INSERT INTO `wp_posts` VALUES (984,1,'2015-04-14 05:45:33','2015-04-14 05:45:33','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 ','','inherit','open','open','','981-revision-v1','','','2015-04-14 05:45:33','2015-04-14 05:45:33','',981,'http://myseatime.com/blogadm/981-revision-v1/',0,'revision','',0,0),(985,1,'2015-04-14 05:52:15','2015-04-14 05:52:15','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<ol>\r\n	<li>test1</li>\r\n	<li>test 2</li>\r\n	<li>test 3</li>\r\n</ol>\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','','','2015-04-14 05:52:15','2015-04-14 05:52:15','',955,'http://myseatime.com/blogadm/955-revision-v1/',0,'revision','',0,0),(986,1,'2015-04-14 05:52:51','2015-04-14 05:52:51','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<ol>\r\n	<li>test1</li>\r\n	<li>test 2</li>\r\n	<li>test 3</li>\r\n</ol>\r\n<ul>\r\n	<li>test 1</li>\r\n	<li>test 2</li>\r\n	<li>test 3</li>\r\n</ul>\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','','','2015-04-14 05:52:51','2015-04-14 05:52:51','',955,'http://myseatime.com/blogadm/955-revision-v1/',0,'revision','',0,0),(987,1,'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.\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','','','2015-04-14 06:06:49','2015-04-14 06:06:49','',955,'http://myseatime.com/blogadm/955-revision-v1/',0,'revision','',0,0),(988,1,'2015-04-19 03:45:18','2015-04-19 03:45:18','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\"','','inherit','open','open','','973-revision-v1','','','2015-04-19 03:45:18','2015-04-19 03:45:18','',973,'http://myseatime.com/blogadm/973-revision-v1/',0,'revision','',0,0),(989,1,'2015-04-19 03:55:00','2015-04-19 03:55:00','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote>As per para 2 of SCOPIC clause <i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i></blockquote>\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-04-19 03:55:00','2015-04-19 03:55:00','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(990,1,'2015-04-19 03:55:57','2015-04-19 03:55:57','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"\r\n\r\n&nbsp;</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote>As per para 2 of SCOPIC clause <i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i></blockquote>\r\n&nbsp;\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\n&nbsp;\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-04-19 03:55:57','2015-04-19 03:55:57','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(991,1,'2015-04-19 03:56:37','2015-04-19 03:56:37','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em>\r\n\r\n&nbsp;</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote>As per para 2 of SCOPIC clause <i>“The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</i></blockquote>\r\n&nbsp;\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\n&nbsp;\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-04-19 03:56:37','2015-04-19 03:56:37','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(992,1,'2015-04-19 03:57:18','2015-04-19 03:57:18','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em>\r\n\r\n&nbsp;</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\n&nbsp;\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\n&nbsp;\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-04-19 03:57:18','2015-04-19 03:57:18','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(993,1,'2015-04-19 04:02:05','2015-04-19 04:02:05','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em>\r\n\r\n&nbsp;</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\n&nbsp;\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\n&nbsp;\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...\r\n\r\nPhoto credit: bbc.co.uk','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-04-19 04:02:05','2015-04-19 04:02:05','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(994,1,'2015-04-19 04:07:02','2015-04-19 04:07:02','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n<ol>\r\n	<li>Brussel Convention</li>\r\n	<li>Salvage convention in 1989 and</li>\r\n	<li>SCOPIC Clause in the LOF.</li>\r\n</ol>\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em>\r\n\r\n&nbsp;</blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\n&nbsp;\r\n\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\n&nbsp;\r\n\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-04-19 04:07:02','2015-04-19 04:07:02','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(995,1,'2015-04-19 04:30:58','2015-04-19 04:30:58','Before we come to ODMCS tests, it is better to first do a recap on the requirements of ODMCS.\r\n\r\nODMCS (Oil discharge monitoring control system), sometimes also called ODME (Oil discharge monitoring equipment) is an equipment required under Marpol Annex 1 and is required to monitor discharge of oily mixture from cargo tanks of oil tankers.\r\n\r\nThe Marpol requires following for discharging oily Mixture\r\n<ol>\r\n	<li>The tanker should not be in special area</li>\r\n	<li>The tanker should be Enroute</li>\r\n	<li>The tanker must be more than 50 Nautical miles from the nearest land</li>\r\n	<li>The instantaneous rate of discharge should not exceed 30 litres per Nautical mile</li>\r\n	<li>The total quantity of oil discharged should not exceed 1/30000 of the total quantity of cargo of which the residues formed a part.</li>\r\n	<li>The tanker must have an approved ODMCS and it should be operational</li>\r\n</ol>\r\nODMCS is installed to ensure compliance with the requirements no 4 and 5 and so the testing of ODMCS should be based upon to find if\r\n<ul>\r\n	<li>The ODMCS would actually stop if “instantaneous rate of discharge” exceeds 30 litres per nautical mile.</li>\r\n	<li>The ODMCS should stop when total oil discharged has reached the allowed limits as per point 5 above.</li>\r\n</ul>\r\nIt is general practice among many seafarers to test the ODMCS for only IRD, but as I have pointed out, the regulation require the ODMCS to stop when total oil discharged limit exceeds and thus this is an equally important test too.\r\n\r\n<b>Test for Instantaneous rate of Discharge</b>\r\n\r\nThe formula for IRD is\r\n\r\nIRD (in litres/Nautical mile)=  Oil content(ppm) x Flow rate (m3/hr) / Speed (Knots) x 1000\r\n\r\nFor ODMCS discharge valve to open, the IRD should be less than 30 L/NM and we just play with oil content, flow rate and speed (enter these values manually) to get the IRD to say 29.8 L/NM and discharge valve should open. We then increase the oil content a bit to make the IRD 30.1 L/NM to see if the discharge valve closes. Pretty simple. However this is just the simulation test which just tells us that the computing unit of ODMCS is working alright.\r\n\r\nIt does not tell us if in actual operation the oil content meter and flow meter will give correct reading of oil content and sample flow respectively. For this reason, the oil majors require the annual calibration of oil content meter and flow meter by an external competent company. Master and ship staff should ensure that such annual test has been carried out and certificate is available onboard.