take action when a vessel is in danger of failing to meet PSC criteria.\r\nEvery merchant ship passing through foreign ports may be controlled by the national authorities to verify that the condition of the ship and its equipment comply with the requirements of international regulations, and that the ship is manned and operated in compliance with these rules. The inspection is done by officers representing the national port authority in each country; their legal instruments are the international maritime conventions about safety, pollution prevention and working conditions on board a vessel. Non-compliance may lead to costly delays or even detention.\r\n\r\nAs a classification society DNV GL is involved in the technical aspects of PSC – the new toolkit offers a comprehensive overview of the issues Port State Control inspectors focus on most. Using the so called PSC Guide wizard software DNV GL can generate checklists that can be tailored to a customer’s fleet. “The PSC toolkit also contains a pocket-size booklet that can be used as guidance before entering ports. It can be kept on board vessels at all times and also be used for training on board,” says Hagen Kruse, Regional QHSE &amp; Production Manager Germany at DNV GL.\r\n\r\n“If problems occur during an inspection, it is important to inform the classification society immediately. Mouldy fire dampers that are stuck shut and dirty engine rooms are some of the most common issues during PSC inspections. But even minor things like a missing gangway net are important, as it’s the first impression that helps PSC decide how detailed an inspection is going to be,” says Karin Mikosch, Head of Department Chief Surveyor &amp; Task Force und Head of Section Task Force at DNV GL.\r\n\r\nIn addition to the toolkit, DNV GL is working on a number of services linked to Port State Control, such as a PSC mobile app that is currently being developed for use on board. Customers can also order a company-specific PSC performance report that is based on information gathered from a growing pool of information from public databases for shipping and allows DNV GL to analyse its classed fleet in great detail. The report lists ships that are inspected very often, shows which ports are more challenging than others and benchmarks the customer’s vessels against the world fleet in the relevant segment. “Ship operators can present the report’s findings to their customers and gain a competitive advantage over their competitors. Ships that are not inspected often could get better charter rates,” says Hagen Kruse.','DNV GL – How to improve Port State Control Performance','','inherit','open','open','','951-revision-v1','','','2015-04-10 05:36:20','2015-04-10 05:36:20','',951,'http://myseatime.com/blogadm/951-revision-v1/',0,'revision','',0,0),(955,3,'2015-04-10 05:47:16','2015-04-10 05:47:16','Nippon Yusen Kabushiki Kaisha (NYK), the Monohakobi Technology Institute (MTI), and Semco Ltd.  have jointly developed “Honesty,” an efficient tank sounding* device (patent pending) that improves the accuracy of measurements of the surface of liquid stored in vessel tanks.\r\n\r\nThe device not only significantly streamlines the process of sounding the surface of liquid in tanks but also provides accurate measurements of bunkered oil in case of cappuccino bunker,** an issue that causes an apparent rise in the quantity of delivered fuel oil due to bubbles at the time of bunkering. “Honesty” has been approved by the ship classification society ClassNK.\r\n\r\nNYK, MTI, and Semco will continue their research and development efforts to improve operational efficiency.\r\n\r\n-- Features of “Honesty”\r\n\r\n1.  Provides accurate tank sounding, significantly streamlines sounding process\r\nThe sensor installed at the top end of the measure for tank sounding accurately determines the distance from the point of measurement to the surface of the liquid.\r\n- The device eliminates the necessity of conducting a pre-measurement reading of the distance to the surface of the liquid in the tank.\r\n- A buzzer indicates that the measurement is complete, and the accurate value is quickly provided.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\"><img class=\"aligncenter size-full wp-image-956\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\" alt=\"3D\" width=\"393\" height=\"300\" /></a>\r\n\r\n2.   Effective on cappuccino bunker\r\nThe sensor does not react to bubbles on the surface of liquid, so an accurate measurement of the quantity of bunkered oil is provided, even when cappuccino bunker occurs.\r\n\r\n3.  Can be used for a broad range of applications\r\n<div>\r\n\r\nThe device can measure colorless and transparent liquid, including lubricating oil, ballast water, and bilge,*** in addition to fuel oil.\r\n\r\n4. Is portable and easy to carry\r\nThe device is lightweight and portable, and is thus easy to carry. Moreover, it works on standard batteries, not requiring any external power source.\r\n\r\n</div>','Something to avoid cappuccino bunkers','','publish','open','open','','nyk-mti-and-semco-jointly-develop-efficient-accurate-tank-sounding-device','','','2015-04-14 06:06:49','2015-04-14 06:06:49','',0,'http://myseatime.com/blogadm/?p=955',0,'post','',0,41),(956,1,'2015-04-10 05:45:50','2015-04-10 05:45:50','NYK','3D','','inherit','open','open','','3d','','','2015-04-10 05:46:02','2015-04-10 05:46:02','',955,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg',0,'attachment','image/jpeg',0,0),(957,1,'2015-04-10 05:47:16','2015-04-10 05:47:16','<div>Nippon Yusen Kabushiki Kaisha (NYK), the Monohakobi Technology Institute (MTI), and Semco Ltd.  have jointly developed “Honesty,” an efficient tank sounding* device (patent pending) that improves the accuracy of measurements of the surface of liquid stored in vessel tanks.</div>\r\n<div></div>\r\n<div>The device not only significantly streamlines the process of sounding the surface of liquid in tanks but also provides accurate measurements of bunkered oil in case of cappuccino bunker,** an issue that causes an apparent rise in the quantity of delivered fuel oil due to bubbles at the time of bunkering. “Honesty” has been approved by the ship classification society ClassNK.</div>\r\n<div></div>\r\n<div>NYK, MTI, and Semco will continue their research and development efforts to improve operational efficiency.</div>\r\n<div></div>\r\n<div align=\"left\">-- Features of “Honesty”</div>\r\n<div></div>\r\n<div>1.  Provides accurate tank sounding, significantly streamlines sounding process</div>\r\n<div>- The sensor installed at the top end of the measure for tank sounding accurately determines the distance from the point of measurement to the surface of the liquid.</div>\r\n<div>- The device eliminates the necessity of conducting a pre-measurement reading of the distance to the surface of the liquid in the tank.</div>\r\n<div>- A buzzer indicates that the measurement is complete, and the accurate value is quickly provided.</div>\r\n<div></div>\r\n<div><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\"><img class=\"aligncenter size-full wp-image-956\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\" alt=\"3D\" width=\"393\" height=\"300\" /></a></div>\r\n<div></div>\r\n<div>2.   Effective on cappuccino bunker</div>\r\n<div>The sensor does not react to bubbles on the surface of liquid, so an accurate measurement of the quantity of bunkered oil is provided, even when cappuccino bunker occurs.</div>\r\n<div></div>\r\n<div>3.  Can be used for a broad range of applications</div>\r\n<div>The device can measure colorless and transparent liquid, including lubricating oil, ballast water, and bilge,*** in addition to fuel oil.</div>\r\n<div></div>\r\n<div>4. Is portable and easy to carry</div>\r\n<div>The device is lightweight and portable, and is thus easy to carry. Moreover, it works on standard batteries, not requiring any external power source.</div>','NYK, MTI, and Semco Jointly Develop Efficient, Accurate Tank-sounding Device','','inherit','open','open','','955-revision-v1','','','2015-04-10 05:47:16','2015-04-10 05:47:16','',955,'http://myseatime.com/blogadm/955-revision-v1/',0,'revision','',0,0),(958,1,'2015-04-14 06:06:49','2015-04-14 06:06:49','Nippon Yusen Kabushiki Kaisha (NYK), the Monohakobi Technology Institute (MTI), and Semco Ltd.  have jointly developed “Honesty,” an efficient tank sounding* device (patent pending) that improves the accuracy of measurements of the surface of liquid stored in vessel tanks.