\r\n\r\nIt is also important in actual operation of ODMCS that sample is drawn from the discharge line and fed to oil content meter so that it can measure the oil content in the oily water. This sample is drawn and circulated through oil content meter by Sample pump. This makes the sample pump extremely important for the functioning of ODMCS and hence sample pump should be checked monthly for its free movement by rotating with hand\r\n\r\n<b>Test for Total quantity Discharged </b>\r\n\r\nFirst of all let us understand the rationale behind this requirement. The first requirement was that while the ship is moving, you can discharge 30 litres of oil contained in the oily water provided this 30 litre is spread over one nautical mile. If the second requirement is not there, one could keep on diluting the oily mixture to make sure IRD is always less than 30 L/NM and pump out entire tank content. This requirement limits the total oil that a ship can discharge irrespective of complying with the first requirement.\r\n\r\nSo if the vessel was carrying 45000 m3 of oil cargo and oily mixture are formed from washing or ballasting these tanks, the total oil that can be discharge through ODMCS is 45000/30000 which is 1.5 m3 or 1500 Ltrs. This figure need to be entered in the ODMCS  before actual run of ODMCS.\r\n\r\nNow how to test if after achieving this limit the ODMCS will shut the discharge valve and open re-circulation valve.\r\n\r\nTest is again pretty simple, set a lower value and run the ODMCS in simulation mode with IRD say around 29 L/NM. You would see the Total oil discharged reading go up. When you reach the set value of total oil discharged, the ODMCS should shut the discharge valve.\r\n\r\nEven there may be some other small tests like power failure test etc. Checking and testing the ODMCS and associated components as mentioned above would most likely ensure that your ODMCS would be ready when you require it.','Does your ODMCS tests really confirm it to be in perfect shape and would it work when required ?','','inherit','open','open','','413-revision-v1','','','2015-04-19 04:30:58','2015-04-19 04:30:58','',413,'http://myseatime.com/blogadm/413-revision-v1/',0,'revision','',0,0),(996,1,'2015-04-19 04:31:31','2015-04-19 04:31:31','Before we come to ODMCS tests, it is better to first do a recap on the requirements of ODMCS.\r\n\r\nODMCS (Oil discharge monitoring control system), sometimes also called ODME (Oil discharge monitoring equipment) is an equipment required under Marpol Annex 1 and is required to monitor discharge of oily mixture from cargo tanks of oil tankers.\r\n\r\n&nbsp;\r\n\r\nThe Marpol requires following for discharging oily Mixture\r\n<ol>\r\n	<li>The tanker should not be in special area</li>\r\n	<li>The tanker should be Enroute</li>\r\n	<li>The tanker must be more than 50 Nautical miles from the nearest land</li>\r\n	<li>The instantaneous rate of discharge should not exceed 30 litres per Nautical mile</li>\r\n	<li>The total quantity of oil discharged should not exceed 1/30000 of the total quantity of cargo of which the residues formed a part.</li>\r\n	<li>The tanker must have an approved ODMCS and it should be operational</li>\r\n</ol>\r\n&nbsp;\r\n\r\nODMCS is installed to ensure compliance with the requirements no 4 and 5 and so the testing of ODMCS should be based upon to find if\r\n<ul>\r\n	<li>The ODMCS would actually stop if “instantaneous rate of discharge” exceeds 30 litres per nautical mile.</li>\r\n	<li>The ODMCS should stop when total oil discharged has reached the allowed limits as per point 5 above.</li>\r\n</ul>\r\nIt is general practice among many seafarers to test the ODMCS for only IRD, but as I have pointed out, the regulation require the ODMCS to stop when total oil discharged limit exceeds and thus this is an equally important test too.\r\n\r\n<b>Test for Instantaneous rate of Discharge</b>\r\n\r\nThe formula for IRD is\r\n\r\nIRD (in litres/Nautical mile)=  Oil content(ppm) x Flow rate (m3/hr) / Speed (Knots) x 1000\r\n\r\nFor ODMCS discharge valve to open, the IRD should be less than 30 L/NM and we just play with oil content, flow rate and speed (enter these values manually) to get the IRD to say 29.8 L/NM and discharge valve should open. We then increase the oil content a bit to make the IRD 30.1 L/NM to see if the discharge valve closes. Pretty simple. However this is just the simulation test which just tells us that the computing unit of ODMCS is working alright.\r\n\r\nIt does not tell us if in actual operation the oil content meter and flow meter will give correct reading of oil content and sample flow respectively. For this reason, the oil majors require the annual calibration of oil content meter and flow meter by an external competent company. Master and ship staff should ensure that such annual test has been carried out and certificate is available onboard.\r\n\r\nIt is also important in actual operation of ODMCS that sample is drawn from the discharge line and fed to oil content meter so that it can measure the oil content in the oily water. This sample is drawn and circulated through oil content meter by Sample pump. This makes the sample pump extremely important for the functioning of ODMCS and hence sample pump should be checked monthly for its free movement by rotating with hand\r\n\r\n<b>Test for Total quantity Discharged </b>\r\n\r\nFirst of all let us understand the rationale behind this requirement. The first requirement was that while the ship is moving, you can discharge 30 litres of oil contained in the oily water provided this 30 litre is spread over one nautical mile. If the second requirement is not there, one could keep on diluting the oily mixture to make sure IRD is always less than 30 L/NM and pump out entire tank content. This requirement limits the total oil that a ship can discharge irrespective of complying with the first requirement.\r\n\r\nSo if the vessel was carrying 45000 m3 of oil cargo and oily mixture are formed from washing or ballasting these tanks, the total oil that can be discharge through ODMCS is 45000/30000 which is 1.5 m3 or 1500 Ltrs. This figure need to be entered in the ODMCS  before actual run of ODMCS.\r\n\r\nNow how to test if after achieving this limit the ODMCS will shut the discharge valve and open re-circulation valve.\r\n\r\nTest is again pretty simple, set a lower value and run the ODMCS in simulation mode with IRD say around 29 L/NM. You would see the Total oil discharged reading go up. When you reach the set value of total oil discharged, the ODMCS should shut the discharge valve.\r\n\r\nEven there may be some other small tests like power failure test etc. Checking and testing the ODMCS and associated components as mentioned above would most likely ensure that your ODMCS would be ready when you require it.','Does your ODMCS tests really confirm it to be in perfect shape and would it work when required ?','','inherit','open','open','','413-revision-v1','','','2015-04-19 04:31:31','2015-04-19 04:31:31','',413,'http://myseatime.com/blogadm/413-revision-v1/',0,'revision','',0,0),(997,1,'2015-04-19 04:31:58','2015-04-19 04:31:58','Before we come to ODMCS tests, it is better to first do a recap on the requirements of ODMCS.