\n\nThe device not only significantly streamlines the process of sounding the surface of liquid in tanks but also provides accurate measurements of bunkered oil in case of cappuccino bunker,** an issue that causes an apparent rise in the quantity of delivered fuel oil due to bubbles at the time of bunkering. “Honesty” has been approved by the ship classification society ClassNK.\n\nNYK, MTI, and Semco will continue their research and development efforts to improve operational efficiency.\n\n-- Features of “Honesty”\n\n1.  Provides accurate tank sounding, significantly streamlines sounding process\nThe sensor installed at the top end of the measure for tank sounding accurately determines the distance from the point of measurement to the surface of the liquid.\n- The device eliminates the necessity of conducting a pre-measurement reading of the distance to the surface of the liquid in the tank.\n- A buzzer indicates that the measurement is complete, and the accurate value is quickly provided.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\"><img class=\"aligncenter size-full wp-image-956\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\" alt=\"3D\" width=\"393\" height=\"300\" /></a>\n\n2.   Effective on cappuccino bunker\nThe sensor does not react to bubbles on the surface of liquid, so an accurate measurement of the quantity of bunkered oil is provided, even when cappuccino bunker occurs.\n\n3.  Can be used for a broad range of applications\n<div>\n\nThe device can measure colorless and transparent liquid, including lubricating oil, ballast water, and bilge,*** in addition to fuel oil.\n\n4. Is portable and easy to carry\nThe device is lightweight and portable, and is thus easy to carry. Moreover, it works on standard batteries, not requiring any external power source.\n\n</div>','Something to avoid cappuccino bunkers','','inherit','open','open','','955-autosave-v1','','','2015-04-14 06:06:49','2015-04-14 06:06:49','',955,'http://myseatime.com/blogadm/955-autosave-v1/',0,'revision','',0,0),(959,1,'2015-04-10 05:49:43','2015-04-10 05:49:43','Nippon Yusen Kabushiki Kaisha (NYK), the Monohakobi Technology Institute (MTI), and Semco Ltd.  have jointly developed “Honesty,” an efficient tank sounding* device (patent pending) that improves the accuracy of measurements of the surface of liquid stored in vessel tanks.\r\n\r\nThe device not only significantly streamlines the process of sounding the surface of liquid in tanks but also provides accurate measurements of bunkered oil in case of cappuccino bunker,** an issue that causes an apparent rise in the quantity of delivered fuel oil due to bubbles at the time of bunkering. “Honesty” has been approved by the ship classification society ClassNK.\r\n\r\nNYK, MTI, and Semco will continue their research and development efforts to improve operational efficiency.\r\n\r\n-- Features of “Honesty”\r\n\r\n1.  Provides accurate tank sounding, significantly streamlines sounding process\r\nThe sensor installed at the top end of the measure for tank sounding accurately determines the distance from the point of measurement to the surface of the liquid.\r\n- The device eliminates the necessity of conducting a pre-measurement reading of the distance to the surface of the liquid in the tank.\r\n- A buzzer indicates that the measurement is complete, and the accurate value is quickly provided.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\"><img class=\"aligncenter size-full wp-image-956\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\" alt=\"3D\" width=\"393\" height=\"300\" /></a>\r\n\r\n2.   Effective on cappuccino bunker\r\nThe sensor does not react to bubbles on the surface of liquid, so an accurate measurement of the quantity of bunkered oil is provided, even when cappuccino bunker occurs.\r\n\r\n3.  Can be used for a broad range of applications\r\n<div>\r\n\r\nThe device can measure colorless and transparent liquid, including lubricating oil, ballast water, and bilge,*** in addition to fuel oil.\r\n\r\n4. Is portable and easy to carry\r\nThe device is lightweight and portable, and is thus easy to carry. Moreover, it works on standard batteries, not requiring any external power source.\r\n\r\n</div>','NYK, MTI, and Semco Jointly Develop Efficient, Accurate Tank-sounding Device','','inherit','open','open','','955-revision-v1','','','2015-04-10 05:49:43','2015-04-10 05:49:43','',955,'http://myseatime.com/blogadm/955-revision-v1/',0,'revision','',0,0),(960,1,'2015-04-10 06:04:50','2015-04-10 06:04:50','Nippon Yusen Kabushiki Kaisha (NYK), the Monohakobi Technology Institute (MTI), and Semco Ltd.  have jointly developed “Honesty,” an efficient tank sounding* device (patent pending) that improves the accuracy of measurements of the surface of liquid stored in vessel tanks.\r\n\r\nThe device not only significantly streamlines the process of sounding the surface of liquid in tanks but also provides accurate measurements of bunkered oil in case of cappuccino bunker,** an issue that causes an apparent rise in the quantity of delivered fuel oil due to bubbles at the time of bunkering. “Honesty” has been approved by the ship classification society ClassNK.\r\n\r\nNYK, MTI, and Semco will continue their research and development efforts to improve operational efficiency.\r\n\r\n-- Features of “Honesty”\r\n\r\n1.  Provides accurate tank sounding, significantly streamlines sounding process\r\nThe sensor installed at the top end of the measure for tank sounding accurately determines the distance from the point of measurement to the surface of the liquid.\r\n- The device eliminates the necessity of conducting a pre-measurement reading of the distance to the surface of the liquid in the tank.\r\n- A buzzer indicates that the measurement is complete, and the accurate value is quickly provided.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\"><img class=\"aligncenter size-full wp-image-956\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/3D.jpg\" alt=\"3D\" width=\"393\" height=\"300\" /></a>\r\n\r\n2.   Effective on cappuccino bunker\r\nThe sensor does not react to bubbles on the surface of liquid, so an accurate measurement of the quantity of bunkered oil is provided, even when cappuccino bunker occurs.\r\n\r\n3.  Can be used for a broad range of applications\r\n<div>\r\n\r\nThe device can measure colorless and transparent liquid, including lubricating oil, ballast water, and bilge,*** in addition to fuel oil.\r\n\r\n4. Is portable and easy to carry\r\nThe device is lightweight and portable, and is thus easy to carry. Moreover, it works on standard batteries, not requiring any external power source.\r\n\r\n</div>','Something to avoid cappuccino bunkers','','inherit','open','open','','955-revision-v1','','','2015-04-10 06:04:50','2015-04-10 06:04:50','',955,'http://myseatime.com/blogadm/955-revision-v1/',0,'revision','',0,0),(961,3,'2015-04-10 06:18:00','2015-04-10 06:18:00','Rolls-Royce has signed contracts with Bastø-Fosen and Fjord 1 in Norway for azimuth propulsion systems for five new double ended ferries. The ferries are scheduled to enter into service along the coast of Norway in the summer of 2016.\r\n\r\nThe contract value to  <span class=\"nowrap\">Rolls-Royce</span> is £5.5 million in total. All five ferries are designed by Multi Maritime and will be constructed in Turkey at the yards Sefine, Cemre and ADA.\r\n\r\nThese types of double ended ferries are designed to commute back and forth between ferry quays along the rugged Norwegian coastline. Three of the ferries are to be delivered to the company Bastø-Fosen and will be 142 metres long, with capacity for 200 cars, 600 passengers and between 24 and 30 trucks. The two remaining ferries are to be delivered to the company Fjord 1 and will be 74 meters long, with capacity for 60 cars and up to 199 passengers.\r\n\r\nAzimuth thrusters from <span class=\"nowrap\">Rolls-Royce</span> will help give the ferries improved steering stability and manoeuvrability. The thrusters are also equipped with full feathering propellers so the operator can reduce the amount of engine power needed during crossings. This will help reduce fuel consumption and also increase the overall efficiency of the vessels.