\r\n\r\nODMCS (Oil discharge monitoring control system), sometimes also called ODME (Oil discharge monitoring equipment) is an equipment required under Marpol Annex 1 and is required to monitor discharge of oily mixture from cargo tanks of oil tankers.\r\n\r\n&nbsp;\r\n\r\nThe Marpol requires following for discharging oily Mixture\r\n<ol>\r\n	<li>The tanker should not be in special area</li>\r\n	<li>The tanker should be Enroute</li>\r\n	<li>The tanker must be more than 50 Nautical miles from the nearest land</li>\r\n	<li>The instantaneous rate of discharge should not exceed 30 litres per Nautical mile</li>\r\n	<li>The total quantity of oil discharged should not exceed 1/30000 of the total quantity of cargo of which the residues formed a part.</li>\r\n	<li>The tanker must have an approved ODMCS and it should be operational</li>\r\n</ol>\r\n&nbsp;\r\n\r\nODMCS is installed to ensure compliance with the requirements no 4 and 5 and so the testing of ODMCS should be based upon to find if\r\n<ul>\r\n	<li>The ODMCS would actually stop if “instantaneous rate of discharge” exceeds 30 litres per nautical mile.</li>\r\n	<li>The ODMCS should stop when total oil discharged has reached the allowed limits as per point 5 above.</li>\r\n</ul>\r\nIt is general practice among many seafarers to test the ODMCS for only IRD, but as I have pointed out, the regulation require the ODMCS to stop when total oil discharged limit exceeds and thus this is an equally important test too.\r\n\r\n&nbsp;\r\n\r\n<b>Test for Instantaneous rate of Discharge</b>\r\n\r\nThe formula for IRD is\r\n\r\nIRD (in litres/Nautical mile)=  Oil content(ppm) x Flow rate (m3/hr) / Speed (Knots) x 1000\r\n\r\nFor ODMCS discharge valve to open, the IRD should be less than 30 L/NM and we just play with oil content, flow rate and speed (enter these values manually) to get the IRD to say 29.8 L/NM and discharge valve should open. We then increase the oil content a bit to make the IRD 30.1 L/NM to see if the discharge valve closes. Pretty simple. However this is just the simulation test which just tells us that the computing unit of ODMCS is working alright.\r\n\r\nIt does not tell us if in actual operation the oil content meter and flow meter will give correct reading of oil content and sample flow respectively. For this reason, the oil majors require the annual calibration of oil content meter and flow meter by an external competent company. Master and ship staff should ensure that such annual test has been carried out and certificate is available onboard.\r\n\r\nIt is also important in actual operation of ODMCS that sample is drawn from the discharge line and fed to oil content meter so that it can measure the oil content in the oily water. This sample is drawn and circulated through oil content meter by Sample pump. This makes the sample pump extremely important for the functioning of ODMCS and hence sample pump should be checked monthly for its free movement by rotating with hand\r\n\r\n&nbsp;\r\n\r\n<b>Test for Total quantity Discharged </b>\r\n\r\nFirst of all let us understand the rationale behind this requirement. The first requirement was that while the ship is moving, you can discharge 30 litres of oil contained in the oily water provided this 30 litre is spread over one nautical mile. If the second requirement is not there, one could keep on diluting the oily mixture to make sure IRD is always less than 30 L/NM and pump out entire tank content. This requirement limits the total oil that a ship can discharge irrespective of complying with the first requirement.\r\n\r\nSo if the vessel was carrying 45000 m3 of oil cargo and oily mixture are formed from washing or ballasting these tanks, the total oil that can be discharge through ODMCS is 45000/30000 which is 1.5 m3 or 1500 Ltrs. This figure need to be entered in the ODMCS  before actual run of ODMCS.\r\n\r\nNow how to test if after achieving this limit the ODMCS will shut the discharge valve and open re-circulation valve.\r\n\r\nTest is again pretty simple, set a lower value and run the ODMCS in simulation mode with IRD say around 29 L/NM. You would see the Total oil discharged reading go up. When you reach the set value of total oil discharged, the ODMCS should shut the discharge valve.\r\n\r\nEven there may be some other small tests like power failure test etc. Checking and testing the ODMCS and associated components as mentioned above would most likely ensure that your ODMCS would be ready when you require it.','Does your ODMCS tests really confirm it to be in perfect shape and would it work when required ?','','inherit','open','open','','413-revision-v1','','','2015-04-19 04:31:58','2015-04-19 04:31:58','',413,'http://myseatime.com/blogadm/413-revision-v1/',0,'revision','',0,0),(998,1,'2015-04-19 04:35:23','2015-04-19 04:35:23','Before we come to ODMCS tests, it is better to first do a recap on the requirements of ODMCS.\r\n\r\nODMCS (Oil discharge monitoring control system), sometimes also called ODME (Oil discharge monitoring equipment) is an equipment required under Marpol Annex 1 and is required to monitor discharge of oily mixture from cargo tanks of oil tankers.\r\n\r\n&nbsp;\r\n\r\nThe Marpol requires following for discharging oily Mixture\r\n<ol>\r\n	<li>The tanker should not be in special area</li>\r\n	<li>The tanker should be Enroute</li>\r\n	<li>The tanker must be more than 50 Nautical miles from the nearest land</li>\r\n	<li>The instantaneous rate of discharge should not exceed 30 litres per Nautical mile</li>\r\n	<li>The total quantity of oil discharged should not exceed 1/30000 of the total quantity of cargo of which the residues formed a part.</li>\r\n	<li>The tanker must have an approved ODMCS and it should be operational</li>\r\n</ol>\r\n&nbsp;\r\n\r\nODMCS is installed to ensure compliance with the requirements no 4 and 5 and so the testing of ODMCS should be based upon to find if\r\n<ul>\r\n	<li>The ODMCS would actually stop if “instantaneous rate of discharge” exceeds 30 litres per nautical mile.</li>\r\n	<li>The ODMCS should stop when total oil discharged has reached the allowed limits as per point 5 above.</li>\r\n</ul>\r\nIt is general practice among many seafarers to test the ODMCS for only IRD, but as I have pointed out, the regulation require the ODMCS to stop when total oil discharged limit exceeds and thus this is an equally important test too.\r\n\r\n&nbsp;\r\n\r\n<b>Test for Instantaneous rate of Discharge</b>\r\n\r\nThe formula for IRD is\r\n\r\nIRD (in litres/Nautical mile)=  Oil content(ppm) x Flow rate (m3/hr) / Speed (Knots) x 1000\r\n\r\nFor ODMCS discharge valve to open, the IRD should be less than 30 L/NM and we just play with oil content, flow rate and speed (enter these values manually) to get the IRD to say 29.8 L/NM and discharge valve should open. We then increase the oil content a bit to make the IRD 30.1 L/NM to see if the discharge valve closes. Pretty simple. However this is just the simulation test which just tells us that the computing unit of ODMCS is working alright.\r\n\r\nIt does not tell us if in actual operation the oil content meter and flow meter will give correct reading of oil content and sample flow respectively. For this reason, the oil majors require the annual calibration of oil content meter and flow meter by an external competent company. Master and ship staff should ensure that such annual test has been carried out and certificate is available onboard.