\r\n\r\nHelge Gjerde, Rolls-Royce, SVP Commercial Marine, said: “We are very proud to support these ferries which are part of Norway’s key coastal transportation system. Norwegian ferry owners have been in the forefront of ship technology for many years, and seek environmental friendly and reliable solutions for traveling in the Norwegian fjords and along the coastline. It’s also close to home for us, with our  <span class=\"nowrap\">Rolls-Royce</span> Marine base in Norway.”\r\n\r\nThe three larger Bastø-Fosen ferries are equipped with two Azipull 100 azimuth thrusters which are placed one in each end of the ferry. They also have <span class=\"nowrap\">Rolls-Royce</span> Helicon X3 propulsion control systems. The two Fjord 1 ferries each have Azipull AZP85 azimuth thrusters, also with Helicon X3 propulsion control systems.','Rolls-Royce to Deliver Propulsion for Five Norwegian Ferries','','publish','open','open','','rolls-royce-to-deliver-propulsion-for-five-norwegian-ferries','','','2015-04-10 06:18:00','2015-04-10 06:18:00','',0,'http://myseatime.com/blogadm/?p=961',0,'post','',0,29),(962,1,'2015-04-10 06:17:38','2015-04-10 06:17:38','rolls-royce.com','pr-8-04-2015','','inherit','open','open','','pr-8-04-2015','','','2015-04-10 06:17:56','2015-04-10 06:17:56','',961,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/pr-8-04-2015.jpg',0,'attachment','image/jpeg',0,0),(963,1,'2015-04-10 06:18:00','2015-04-10 06:18:00','Rolls-Royce has signed contracts with Bastø-Fosen and Fjord 1 in Norway for azimuth propulsion systems for five new double ended ferries. The ferries are scheduled to enter into service along the coast of Norway in the summer of 2016.\r\n\r\nThe contract value to  <span class=\"nowrap\">Rolls-Royce</span> is £5.5 million in total. All five ferries are designed by Multi Maritime and will be constructed in Turkey at the yards Sefine, Cemre and ADA.\r\n\r\nThese types of double ended ferries are designed to commute back and forth between ferry quays along the rugged Norwegian coastline. Three of the ferries are to be delivered to the company Bastø-Fosen and will be 142 metres long, with capacity for 200 cars, 600 passengers and between 24 and 30 trucks. The two remaining ferries are to be delivered to the company Fjord 1 and will be 74 meters long, with capacity for 60 cars and up to 199 passengers.\r\n\r\nAzimuth thrusters from <span class=\"nowrap\">Rolls-Royce</span> will help give the ferries improved steering stability and manoeuvrability. The thrusters are also equipped with full feathering propellers so the operator can reduce the amount of engine power needed during crossings. This will help reduce fuel consumption and also increase the overall efficiency of the vessels.\r\n\r\nHelge Gjerde, Rolls-Royce, SVP Commercial Marine, said: “We are very proud to support these ferries which are part of Norway’s key coastal transportation system. Norwegian ferry owners have been in the forefront of ship technology for many years, and seek environmental friendly and reliable solutions for traveling in the Norwegian fjords and along the coastline. It’s also close to home for us, with our  <span class=\"nowrap\">Rolls-Royce</span> Marine base in Norway.”\r\n\r\nThe three larger Bastø-Fosen ferries are equipped with two Azipull 100 azimuth thrusters which are placed one in each end of the ferry. They also have <span class=\"nowrap\">Rolls-Royce</span> Helicon X3 propulsion control systems. The two Fjord 1 ferries each have Azipull AZP85 azimuth thrusters, also with Helicon X3 propulsion control systems.','Rolls-Royce to Deliver Propulsion for Five Norwegian Ferries','','inherit','open','open','','961-revision-v1','','','2015-04-10 06:18:00','2015-04-10 06:18:00','',961,'http://myseatime.com/blogadm/961-revision-v1/',0,'revision','',0,0),(964,3,'2015-04-10 06:31:53','2015-04-10 06:31:53','Statoil announced today that it has made an oil discovery in its Miocene Yeti prospect located in the Gulf of Mexico (GoM).\r\n\r\n“The Yeti discovery expands the proven sub-salt Miocene play further south and west of the Big Foot field,” says Jez Averty, Statoil’s senior vice president, exploration for North America. “We are analysing data to determine the size of the discovery in order to consider future appraisal options.”\r\n\r\nThe Yeti discovery was made in Walker Ridge (WR) block 160, which is located approximately 15 kilometres (9 miles) south of the Big Foot field, and 11 kilometres (7 miles) from the Cascade field. All of the blocks making up Yeti were accessed by the current owners in recent years.\r\n\r\nYeti was drilled with the Maersk Developer drilling rig, a sixth generation semi-submersible. Statoil reports that its drilling efficiency with Yeti was among the best of any well drilled in Walker Ridge, achieving a rate of approximately 123 metres (400 feet) per day.\r\nThe rig has moved on and is currently drilling Statoil’s Thorvald prospect in the Mississippi Canyon block 814.','Statoil makes oil discovery in Gulf of Mexico  ','','publish','open','open','','statoil-makes-oil-discovery-in-gulf-of-mexico','','','2015-04-10 06:31:53','2015-04-10 06:31:53','',0,'http://myseatime.com/blogadm/?p=964',0,'post','',0,34),(965,1,'2015-04-10 06:31:40','2015-04-10 06:31:40','statoil.com','09Mar_Yeti_468','','inherit','open','open','','09mar_yeti_468','','','2015-04-10 06:31:48','2015-04-10 06:31:48','',964,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/09Mar_Yeti_468.jpg',0,'attachment','image/jpeg',0,0),(966,1,'2015-04-10 06:31:53','2015-04-10 06:31:53','Statoil announced today that it has made an oil discovery in its Miocene Yeti prospect located in the Gulf of Mexico (GoM).\r\n\r\n“The Yeti discovery expands the proven sub-salt Miocene play further south and west of the Big Foot field,” says Jez Averty, Statoil’s senior vice president, exploration for North America. “We are analysing data to determine the size of the discovery in order to consider future appraisal options.”\r\n\r\nThe Yeti discovery was made in Walker Ridge (WR) block 160, which is located approximately 15 kilometres (9 miles) south of the Big Foot field, and 11 kilometres (7 miles) from the Cascade field. All of the blocks making up Yeti were accessed by the current owners in recent years.\r\n\r\nYeti was drilled with the Maersk Developer drilling rig, a sixth generation semi-submersible. Statoil reports that its drilling efficiency with Yeti was among the best of any well drilled in Walker Ridge, achieving a rate of approximately 123 metres (400 feet) per day.\r\nThe rig has moved on and is currently drilling Statoil’s Thorvald prospect in the Mississippi Canyon block 814.','Statoil makes oil discovery in Gulf of Mexico  ','','inherit','open','open','','964-revision-v1','','','2015-04-10 06:31:53','2015-04-10 06:31:53','',964,'http://myseatime.com/blogadm/964-revision-v1/',0,'revision','',0,0),(967,3,'2015-04-10 09:37:07','2015-04-10 09:37:07','The CMA CGM Group, world’s leading container shipping companies, announced the launching of its first mobile application offering a follow-up solution and real time data collecting on the container’s position, the upcoming vessels departures and other services by CMA CGM.\r\n\r\nThe application is available on the App Store and Google Play in five languages (English, French, Spanish, Portugese and Chinese). Users will be able to follow loading operations, search for routes or consult vessels schedules.\r\nAfter CMA CGM announced its investment last February in the startup TRAXENS, specialized in container geolocation, the Group is now pursuing its digital development with the launching of its first mobile application.\r\n34 % of the phone calls from clients aim at getting information about a container’s position. This new mobile application will therefore save time and offer instant information.\r\nOther functionalities such as an “Eco calculator” will soon complete this new application, allowing the clients to know exactly the carbon footprint their container produces.\r\n\r\nThe application is available on the <a href=\"https://www.apple.com/itunes/download/\" target=\"_blank\">App Store</a> and <a href=\"https://play.google.com/store/apps/details?id=com.csmartphone\" target=\"_blank\">Google Play</a> in five languages (English, French, Spanish, Portugese and Chinese). Users will be able to follow loading operations, search for routes or consult vessels schedules.\r\nAfter CMA CGM announced its investment last February in the startup TRAXENS, specialized in container geolocation, the Group is now pursuing its digital development with the launching of its first mobile application.\r\n\r\n34 % of the phone calls from clients aim at getting information about a container’s position. This new mobile application will therefore save time and offer instant information.\r\n\r\nOther functionalities such as an “Eco calculator” will soon complete this new application, allowing the clients to know exactly the carbon footprint their container produces.','CMA CGM Group is launching the first real-time container tracking mobile application','','publish','open','open','','cma-cgm-group-is-launching-the-first-real-time-container-tracking-mobile-application','','','2015-04-10 09:37:07','2015-04-10 09:37:07','',0,'http://myseatime.com/blogadm/?p=967',0,'post','',0,52),(968,1,'2015-04-10 09:37:00','2015-04-10 09:37:00','','CMA app','','inherit','open','open','','cma-app','','','2015-04-10 09:37:00','2015-04-10 09:37:00','',967,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/CMA-app.jpg',0,'attachment','image/jpeg',0,0),(969,1,'2015-04-10 09:37:07','2015-04-10 09:37:07','The CMA CGM Group, world’s leading container shipping companies, announced the launching of its first mobile application offering a follow-up solution and real time data collecting on the container’s position, the upcoming vessels departures and other services by CMA CGM.\r\n\r\nThe application is available on the App Store and Google Play in five languages (English, French, Spanish, Portugese and Chinese). Users will be able to follow loading operations, search for routes or consult vessels schedules.\r\nAfter CMA CGM announced its investment last February in the startup TRAXENS, specialized in container geolocation, the Group is now pursuing its digital development with the launching of its first mobile application.\r\n34 % of the phone calls from clients aim at getting information about a container’s position. This new mobile application will therefore save time and offer instant information.\r\nOther functionalities such as an “Eco calculator” will soon complete this new application, allowing the clients to know exactly the carbon footprint their container produces.\r\n\r\nThe application is available on the <a href=\"https://www.apple.com/itunes/download/\" target=\"_blank\">App Store</a> and <a href=\"https://play.google.com/store/apps/details?id=com.csmartphone\" target=\"_blank\">Google Play</a> in five languages (English, French, Spanish, Portugese and Chinese). Users will be able to follow loading operations, search for routes or consult vessels schedules.\r\nAfter CMA CGM announced its investment last February in the startup TRAXENS, specialized in container geolocation, the Group is now pursuing its digital development with the launching of its first mobile application.\r\n\r\n34 % of the phone calls from clients aim at getting information about a container’s position. This new mobile application will therefore save time and offer instant information.\r\n\r\nOther functionalities such as an “Eco calculator” will soon complete this new application, allowing the clients to know exactly the carbon footprint their container produces.','CMA CGM Group is launching the first real-time container tracking mobile application','','inherit','open','open','','967-revision-v1','','','2015-04-10 09:37:07','2015-04-10 09:37:07','',967,'http://myseatime.com/blogadm/967-revision-v1/',0,'revision','',0,0),(970,1,'2015-04-13 06:12:45','2015-04-13 06:12:45','International Transport Intermediaries Club (ITIC) has confirmed that a ship management company has been fined over a quarter of a million dollars in connection with a breach of clean air regulations in the United States.\r\n\r\nITIC reports that an inspector of the California Air Resources Board, the clean air agency of the state of California, boarded a ship in July 2011 at a terminal in Los Angeles. The chief engineer was asked if he was aware of the revised 2009 California clean air regulations which required vessels to switch main engine, auxiliary engines and auxiliary boilers to low-sulphur fuel when in California-regulated waters. The chief engineer said he was only aware of the requirement to switch auxiliary engines to low-sulphur fuel in accordance with regulations effective from 1 January, 2007.\r\n\r\nThe master checked the vessel’s Safety Management System (SMS) but was unable to locate the 2009 requirement. The inspector then examined the records of fuel switchover for the vessel’s main engine, auxiliary engines and auxiliary boilers, and ascertained that the ship had called at California ports seventeen times between 2009 and 2011 without switching over the main engine or the auxiliary boilers. A penalty of $283,500 was duly imposed on the shipowner for failure to switch fuel during the seventeen port calls. The owner claimed against the manager, maintaining that the manager had been negligent.\r\n\r\nITIC says,\r\n<blockquote>In 2009, a fleet circular had been sent to all vessels by the manager, setting out the change in regulations, and asking that it be displayed in a prominent position. The manager therefore initially rejected the claim on the ground that it had resulted from crew negligence, which was excluded under the BIMCO management agreement. The owners, however, did not accept this rejection, maintaining instead that the manager had failed to update the SMS. As it was considered unlikely that the manager would successfully defend a claim resulting from its failure to update the SMS, the claim was paid in full.</blockquote>','Ship manager fined for breach of US sulphur emissions regulations','','inherit','open','open','','943-revision-v1','','','2015-04-13 06:12:45','2015-04-13 06:12:45','',943,'http://myseatime.com/blogadm/943-revision-v1/',0,'revision','',0,0),(971,1,'2015-04-13 06:14:21','2015-04-13 06:14:21','International Transport Intermediaries Club (ITIC) has confirmed that a ship management company has been fined over a quarter of a million dollars in connection with a breach of clean air regulations in the United States.\n\nITIC reports that an inspector of the California Air Resources Board, the clean air agency of the state of California, boarded a ship in July 2011 at a terminal in Los Angeles. The chief engineer was asked if he was aware of the revised 2009 California clean air regulations which required vessels to switch main engine, auxiliary engines and auxiliary boilers to low-sulphur fuel when in California-regulated waters. The chief engineer said he was only aware of the requirement to switch auxiliary engines to low-sulphur fuel in accordance with regulations effective from 1 January, 2007.\n\nThe master checked the vessel’s Safety Management System (SMS) but was unable to locate the 2009 requirement. The inspector then examined the records of fuel switchover for the vessel’s main engine, auxiliary engines and auxiliary boilers, and ascertained that the ship had called at California ports seventeen times between 2009 and 2011 without switching over the main engine or the auxiliary boilers. A penalty of $283,500 was duly imposed on the shipowner for failure to switch fuel during the seventeen port calls. The owner claimed against the manager, maintaining that the manager had been negligent.\n\nITIC says, \"In 2009, a fleet circular had been sent to all vessels by the manager, setting out the change in regulations, and asking that it be displayed in a prominent position. The manager therefore initially rejected the claim on the ground that it had resulted from crew negligence, which was excluded under the BIMCO management agreement. The owners, however, did not accept this rejection, maintaining instead that the manager had failed to update the SMS. As it was considered unlikely that the manager would successfully defend a claim resulting from its failure to update the SMS, the claim was paid in full.','Ship manager fined for breach of US sulphur emissions regulations','','inherit','open','open','','943-autosave-v1','','','2015-04-13 06:14:21','2015-04-13 06:14:21','',943,'http://myseatime.com/blogadm/943-autosave-v1/',0,'revision','',0,0),(972,1,'2015-04-13 06:14:23','2015-04-13 06:14:23','International Transport Intermediaries Club (ITIC) has confirmed that a ship management company has been fined over a quarter of a million dollars in connection with a breach of clean air regulations in the United States.