\r\n\r\nIt is also important in actual operation of ODMCS that sample is drawn from the discharge line and fed to oil content meter so that it can measure the oil content in the oily water. This sample is drawn and circulated through oil content meter by Sample pump. This makes the sample pump extremely important for the functioning of ODMCS and hence sample pump should be checked monthly for its free movement by rotating with hand\r\n\r\n&nbsp;\r\n\r\n<b>Test for Total quantity Discharged </b>\r\n\r\nFirst of all let us understand the rationale behind this requirement. The first requirement was that while the ship is moving, you can discharge 30 litres of oil contained in the oily water provided this 30 litre is spread over one nautical mile. If the second requirement is not there, one could keep on diluting the oily mixture to make sure IRD is always less than 30 L/NM and pump out entire tank content. This requirement limits the total oil that a ship can discharge irrespective of complying with the first requirement.\r\n\r\nSo if the vessel was carrying 45000 m3 of oil cargo and oily mixture are formed from washing or ballasting these tanks, the total oil that can be discharge through ODMCS is 45000/30000 which is 1.5 m3 or 1500 Ltrs. This figure need to be entered in the ODMCS  before actual run of ODMCS.\r\n\r\nNow how to test if after achieving this limit the ODMCS will shut the discharge valve and open re-circulation valve.\r\n\r\nTest is again pretty simple, set a lower value and run the ODMCS in simulation mode with IRD say around 29 L/NM. You would see the Total oil discharged reading go up. When you reach the set value of total oil discharged, the ODMCS should shut the discharge valve.\r\n\r\nEven though there may be some other small tests like power failure test etc. Checking and testing the ODMCS and associated components as mentioned above would most likely ensure that your ODMCS would be ready when you require it.','Does your ODMCS tests really confirm it to be in perfect shape and would it work when required ?','','inherit','open','open','','413-revision-v1','','','2015-04-19 04:35:23','2015-04-19 04:35:23','',413,'http://myseatime.com/blogadm/413-revision-v1/',0,'revision','',0,0),(999,1,'2015-04-20 11:39:32','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-04-20 11:39:32','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=999',0,'post','',0,0),(1000,2,'2015-04-24 11:50:02','2015-04-24 11:50:02','Emergency batteries as well as GMDSS batteries onboard serve an important function. During a black out, emergency generator need some power source to start in auto. Emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start in auto mode. You would then need to start the emergency generator manually from emergency generator room. This can take away vital time which may result in disastrous situations.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\"><img class=\"aligncenter size-full wp-image-1001\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\" alt=\"emergency batteries\" width=\"750\" height=\"499\" /></a>\r\n\r\nMonthly testing of emergency generators tests just the components of emergency generator. It does not test other components like emergency batteries. So how do we know if our emergency batteries are good and can start the emergency generator? Apart from checking the health of the batteries, load test of the emergency generator does that. Usually this load test is performed quarterly. One of the rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries should provide power to operate GMDSS for\r\n<ol>\r\n	<li>1 hour in case GMDSS has the power from emergency generators</li>\r\n	<li>6 hours in case GMDSS does not have the power from emergency generators.</li>\r\n</ol>\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) . But this is not correct.\r\n\r\nYard provides the specifications of the required batteries during  delivery of the vessel. If we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period. Of course this would not be the case if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is performed every year. This is important test which ensures that in emergency your GMDSS batteries would last up to the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','publish','open','open','','are-your-emergency-gmdss-batteries-good-enough','','','2015-12-06 12:23:55','2015-12-06 12:23:55','',0,'http://myseatime.com/blogadm/?p=1000',0,'post','',0,356),(1001,1,'2015-04-24 11:49:22','2015-04-24 11:49:22','www.eng.ed.ac.uk','emergency batteries','','inherit','open','open','','off-grid-battery-rolls-for-cabo-san-lucas_opt','','','2015-04-24 11:49:50','2015-04-24 11:49:50','',1000,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg',0,'attachment','image/jpeg',0,0),(1002,1,'2015-04-24 11:50:02','2015-04-24 11:50:02','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n<ol>\r\n	<li>1 hour in case GMDSS has the power from emergency generators</li>\r\n	<li>6 hours in case GMDSS does not have the power from emergency generators.</li>\r\n</ol>\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your emergency batteries would last upto the required time.','Are your emergency & GMDSS batteries good enough ?','','inherit','open','open','','1000-revision-v1','','','2015-04-24 11:50:02','2015-04-24 11:50:02','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1003,1,'2015-12-06 12:23:32','2015-12-06 12:23:32','Emergency batteries as well as GMDSS batteries onboard serve an important function. During a black out, emergency generator need some power source to start in auto. Emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start in auto mode. You would then need to start the emergency generator manually from emergency generator room. This can take away vital time which may result in disastrous situations.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\"><img class=\"aligncenter size-full wp-image-1001\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\" alt=\"emergency batteries\" width=\"750\" height=\"499\" /></a>\n\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\n\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\n\n- 1 hour in case GMDSS has the power from emergency generators\n- 6 hours in case GMDSS does not have the power from emergency generators.\n\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\n\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\n\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-autosave-v1','','','2015-12-06 12:23:32','2015-12-06 12:23:32','',1000,'http://myseatime.com/blogadm/1000-autosave-v1/',0,'revision','',0,0),(1004,1,'2015-04-24 11:59:12','2015-04-24 11:59:12','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n<ol>\r\n	<li>1 hour in case GMDSS has the power from emergency generators</li>\r\n	<li>6 hours in case GMDSS does not have the power from emergency generators.</li>\r\n</ol>\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds &amp; following seas.','Are your emergency & GMDSS batteries really in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-04-24 11:59:12','2015-04-24 11:59:12','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1005,1,'2015-04-24 12:02:25','2015-04-24 12:02:25','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n<ol>\r\n	<li>1 hour in case GMDSS has the power from emergency generators</li>\r\n	<li>6 hours in case GMDSS does not have the power from emergency generators.</li>\r\n</ol>\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds &amp; following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-04-24 12:02:25','2015-04-24 12:02:25','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1006,3,'2015-04-26 07:33:00','2015-04-26 07:33:00','Leading classification society ClassNK (Chairman and President: Noboru Ueda) held a press conference on 20 April in Singapore to promote the activities of its new Global Research and Innovation Center (GRIC).\r\n\r\nJoined by representatives from Nanyang Technological University, ClassNK Executive Vice President Tetsuya Kinoshita explained the rationale behind GRIC and the current goals for the center. The two main sectors that GRIC will cover are:\r\n\r\n・Maritime technologies: Research and development into creating new technologies and improving existing technologies in the fields of safe/smart ships such as condition-based monitoring technology, and eco-technology covering areas such as alternative fuel engine technologies, and emission control.\r\n\r\n・Marine renewable energy: Establishing a marine energy test site for the tropics to support R&amp;D in energy storage systems, biofouling materials, energy converters, prototype design testing, and creating possibilities to provide energy for maritime industry usage like in ports and harbors.\r\n\r\n“The establishment of the Global Research and Innovation Center represents ClassNK’s commitment to developing innovative solutions,” said Mr. Kinoshita. “GRIC’s location in Singapore will make R&amp;D projects accessible to international industry partners, and allow us to work with top academic institutions such as NTU and other sectors of the maritime cluster here in Singapore. We are excited to be building a smarter and greener future for the entire maritime industry from here in Singapore.”','Class NK set up Global Research and Innovation Center in Singapore','','publish','open','open','','class-nk-set-up-global-research-and-innovation-center-in-singapore','','','2015-04-26 07:33:00','2015-04-26 07:33:00','',0,'http://myseatime.com/blogadm/?p=1006',0,'post','',0,68),(1007,1,'2015-04-26 07:32:23','2015-04-26 07:32:23','','ClassNK','','inherit','open','open','','classnk','','','2015-04-26 07:32:23','2015-04-26 07:32:23','',1006,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/ClassNK.jpg',0,'attachment','image/jpeg',0,0),(1008,1,'2015-04-26 07:33:00','2015-04-26 07:33:00','Leading classification society ClassNK (Chairman and President: Noboru Ueda) held a press conference on 20 April in Singapore to promote the activities of its new Global Research and Innovation Center (GRIC).\r\n\r\nJoined by representatives from Nanyang Technological University, ClassNK Executive Vice President Tetsuya Kinoshita explained the rationale behind GRIC and the current goals for the center. The two main sectors that GRIC will cover are:\r\n\r\n・Maritime technologies: Research and development into creating new technologies and improving existing technologies in the fields of safe/smart ships such as condition-based monitoring technology, and eco-technology covering areas such as alternative fuel engine technologies, and emission control.\r\n\r\n・Marine renewable energy: Establishing a marine energy test site for the tropics to support R&amp;D in energy storage systems, biofouling materials, energy converters, prototype design testing, and creating possibilities to provide energy for maritime industry usage like in ports and harbors.\r\n\r\n“The establishment of the Global Research and Innovation Center represents ClassNK’s commitment to developing innovative solutions,” said Mr. Kinoshita. “GRIC’s location in Singapore will make R&amp;D projects accessible to international industry partners, and allow us to work with top academic institutions such as NTU and other sectors of the maritime cluster here in Singapore. We are excited to be building a smarter and greener future for the entire maritime industry from here in Singapore.”','Class NK set up Global Research and Innovation Center in Singapore','','inherit','open','open','','1006-revision-v1','','','2015-04-26 07:33:00','2015-04-26 07:33:00','',1006,'http://myseatime.com/blogadm/1006-revision-v1/',0,'revision','',0,0),(1009,3,'2015-04-26 07:37:59','2015-04-26 07:37:59','The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.\r\n\r\nThe Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.\r\n\r\nThe Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.\r\n\r\nProvisions in the Convention include:\r\n<ul>\r\n	<li>a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;</li>\r\n	<li>criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;</li>\r\n	<li>measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;</li>\r\n	<li>liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;</li>\r\n	<li>settlement of disputes.</li>\r\n</ul>\r\nThe Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.\r\n\r\nThe States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.\r\n\r\nThe Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​','The Nairobi Wreck Removal Convention enters into force','','publish','open','open','','the-nairobi-wreck-removal-convention-enters-into-force','','','2015-04-26 07:41:52','2015-04-26 07:41:52','',0,'http://myseatime.com/blogadm/?p=1009',0,'post','',0,38),(1010,1,'2015-04-26 07:37:09','2015-04-26 07:37:09','imo.org','wreck removal convention IMO','','inherit','open','open','','olympus-digital-camera','','','2015-04-26 07:37:35','2015-04-26 07:37:35','',1009,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/wreck-removal-internal.jpg',0,'attachment','image/jpeg',0,0),(1011,1,'2015-04-26 07:37:59','2015-04-26 07:37:59','<div>The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.</div>\r\n<div></div>\r\n<div>The Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.</div>\r\n<div></div>\r\n<div>The Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.</div>\r\n<div></div>\r\n<div>Provisions in the Convention include:</div>\r\n<div></div>\r\n<div>• a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;</div>\r\n<div></div>\r\n<div>• criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;</div>\r\n<div></div>\r\n<div>• measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;</div>\r\n<div></div>\r\n<div>• liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;</div>\r\n<div></div>\r\n<div>• settlement of disputes.</div>\r\n<div></div>\r\n<div>The Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.</div>\r\n<div></div>\r\n<div>The States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.