\r\n\r\nITIC reports that an inspector of the California Air Resources Board, the clean air agency of the state of California, boarded a ship in July 2011 at a terminal in Los Angeles. The chief engineer was asked if he was aware of the revised 2009 California clean air regulations which required vessels to switch main engine, auxiliary engines and auxiliary boilers to low-sulphur fuel when in California-regulated waters. The chief engineer said he was only aware of the requirement to switch auxiliary engines to low-sulphur fuel in accordance with regulations effective from 1 January, 2007.\r\n\r\nThe master checked the vessel’s Safety Management System (SMS) but was unable to locate the 2009 requirement. The inspector then examined the records of fuel switchover for the vessel’s main engine, auxiliary engines and auxiliary boilers, and ascertained that the ship had called at California ports seventeen times between 2009 and 2011 without switching over the main engine or the auxiliary boilers. A penalty of $283,500 was duly imposed on the shipowner for failure to switch fuel during the seventeen port calls. The owner claimed against the manager, maintaining that the manager had been negligent.\r\n\r\nITIC says, \"In 2009, a fleet circular had been sent to all vessels by the manager, setting out the change in regulations, and asking that it be displayed in a prominent position. The manager therefore initially rejected the claim on the ground that it had resulted from crew negligence, which was excluded under the BIMCO management agreement. The owners, however, did not accept this rejection, maintaining instead that the manager had failed to update the SMS. As it was considered unlikely that the manager would successfully defend a claim resulting from its failure to update the SMS, the claim was paid in full.\"','Ship manager fined for breach of US sulphur emissions regulations','','inherit','open','open','','943-revision-v1','','','2015-04-13 06:14:23','2015-04-13 06:14:23','',943,'http://myseatime.com/blogadm/943-revision-v1/',0,'revision','',0,0),(973,3,'2015-04-13 10:46:59','2015-04-13 10:46:59','There’s a new tune in the air today as global cruise line Royal Caribbean International officially took delivery of its 23<sup>rd</sup> ship, <em>Anthem of the Seas. </em>Royal Caribbean Cruises Ltd.’s Chairman and CEO Richard D. Fain officially received the new ship from Meyer Werft Yard’s Managing Partner Bernard Meyer in a signing ceremony held in Bremerhaven, Germany. <em>Anthem of the Seas</em> is the world’s most advanced cruise ship and reflects the best of Royal Caribbean’s history of innovating cruise ship design and cruise vacations.\r\n\r\n“I am very happy to receive <em>Anthem of the Seas</em> from Meyer Werft Yards,” said Richard. “We’ve always broken the mold with each successive ship we build, and <em>Anthem of the Seas</em> is no different. I would like to thank Bernard and the Meyer Werft team for their ongoing partnership in designing and building awe-inspiring ships with us.”\r\n\r\n<em>“</em>It’s wonderful to welcome <em>Anthem of the Seas</em> to the Royal Caribbean family of ships,” said Michael Bayley, president and CEO of Royal Caribbean International. “Just like every Royal Caribbean ship, <em>Anthem of the Seas </em>will deliver to guests its own distinctive set of amazing adventures, whether sailing in the Mediterranean or the Caribbean.”\r\n\r\n<em>            Anthem of the Seas </em>will now sail to Southampton, U.K., where the ship will homeport through October and sail to the Mediterranean and Canary Islands. The ship will be inaugurated in Southampton on April 20, when travel agent Godmother Emma Wilby will christen the ship to impart good luck and divine protection over the ship and all that sail on board, and perform a song to more than 1,300 invited guests. In November, New York Harbor will be <em>Anthem of the Seas’</em> permanent home, where the ship will sail regularly from Cape Liberty Cruise Port on adventures to Bermuda, the Caribbean and Canada and New England.\r\n\r\nGuests will enjoy a wide range of Royal Caribbean’s unmatched onboard innovations, such as the North Star aerial observatory, a glass capsule that takes guests more than 300 feet above the ocean for incomparable panoramic views, and the RipCord by iFLY skydiving and FlowRider surfing simulators. Guests will be dazzled with the ships’ transformative venues, such as the Two70 lounge, a great room by day and an immersive, multimedia entertainment spectacle at night. SeaPlex changes throughout the day to offer bumper cars, disco roller skating, circus school, and basketball and other sports. Guests also will delight at the expansive array of delicious fare in 18 distinctive onboard restaurants and enjoy Royal Caribbean Productions’ industry-renowned entertainment in Music Hall, the Royal Theater, and the Royal Esplanade.\r\n\r\n<em>            Anthem of the Seas</em> spans 16 guest decks; encompasses 167,800 gross registered tons; carries 4,180 guests at double occupancy; and features 2,090 staterooms. For more information, please visit <a href=\"http://www.royalcaribbean.com/AnthemoftheSeas\">www.RoyalCaribbean.com/AnthemoftheSeas</a>.\r\n\r\nRoyal Caribbean International is an award-winning global cruise brand with a 45-year legacy of innovation and introducing industry “firsts” never before seen at sea.  The cruise line features an expansive and unmatched array of features and amenities only found on Royal Caribbean including, jaw-dropping, Broadway-style entertainment and industry-acclaimed programming that appeals to families and adventurous vacationers alike. Onboard, guests are catered to with the cruise line’s world-renowned friendly and engaging Gold Anchor Service by every staff and crew member. Royal Caribbean has been voted “Best Cruise Line Overall” for 12 consecutive years in the Travel Weekly Readers Choice Awards.\r\n\r\nThe cruise line sails 23 of the world’s most innovative cruise ships to the most popular destinations in Bermuda and the Caribbean, Europe, Canada and New England, Alaska, South America, Asia, and Australia and New Zealand. ','Royal Caribbean takes delivery of \"ANTHEM OF THE SEAS\"','','publish','open','open','','royal-caribbean-takes-delivery-of-anthem-of-the-seas','','','2015-04-19 03:45:18','2015-04-19 03:45:18','',0,'http://myseatime.com/blogadm/?p=973',0,'post','',0,50),(974,1,'2015-04-13 10:46:18','2015-04-13 10:46:18','royal caribbean','low_1428678336_AN-Delivery102','','inherit','open','open','','low_1428678336_an-delivery102','','','2015-04-13 10:46:37','2015-04-13 10:46:37','',973,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/low_1428678336_AN-Delivery102.jpg',0,'attachment','image/jpeg',0,0),(975,1,'2015-04-13 10:46:59','2015-04-13 10:46:59','There’s a new tune in the air today as global cruise line Royal Caribbean International officially took delivery of its 23<sup>rd</sup> ship, <em>Anthem of the Seas. </em>Royal Caribbean Cruises Ltd.’s Chairman and CEO Richard D. Fain officially received the new ship from Meyer Werft Yard’s Managing Partner Bernard Meyer in a signing ceremony held in Bremerhaven, Germany. <em>Anthem of the Seas</em> is the world’s most advanced cruise ship and reflects the best of Royal Caribbean’s history of innovating cruise ship design and cruise vacations.\r\n\r\n“I am very happy to receive <em>Anthem of the Seas</em> from Meyer Werft Yards,” said Richard. “We’ve always broken the mold with each successive ship we build, and <em>Anthem of the Seas</em> is no different. I would like to thank Bernard and the Meyer Werft team for their ongoing partnership in designing and building awe-inspiring ships with us.”\r\n\r\n<em>“</em>It’s wonderful to welcome <em>Anthem of the Seas</em> to the Royal Caribbean family of ships,” said Michael Bayley, president and CEO of Royal Caribbean International. “Just like every Royal Caribbean ship, <em>Anthem of the Seas </em>will deliver to guests its own distinctive set of amazing adventures, whether sailing in the Mediterranean or the Caribbean.”\r\n\r\n<em>            Anthem of the Seas </em>will now sail to Southampton, U.K., where the ship will homeport through October and sail to the Mediterranean and Canary Islands. The ship will be inaugurated in Southampton on April 20, when travel agent Godmother Emma Wilby will christen the ship to impart good luck and divine protection over the ship and all that sail on board, and perform a song to more than 1,300 invited guests. In November, New York Harbor will be <em>Anthem of the Seas’</em> permanent home, where the ship will sail regularly from Cape Liberty Cruise Port on adventures to Bermuda, the Caribbean and Canada and New England.