</div>\r\n<div></div>\r\n<div>The Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​</div>','The Nairobi Wreck Removal Convention enters into force','','inherit','open','open','','1009-revision-v1','','','2015-04-26 07:37:59','2015-04-26 07:37:59','',1009,'http://myseatime.com/blogadm/1009-revision-v1/',0,'revision','',0,0),(1012,1,'2015-04-26 07:39:00','2015-04-26 07:39:00','The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.\n\nThe Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.\n\nThe Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.\n\nProvisions in the Convention include:\n\n• a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;\n\n• criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;</div>\n<div></div>\n<div>• measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;</div>\n<div></div>\n<div>• liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;</div>\n<div></div>\n<div>• settlement of disputes.</div>\n<div></div>\n<div>The Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.</div>\n<div></div>\n<div>The States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.</div>\n<div></div>\n<div>The Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​</div>','The Nairobi Wreck Removal Convention enters into force','','inherit','open','open','','1009-autosave-v1','','','2015-04-26 07:39:00','2015-04-26 07:39:00','',1009,'http://myseatime.com/blogadm/1009-autosave-v1/',0,'revision','',0,0),(1013,1,'2015-04-26 07:39:41','2015-04-26 07:39:41','The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.\r\n\r\nThe Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.\r\n\r\nThe Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.\r\n\r\nProvisions in the Convention include:\r\n\r\n• a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;\r\n\r\n• criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;</div>\r\n<div></div>\r\n<div>• measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;\r\n\r\n• liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;\r\n\r\n• settlement of disputes.\r\n\r\nThe Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.\r\n\r\nThe States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.\r\n\r\nThe Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​','The Nairobi Wreck Removal Convention enters into force','','inherit','open','open','','1009-revision-v1','','','2015-04-26 07:39:41','2015-04-26 07:39:41','',1009,'http://myseatime.com/blogadm/1009-revision-v1/',0,'revision','',0,0),(1014,1,'2015-04-26 07:40:26','2015-04-26 07:40:26','The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.\r\n\r\nThe Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.\r\n\r\nThe Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.\r\n\r\nProvisions in the Convention include:\r\n\r\n• a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;\r\n\r\n• criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;\r\n<div></div>\r\n<div>• measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;\r\n\r\n• liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;\r\n\r\n• settlement of disputes.\r\n\r\nThe Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.\r\n\r\nThe States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.\r\n\r\nThe Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​','The Nairobi Wreck Removal Convention enters into force','','inherit','open','open','','1009-revision-v1','','','2015-04-26 07:40:26','2015-04-26 07:40:26','',1009,'http://myseatime.com/blogadm/1009-revision-v1/',0,'revision','',0,0),(1015,1,'2015-04-26 07:40:51','2015-04-26 07:40:51','The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.\r\n\r\nThe Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.\r\n\r\nThe Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.\r\n\r\nProvisions in the Convention include:\r\n\r\n• a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;\r\n\r\n• criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;\r\n\r\n• measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;\r\n\r\n• liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;\r\n\r\n• settlement of disputes.\r\n\r\nThe Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.\r\n\r\nThe States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.\r\n\r\nThe Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​','The Nairobi Wreck Removal Convention enters into force','','inherit','open','open','','1009-revision-v1','','','2015-04-26 07:40:51','2015-04-26 07:40:51','',1009,'http://myseatime.com/blogadm/1009-revision-v1/',0,'revision','',0,0),(1016,1,'2015-04-26 07:41:52','2015-04-26 07:41:52','The Nairobi International Convention on the Removal of Wrecks enters into force on Tuesday (14 April 2015). The Convention places strict liability on owners for locating, marking and removing wrecks deemed to be a hazard and makes State certification of insurance, or other form of financial security for such liability, compulsory for ships of 300 gt and above. It also provides States Parties with a right of direct action against insurers.\r\n\r\nThe Convention fills a gap in the existing international legal framework by providing a set of uniform international rules for the prompt and effective removal of wrecks located in a country’s exclusive economic zone or equivalent 200 nautical miles zone. The Convention also contains a clause that enables States Parties to “opt in” to apply certain provisions to their territory, including the territorial sea.\r\n\r\nThe Convention provides a legal basis for States Parties to remove, or have removed, wrecks that pose a danger or impediment to navigation or that may be expected to result in major harmful consequences to the marine environment, or damage to the coastline or related interests of one or more States. The Convention also applies to a ship that is about, or may reasonably be expected, to sink or to strand, where effective measures to assist the ship or any property in danger are not already being taken.\r\n\r\nProvisions in the Convention include:\r\n<ul>\r\n	<li>a duty on the ship’s master or operator to report to the “Affected State” a maritime casualty resulting in a wreck and a duty on the Affected State to warn mariners and the States concerned of the nature and location of the wreck, as well as a duty on the Affected State that all practicable steps are taken  to locate the wreck;</li>\r\n	<li>criteria for determining the hazard posed by wrecks, including depth of water above the wreck, proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port facilities. Environmental criteria such as damage likely to result from the release into the marine environment of cargo or oil are also included;</li>\r\n	<li>measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous wrecks, which set out when the shipowner is responsible for removing the wreck and when the Affected State may intervene;</li>\r\n	<li>liability of the owner for the costs of locating, marking and removing wrecks - the registered shipowner is required to maintain compulsory insurance or other financial security to cover liability under the convention;</li>\r\n	<li>settlement of disputes.</li>\r\n</ul>\r\nThe Convention was adopted by a five-day International Conference at the United Nations Office at Nairobi (UNON), Kenya, in 2007.