\r\n\r\nGuests will enjoy a wide range of Royal Caribbean’s unmatched onboard innovations, such as the North Star aerial observatory, a glass capsule that takes guests more than 300 feet above the ocean for incomparable panoramic views, and the RipCord by iFLY skydiving and FlowRider surfing simulators. Guests will be dazzled with the ships’ transformative venues, such as the Two70 lounge, a great room by day and an immersive, multimedia entertainment spectacle at night. SeaPlex changes throughout the day to offer bumper cars, disco roller skating, circus school, and basketball and other sports. Guests also will delight at the expansive array of delicious fare in 18 distinctive onboard restaurants and enjoy Royal Caribbean Productions’ industry-renowned entertainment in Music Hall, the Royal Theater, and the Royal Esplanade.\r\n\r\n<em>            Anthem of the Seas</em> spans 16 guest decks; encompasses 167,800 gross registered tons; carries 4,180 guests at double occupancy; and features 2,090 staterooms. For more information, please visit <a href=\"http://www.royalcaribbean.com/AnthemoftheSeas\">www.RoyalCaribbean.com/AnthemoftheSeas</a>.\r\n\r\nRoyal Caribbean International is an award-winning global cruise brand with a 45-year legacy of innovation and introducing industry “firsts” never before seen at sea.  The cruise line features an expansive and unmatched array of features and amenities only found on Royal Caribbean including, jaw-dropping, Broadway-style entertainment and industry-acclaimed programming that appeals to families and adventurous vacationers alike. Onboard, guests are catered to with the cruise line’s world-renowned friendly and engaging Gold Anchor Service by every staff and crew member. Royal Caribbean has been voted “Best Cruise Line Overall” for 12 consecutive years in the Travel Weekly Readers Choice Awards.\r\n\r\nThe cruise line sails 23 of the world’s most innovative cruise ships to the most popular destinations in Bermuda and the Caribbean, Europe, Canada and New England, Alaska, South America, Asia, and Australia and New Zealand. Media can stay up-to-date by following @RoyalCaribPR on Twitter, and visiting RoyalCaribbeanPressCenter.com. For additional information or to make reservations, vacationers should call their travel agent; visit RoyalCaribbean.com; or call (800) ROYAL-CARIBBEAN.','Royal Caribbean takes delivery of \"ANTHEM OF THE SEAS\"','','inherit','open','open','','973-revision-v1','','','2015-04-13 10:46:59','2015-04-13 10:46:59','',973,'http://myseatime.com/blogadm/973-revision-v1/',0,'revision','',0,0),(976,3,'2015-04-13 10:55:26','2015-04-13 10:55:26','A new survey being carried out as part of the BIMCO/ICS Manpower Report 2015 is directly engaging seafarers in order to understand their views on life at sea and outlook for the industry’s manpower in the years ahead. Preliminary results of the new survey indicate that the majority of respondents are content with life at sea.\r\n\r\nThe BIMCO/ICS Manpower Report, which has been published every five years since 1990, has traditionally been based on two main quantitative data sources from which the current seafarer supply and demand situation is estimated: a questionnaire completed by shipping companies and a questionnaire completed by national maritime administrations.   In addition to those sources, the new Manpower Report will also solicit the opinions from a wider number of maritime professionals with knowledge of the ‘sharp end’ of the manpower supply situation, including seafarers, lecturers at maritime education and training (MET) institutions, manning agents, maritime unions, and port welfare workers. The survey of seafarers is the first of the targeted surveys for this year’s report. More than 500 seafarers have already responded to the survey, representing over 40 nationalities. Some of the other preliminary findings include:\r\n<ul>\r\n	<li>‘Happy ships’, timely wage payments and career promotion opportunities were the most popular responses indicated when seafarers were asked about the important factors that influenced their decisions to stay with their current employers;</li>\r\n	<li>66% of the seafarers that responded estimated that it would take them less than three months to secure another job in the industry if they chose to leave their current company; and</li>\r\n	<li>basic pay and internet access were the most popular responses provided as improvements in conditions at sea when asked about changes within the last two years.</li>\r\n</ul>\r\nHaving provided seafarers with an opportunity to provide insight on the seafaring career, one of the trends that resonated in the responses was the importance and value of the training and skills that come with being a maritime professional:\r\n\r\n\"Life at sea is exciting, challenging and very educational. The skills that anyone can receive from this job cannot be compared to anything else ashore.\" The survey also points towards the impact that increased regulation of the industry has had on the seafaring profession.\r\n\r\nOne seafarer responded: \"This is a great career, but an increasingly technical and administrative one so it is no longer as much an adventure as simply a job, albeit one with the possibility of adventure!\" The rich qualitative opinions that accompany the responses will supplement and augment the analysis in the final Manpower Report.\r\n\r\nIn reviewing some of the preliminary results, Mr Aron Sørensen, Chief Marine Technical Officer at BIMCO, said: “This survey has provided us with insight into the views of seafarers today. Understanding the key issues for seafarers is especially valuable when attracting and recruiting talented young people to the shipping industry.” With preparations of the Manpower Report 2015 continuing apace, Natalie Shaw, Director of Employment Affairs at ICS, said: “We have just launched a second of the new series of surveys, targeting lecturers at maritime education and training institutions. We look forward to gathering information and views from those at the forefront of maritime training which will be used to enrich the 2015 Manpower Report.” The survey for lecturers at maritime education and training (MET) institutions can be found online by <a href=\"http://www.maritimemanpower.com/questionnaire-overview/met-questionnaire-2/\" target=\"_blank\">clicking here</a>\r\n\r\nThe survey explores the status of the current recruitment and training intake, training standards, training techniques, and implementation of the latest amendments to the STCW Convention.','BIMCO / ICS preliminary survey shows most seafarers are content with life at sea','','publish','open','open','','bimco-ics-preliminary-survey-shows-most-seafarers-are-content-with-life-at-sea','','','2015-04-13 10:57:18','2015-04-13 10:57:18','',0,'http://myseatime.com/blogadm/?p=976',0,'post','',0,62),(977,1,'2015-04-13 10:54:43','2015-04-13 10:54:43','missiontoseafarers.org','seafarer','','inherit','open','open','','prayer-room','','','2015-04-13 10:55:20','2015-04-13 10:55:20','',976,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/prayer-room.jpg',0,'attachment','image/jpeg',0,0),(978,1,'2015-04-13 10:55:26','2015-04-13 10:55:26','A new survey being carried out as part of the BIMCO/ICS Manpower Report 2015 is directly engaging seafarers in order to understand their views on life at sea and outlook for the industry’s manpower in the years ahead. Preliminary results of the new survey indicate that the majority of respondents are content with life at sea.\r\n\r\nThe BIMCO/ICS Manpower Report, which has been published every five years since 1990, has traditionally been based on two main quantitative data sources from which the current seafarer supply and demand situation is estimated: a questionnaire completed by shipping companies and a questionnaire completed by national maritime administrations.   In addition to those sources, the new Manpower Report will also solicit the opinions from a wider number of maritime professionals with knowledge of the ‘sharp end’ of the manpower supply situation, including seafarers, lecturers at maritime education and training (MET) institutions, manning agents, maritime unions, and port welfare workers. The survey of seafarers is the first of the targeted surveys for this year’s report. More than 500 seafarers have already responded to the survey, representing over 40 nationalities. Some of the other preliminary findings include:\r\n<ul>\r\n	<li>‘Happy ships’, timely wage payments and career promotion opportunities were the most popular responses indicated when seafarers were asked about the important factors that influenced their decisions to stay with their current employers;</li>\r\n	<li>66% of the seafarers that responded estimated that it would take them less than three months to secure another job in the industry if they chose to leave their current company; and</li>\r\n	<li>basic pay and internet access were the most popular responses provided as improvements in conditions at sea when asked about changes within the last two years.</li>\r\n</ul>\r\nHaving provided seafarers with an opportunity to provide insight on the seafaring career, one of the trends that resonated in the responses was the importance and value of the training and skills that come with being a maritime professional:\r\n\r\n\"Life at sea is exciting, challenging and very educational. The skills that anyone can receive from this job cannot be compared to anything else ashore.\" The survey also points towards the impact that increased regulation of the industry has had on the seafaring profession.\r\n\r\nOne seafarer responded: \"This is a great career, but an increasingly technical and administrative one so it is no longer as much an adventure as simply a job, albeit one with the possibility of adventure!\" The rich qualitative opinions that accompany the responses will supplement and augment the analysis in the final Manpower Report.\r\n\r\nIn reviewing some of the preliminary results, Mr Aron Sørensen, Chief Marine Technical Officer at BIMCO, said: “This survey has provided us with insight into the views of seafarers today. Understanding the key issues for seafarers is especially valuable when attracting and recruiting talented young people to the shipping industry.” With preparations of the Manpower Report 2015 continuing apace, Natalie Shaw, Director of Employment Affairs at ICS, said: “We have just launched a second of the new series of surveys, targeting lecturers at maritime education and training institutions. We look forward to gathering information and views from those at the forefront of maritime training which will be used to enrich the 2015 Manpower Report.” The survey for lecturers at maritime education and training (MET) institutions can be found online at:\r\n\r\n<a><strong>http://www.maritimemanpower.com/questionnaire-overview/met-questionnaire-2/</strong></a>.\r\n\r\nThe survey explores the status of the current recruitment and training intake, training standards, training techniques, and implementation of the latest amendments to the STCW Convention.','BIMCO / ICS preliminary survey shows most seafarers are content with life at sea','','inherit','open','open','','976-revision-v1','','','2015-04-13 10:55:26','2015-04-13 10:55:26','',976,'http://myseatime.com/blogadm/976-revision-v1/',0,'revision','',0,0),(979,1,'2015-04-13 10:57:04','2015-04-13 10:57:04','A new survey being carried out as part of the BIMCO/ICS Manpower Report 2015 is directly engaging seafarers in order to understand their views on life at sea and outlook for the industry’s manpower in the years ahead. Preliminary results of the new survey indicate that the majority of respondents are content with life at sea.\n\nThe BIMCO/ICS Manpower Report, which has been published every five years since 1990, has traditionally been based on two main quantitative data sources from which the current seafarer supply and demand situation is estimated: a questionnaire completed by shipping companies and a questionnaire completed by national maritime administrations.   In addition to those sources, the new Manpower Report will also solicit the opinions from a wider number of maritime professionals with knowledge of the ‘sharp end’ of the manpower supply situation, including seafarers, lecturers at maritime education and training (MET) institutions, manning agents, maritime unions, and port welfare workers. The survey of seafarers is the first of the targeted surveys for this year’s report. More than 500 seafarers have already responded to the survey, representing over 40 nationalities. Some of the other preliminary findings include:\n<ul>\n	<li>‘Happy ships’, timely wage payments and career promotion opportunities were the most popular responses indicated when seafarers were asked about the important factors that influenced their decisions to stay with their current employers;</li>\n	<li>66% of the seafarers that responded estimated that it would take them less than three months to secure another job in the industry if they chose to leave their current company; and</li>\n	<li>basic pay and internet access were the most popular responses provided as improvements in conditions at sea when asked about changes within the last two years.</li>\n</ul>\nHaving provided seafarers with an opportunity to provide insight on the seafaring career, one of the trends that resonated in the responses was the importance and value of the training and skills that come with being a maritime professional:\n\n\"Life at sea is exciting, challenging and very educational. The skills that anyone can receive from this job cannot be compared to anything else ashore.\" The survey also points towards the impact that increased regulation of the industry has had on the seafaring profession.\n\nOne seafarer responded: \"This is a great career, but an increasingly technical and administrative one so it is no longer as much an adventure as simply a job, albeit one with the possibility of adventure!\" The rich qualitative opinions that accompany the responses will supplement and augment the analysis in the final Manpower Report.\n\nIn reviewing some of the preliminary results, Mr Aron Sørensen, Chief Marine Technical Officer at BIMCO, said: “This survey has provided us with insight into the views of seafarers today. Understanding the key issues for seafarers is especially valuable when attracting and recruiting talented young people to the shipping industry.” With preparations of the Manpower Report 2015 continuing apace, Natalie Shaw, Director of Employment Affairs at ICS, said: “We have just launched a second of the new series of surveys, targeting lecturers at maritime education and training institutions. We look forward to gathering information and views from those at the forefront of maritime training which will be used to enrich the 2015 Manpower Report.” The survey for lecturers at maritime education and training (MET) institutions can be found online by clickin\n\nThe survey explores the status of the current recruitment and training intake, training standards, training techniques, and implementation of the latest amendments to the STCW Convention.','BIMCO / ICS preliminary survey shows most seafarers are content with life at sea','','inherit','open','open','','976-autosave-v1','','','2015-04-13 10:57:04','2015-04-13 10:57:04','',976,'http://myseatime.com/blogadm/976-autosave-v1/',0,'revision','',0,0),(980,1,'2015-04-13 10:57:18','2015-04-13 10:57:18','A new survey being carried out as part of the BIMCO/ICS Manpower Report 2015 is directly engaging seafarers in order to understand their views on life at sea and outlook for the industry’s manpower in the years ahead. Preliminary results of the new survey indicate that the majority of respondents are content with life at sea.\r\n\r\nThe BIMCO/ICS Manpower Report, which has been published every five years since 1990, has traditionally been based on two main quantitative data sources from which the current seafarer supply and demand situation is estimated: a questionnaire completed by shipping companies and a questionnaire completed by national maritime administrations.   