\r\n\r\nThe States Parties to the treaty as at 14 April 2015 are:  Antigua and Barbuda, Bulgaria, Congo, Cook Islands, Denmark, Germany, India, Iran (Islamic Republic of), Liberia, Malaysia, Marshall Islands, Morocco, Nigeria, Palau, and the United Kingdom.\r\n\r\nThe Convention will come into force for Malta on 18 April 2015 and for Tuvalu on 17 May 2015.​','The Nairobi Wreck Removal Convention enters into force','','inherit','open','open','','1009-revision-v1','','','2015-04-26 07:41:52','2015-04-26 07:41:52','',1009,'http://myseatime.com/blogadm/1009-revision-v1/',0,'revision','',0,0),(1017,3,'2015-04-26 07:45:06','2015-04-26 07:45:06','The Secretary-General of the International Maritime Organization (IMO), Mr. Koji Sekimizu, today (20 April) called for coordinated action to safeguard migrants, following the most recent incident involving large-scale loss of life in the Mediterranean.\r\n\r\nWhile recognizing the significant contribution of the coast guards and naval forces of Italy and Malta, EU Operation Triton and the merchant shipping industry in rescuing thousands of migrants, Mr Sekimizu said:\r\n\r\n\"The deaths of hundreds of migrants drowned in the Mediterranean within sight of a potential rescue ship once again highlight the need for urgent action to be taken against those unscrupulous criminals whose greed and lack of respect for human life allow them to cram hundreds of innocent, desperate people into unsuitable craft with no concern for their safety. At the same time, I call upon Governments and the wider international community to expedite their efforts to take coordinated action to safeguard migrants and to manage the flow of migrants across borders in ways that do not lead to them being exploited and taken to sea in unsafe craft\".\r\n\r\nHe added, “The international maritime search and rescue system created through IMO instruments was not designed to handle the huge flows of migrants that are currently being seen in the Mediterranean.  In being compelled to embark these unsafe vessels, migrants are effectively being put into extreme danger as soon as they leave shore. The fact that migrants are drowning within sight of their would-be rescuers is testament to the dangers they face and every effort should be taken to find safer, managed routes for migrants.”\r\n\r\nThe Secretary General of IMO hosted an Inter-agency, <a href=\"http://www.imo.org/About/Events/Pages/High-Level-Meeting-to-Address-Unsafe-Mixed-Migration-by-Sea-%28March-2015%29.aspx\">High-Level Meeting to Address Unsafe Mixed Migration by Sea </a> at IMO Headquarters (4-5 March 2015) to facilitate dialogue and promote enhanced cooperation and harmonization between United Nations agencies, international organizations, non-governmental organizations, Governments and the shipping industry. ​','IMO Secretary-General calls for coordinated efforts to safeguard migrants','','publish','open','open','','imo-secretary-general-calls-for-coordinated-efforts-to-safeguard-migrants','','','2015-04-26 07:46:02','2015-04-26 07:46:02','',0,'http://myseatime.com/blogadm/?p=1017',0,'post','',0,33),(1018,1,'2015-04-26 07:44:57','2015-04-26 07:44:57','UNHCR/A. D’Amato (2014)','migrants','','inherit','open','open','','migrants','','','2015-04-26 07:46:44','2015-04-26 07:46:44','',1017,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/migrants.jpg',0,'attachment','image/jpeg',0,0),(1019,1,'2015-04-26 07:45:06','2015-04-26 07:45:06','<div>The Secretary-General of the International Maritime Organization (IMO), Mr. Koji Sekimizu, today (20 April) called for coordinated action to safeguard migrants, following the most recent incident involving large-scale loss of life in the Mediterranean.</div>\r\n<div></div>\r\n<div>While recognizing the significant contribution of the coast guards and naval forces of Italy and Malta, EU Operation Triton and the merchant shipping industry in rescuing thousands of migrants, Mr Sekimizu said:</div>\r\n<div></div>\r\n<div>\"The deaths of hundreds of migrants drowned in the Mediterranean within sight of a potential rescue ship once again highlight the need for urgent action to be taken against those unscrupulous criminals whose greed and lack of respect for human life allow them to cram hundreds of innocent, desperate people into unsuitable craft with no concern for their safety. At the same time, I call upon Governments and the wider international community to expedite their efforts to take coordinated action to safeguard migrants and to manage the flow of migrants across borders in ways that do not lead to them being exploited and taken to sea in unsafe craft\".</div>\r\n<div></div>\r\n<div>He added, “The international maritime search and rescue system created through IMO instruments was not designed to handle the huge flows of migrants that are currently being seen in the Mediterranean.  In being compelled to embark these unsafe vessels, migrants are effectively being put into extreme danger as soon as they leave shore. The fact that migrants are drowning within sight of their would-be rescuers is testament to the dangers they face and every effort should be taken to find safer, managed routes for migrants.”</div>\r\n<div></div>\r\n<div>The Secretary General of IMO hosted an Inter-agency, <a href=\"http://www.imo.org/About/Events/Pages/High-Level-Meeting-to-Address-Unsafe-Mixed-Migration-by-Sea-%28March-2015%29.aspx\">High-Level Meeting to Address Unsafe Mixed Migration by Sea </a> at IMO Headquarters (4-5 March 2015) to facilitate dialogue and promote enhanced cooperation and harmonization between United Nations agencies, international organizations, non-governmental organizations, Governments and the shipping industry. ​</div>','IMO Secretary-General calls for coordinated efforts to safeguard migrants','','inherit','open','open','','1017-revision-v1','','','2015-04-26 07:45:06','2015-04-26 07:45:06','',1017,'http://myseatime.com/blogadm/1017-revision-v1/',0,'revision','',0,0),(1020,1,'2015-04-26 07:46:02','2015-04-26 07:46:02','The Secretary-General of the International Maritime Organization (IMO), Mr. Koji Sekimizu, today (20 April) called for coordinated action to safeguard migrants, following the most recent incident involving large-scale loss of life in the Mediterranean.\r\n\r\nWhile recognizing the significant contribution of the coast guards and naval forces of Italy and Malta, EU Operation Triton and the merchant shipping industry in rescuing thousands of migrants, Mr Sekimizu said:\r\n\r\n\"The deaths of hundreds of migrants drowned in the Mediterranean within sight of a potential rescue ship once again highlight the need for urgent action to be taken against those unscrupulous criminals whose greed and lack of respect for human life allow them to cram hundreds of innocent, desperate people into unsuitable craft with no concern for their safety. At the same time, I call upon Governments and the wider international community to expedite their efforts to take coordinated action to safeguard migrants and to manage the flow of migrants across borders in ways that do not lead to them being exploited and taken to sea in unsafe craft\".\r\n\r\nHe added, “The international maritime search and rescue system created through IMO instruments was not designed to handle the huge flows of migrants that are currently being seen in the Mediterranean.  