In addition to those sources, the new Manpower Report will also solicit the opinions from a wider number of maritime professionals with knowledge of the ‘sharp end’ of the manpower supply situation, including seafarers, lecturers at maritime education and training (MET) institutions, manning agents, maritime unions, and port welfare workers. The survey of seafarers is the first of the targeted surveys for this year’s report. More than 500 seafarers have already responded to the survey, representing over 40 nationalities. Some of the other preliminary findings include:\r\n<ul>\r\n	<li>‘Happy ships’, timely wage payments and career promotion opportunities were the most popular responses indicated when seafarers were asked about the important factors that influenced their decisions to stay with their current employers;</li>\r\n	<li>66% of the seafarers that responded estimated that it would take them less than three months to secure another job in the industry if they chose to leave their current company; and</li>\r\n	<li>basic pay and internet access were the most popular responses provided as improvements in conditions at sea when asked about changes within the last two years.</li>\r\n</ul>\r\nHaving provided seafarers with an opportunity to provide insight on the seafaring career, one of the trends that resonated in the responses was the importance and value of the training and skills that come with being a maritime professional:\r\n\r\n\"Life at sea is exciting, challenging and very educational. The skills that anyone can receive from this job cannot be compared to anything else ashore.\" The survey also points towards the impact that increased regulation of the industry has had on the seafaring profession.\r\n\r\nOne seafarer responded: \"This is a great career, but an increasingly technical and administrative one so it is no longer as much an adventure as simply a job, albeit one with the possibility of adventure!\" The rich qualitative opinions that accompany the responses will supplement and augment the analysis in the final Manpower Report.\r\n\r\nIn reviewing some of the preliminary results, Mr Aron Sørensen, Chief Marine Technical Officer at BIMCO, said: “This survey has provided us with insight into the views of seafarers today. Understanding the key issues for seafarers is especially valuable when attracting and recruiting talented young people to the shipping industry.” With preparations of the Manpower Report 2015 continuing apace, Natalie Shaw, Director of Employment Affairs at ICS, said: “We have just launched a second of the new series of surveys, targeting lecturers at maritime education and training institutions. We look forward to gathering information and views from those at the forefront of maritime training which will be used to enrich the 2015 Manpower Report.” The survey for lecturers at maritime education and training (MET) institutions can be found online by <a href=\"http://www.maritimemanpower.com/questionnaire-overview/met-questionnaire-2/\" target=\"_blank\">clicking here</a>\r\n\r\nThe survey explores the status of the current recruitment and training intake, training standards, training techniques, and implementation of the latest amendments to the STCW Convention.','BIMCO / ICS preliminary survey shows most seafarers are content with life at sea','','inherit','open','open','','976-revision-v1','','','2015-04-13 10:57:18','2015-04-13 10:57:18','',976,'http://myseatime.com/blogadm/976-revision-v1/',0,'revision','',0,0),(981,3,'2015-04-13 11:06:34','2015-04-13 11:06:34','Operator Statoil has together with PL602 partners made a gas discovery in the Roald Rygg prospect in the Norwegian Sea. This is the second Statoil discovery in the Aasta Hansteen area in spring 2015.\r\n\r\n\r\n“Statoil has completed a targeted two-well exploration programme around Aasta Hansteen which aimed to test additional potential in the area and make the Aasta Hansteen project more robust. Both wells, Snefrid Nord and Roald Rygg, have resulted in interesting discoveries, which will now be further evaluated for future tie-in to the Aasta Hansteen infrastructure,” says Irene Rummelhoff, senior vice president exploration Norway in Statoil.\r\n\r\nThe well 6706/12-3, drilled by the <em>Transocean Spitsbergen</em> rig in the Roald Rygg prospect, proved a 38-metre gas column in the Nise Formation with very good reservoir quality. Statoil estimates the volumes in Roald Rygg to be in the range of 12-44 million barrels of recoverable oil equivalent (o.e.).\r\n\r\nRoald Rygg is located less than 7 kilometres west of the Snefrid Nord discovery. The estimated total volumes in the two discoveries correspond to about 25% of the Aasta Hansteen recoverable volumes.\r\n\r\nAasta Hansteen will be the largest SPAR platform in the world and is the biggest ongoing field development project in the Norwegian Sea. It is one of the main projects in Statoil’s portfolio. The plan for development and operations (PDO) was approved by the Norwegian Ministry of Petroleum and Energy in 2013. Production start-up is expected in 2017.\r\n\r\nExploration well 6706/12-3 is situated in PL602 in the Norwegian Sea. Earlier this year, Statoil increased its equity share in PL602 through transactions with Rocksource ASA and Atlantic Petroleum Norge AS.\r\n\r\nSubject to government approval, the PL602 partnership will consist of Statoil Petroleum AS (operator, 42.5%), Petoro AS (20%), <a href=\"file:///javascript/void(window.open(\'http/::factpages.npd.no:FactPages:default.aspx?nav1=company&amp;nav2=PageView%257CAll&amp;nav3=4238233&amp;menu=No&amp;culture=nb-no\',\'popup\',\'width=700,height=800,resizable=yes,scrollbars=yes\'))\">Centrica Resources (Norge) AS</a>(20%), Wintershall Norge AS (10%) and Atlantic Petroleum Norge AS (7.5%)\r\n\r\n','Statoil makes another gas discovery in the Aasta Hansteen area ','','publish','open','open','','statoil-makes-another-gas-discovery-in-the-aasta-hansteen-area','','','2015-04-14 05:45:33','2015-04-14 05:45:33','',0,'http://myseatime.com/blogadm/?p=981',0,'post','',0,33),(982,1,'2015-04-13 11:06:18','2015-04-13 11:06:18','statoil','13Apr_RoaldRygg_468kart','','inherit','open','open','','13apr_roaldrygg_468kart','','','2015-04-13 11:06:29','2015-04-13 11:06:29','',981,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/13Apr_RoaldRygg_468kart.gif',0,'attachment','image/gif',0,0),(983,1,'2015-04-13 11:06:34','2015-04-13 11:06:34','<div dir=\"\">Operator Statoil has together with PL602 partners made a gas discovery in the Roald Rygg prospect in the Norwegian Sea. This is the second Statoil discovery in the Aasta Hansteen area in spring 2015.</div>\r\n<div class=\"articleBody\">\r\n\r\n“Statoil has completed a targeted two-well exploration programme around Aasta Hansteen which aimed to test additional potential in the area and make the Aasta Hansteen project more robust. Both wells, Snefrid Nord and Roald Rygg, have resulted in interesting discoveries, which will now be further evaluated for future tie-in to the Aasta Hansteen infrastructure,” says Irene Rummelhoff, senior vice president exploration Norway in Statoil.\r\n\r\nThe well 6706/12-3, drilled by the <em>Transocean Spitsbergen</em> rig in the Roald Rygg prospect, proved a 38-metre gas column in the Nise Formation with very good reservoir quality. Statoil estimates the volumes in Roald Rygg to be in the range of 12-44 million barrels of recoverable oil equivalent (o.e.).\r\n\r\nRoald Rygg is located less than 7 kilometres west of the Snefrid Nord discovery. The estimated total volumes in the two discoveries correspond to about 25% of the Aasta Hansteen recoverable volumes.\r\n\r\nAasta Hansteen will be the largest SPAR platform in the world and is the biggest ongoing field development project in the Norwegian Sea. It is one of the main projects in Statoil’s portfolio. The plan for development and operations (PDO) was approved by the Norwegian Ministry of Petroleum and Energy in 2013. Production start-up is expected in 2017.\r\n\r\nExploration well 6706/12-3 is situated in PL602 in the Norwegian Sea. Earlier this year, Statoil increased its equity share in PL602 through transactions with Rocksource ASA and Atlantic Petroleum Norge AS.\r\n\r\nSubject to government approval, the PL602 partnership will consist of Statoil Petroleum AS (operator, 42.5%), Petoro AS (20%), <a href=\"file:///javascript/void(window.open(\'http/::factpages.npd.no:FactPages:default.aspx?nav1=company&amp;nav2=PageView%257CAll&amp;nav3=4238233&amp;menu=No&amp;culture=nb-no\',\'popup\',\'width=700,height=800,resizable=yes,scrollbars=yes\'))\">Centrica Resources (Norge) AS</a>(20%), Wintershall Norge AS (10%) and Atlantic Petroleum Norge AS (7.5%)\r\n\r\n</div>','Statoil makes another gas discovery in the Aasta Hansteen area ','','inherit','open','open','','981-revision-v1','','','2015-04-13 11:06:34','2015-04-13 11:06:34','',981,'http://myseatime.com/blogadm/981-revision-v1/',0,'revision','',0,0);