In being compelled to embark these unsafe vessels, migrants are effectively being put into extreme danger as soon as they leave shore. The fact that migrants are drowning within sight of their would-be rescuers is testament to the dangers they face and every effort should be taken to find safer, managed routes for migrants.”\r\n\r\nThe Secretary General of IMO hosted an Inter-agency, <a href=\"http://www.imo.org/About/Events/Pages/High-Level-Meeting-to-Address-Unsafe-Mixed-Migration-by-Sea-%28March-2015%29.aspx\">High-Level Meeting to Address Unsafe Mixed Migration by Sea </a> at IMO Headquarters (4-5 March 2015) to facilitate dialogue and promote enhanced cooperation and harmonization between United Nations agencies, international organizations, non-governmental organizations, Governments and the shipping industry. ​','IMO Secretary-General calls for coordinated efforts to safeguard migrants','','inherit','open','open','','1017-revision-v1','','','2015-04-26 07:46:02','2015-04-26 07:46:02','',1017,'http://myseatime.com/blogadm/1017-revision-v1/',0,'revision','',0,0),(1021,3,'2015-04-26 07:51:19','2015-04-26 07:51:19','Mitsui O.S.K. Lines, Ltd.today announced that its group company in Singapore, Mitsui O.S.K. Bulk Shipping (Asia Oceania) Pte Ltd - which plays a central role in developing MOL Group business in Asia, Oceania, and the Middle East - received the International Maritime Centre (Corporate) Award from the Maritime and Port Authority in the ceremony attended by Singapore\'s Minister for Transport, Mr. Lui Tuck Yew, on April 21.\r\n\r\nThe award is presented annually to the company that makes significant contributions to the maritime industry in Singapore.\r\n\r\nMOL Group works continually to expand its business and enhance ship operations in Singapore, contributing to the continued growth of the nation\'s maritime industry.','Maritime and Port Authority of Singapore Honors MOL Group Company ','','publish','open','open','','maritime-and-port-authority-of-singapore-honors-mol-group-company','','','2015-04-26 07:51:19','2015-04-26 07:51:19','',0,'http://myseatime.com/blogadm/?p=1021',0,'post','',0,34),(1022,1,'2015-04-26 07:50:56','2015-04-26 07:50:56','mol.co.jp','MOL','','inherit','open','open','','mol-3','','','2015-04-26 07:51:12','2015-04-26 07:51:12','',1021,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/MOL.jpg',0,'attachment','image/jpeg',0,0),(1023,1,'2015-04-26 07:51:19','2015-04-26 07:51:19','Mitsui O.S.K. Lines, Ltd.today announced that its group company in Singapore, Mitsui O.S.K. Bulk Shipping (Asia Oceania) Pte Ltd - which plays a central role in developing MOL Group business in Asia, Oceania, and the Middle East - received the International Maritime Centre (Corporate) Award from the Maritime and Port Authority in the ceremony attended by Singapore\'s Minister for Transport, Mr. Lui Tuck Yew, on April 21.\r\n\r\nThe award is presented annually to the company that makes significant contributions to the maritime industry in Singapore.\r\n\r\nMOL Group works continually to expand its business and enhance ship operations in Singapore, contributing to the continued growth of the nation\'s maritime industry.','Maritime and Port Authority of Singapore Honors MOL Group Company ','','inherit','open','open','','1021-revision-v1','','','2015-04-26 07:51:19','2015-04-26 07:51:19','',1021,'http://myseatime.com/blogadm/1021-revision-v1/',0,'revision','',0,0),(1024,3,'2015-04-26 07:56:49','2015-04-26 07:56:49','TOKYO-Mitsui O.S.K. Lines, Ltd. today announced that it has signed a contract with Minaminippon Shipbuilding Co., Ltd. to construct four next-generation car carriers. The vessels will be delivered in 2017 and 2018 and serve on MOL\'s worldwide car carrier services.\r\n\r\nDeck construction of the newly-ordered car carriers will be substantially altered to change the number of decks from the current 12 to 14. Furthermore, the number of liftable decks will be increased from two to six. This means two adjustable decks can be placed between two fixed decks. The newly designed liftable decks will offer greater flexibility in accommodating vehicles of different heights, improving loading efficiency and meeting demand for more diversified vehicle transport.\r\n\r\nMOL named the car carriers featuring this new deck construction the \"FLEXIE\"  series. The company will not only develop a global marketing effort in vehicle transport service to promote the flexibility of the new carriers\' liftable decks, but also strengthen group-wide marketing efforts to build awareness of the \"MOL Project & Heavy Cargo\"  service.\r\n\r\nThe newly ordered car carriers will be installed with electronically-controlled diesel engine with Low Load Optimisation (LLO) tuning by Exhaust Gas Bypass (EGB) technology. The new carriers will also adopt waste heat energy recovery system for generator engines and electric power consumption reduction technology. In addition, the vessels\' hull form design will be improved, especially for low-speed range, based on ship performance analysis of existing carriers. The ships will also mark a step forward in wind-pressure reducing design, one of the basic technologies in the Senpaku ISHIN project , which MOL has been developing since 2009. The new ships\' reduced susceptibility to wind resistance will improve fuel efficiency in comparison with existing vessels and significantly reduce their impact on the environment.\r\n\r\nMOL has taken an aggressive, ongoing approach to developing innovative next-generation car carriers, and in 2012, launched the world\'s first newbuilding hybrid car carrier, the Emerald Ace . It continues striving to meet customer needs by launching new car carrier services, which take full advantage of those innovative technologies, and constantly enhance the competitiveness of its car transport business.\r\n\r\n[ Specifications ]\r\nLength	: 199.95m\r\nBreadth	: 32.2m\r\nCapacity	: 6,800 units (standard passenger vehicles)\r\n','MOL Signs Deal to Build 4 Next-generation \"FLEXIE\" Car Carriers ','','publish','open','open','','mol-signs-deal-to-build-4-next-generation-flexie-car-carriers','','','2015-04-26 07:57:54','2015-04-26 07:57:54','',0,'http://myseatime.com/blogadm/?p=1024',0,'post','',0,31),(1025,1,'2015-04-26 07:56:37','2015-04-26 07:56:37','mol.co.jp','MOL','','inherit','open','open','','mol-4','','','2015-04-26 08:07:43','2015-04-26 08:07:43','',1024,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/MOL1.jpg',0,'attachment','image/jpeg',0,0),(1026,1,'2015-04-26 07:56:49','2015-04-26 07:56:49','TOKYO-Mitsui O.S.K. Lines, Ltd. today announced that it has signed a contract with Minaminippon Shipbuilding Co., Ltd. to construct four next-generation car carriers. The vessels will be delivered in 2017 and 2018 and serve on MOL\'s worldwide car carrier services.\r\n\r\nDeck construction of the newly-ordered car carriers will be substantially altered to change the number of decks from the current 12 to 14. Furthermore, the number of liftable decks will be increased from two to six. This means two adjustable decks can be placed between two fixed decks. The newly designed liftable decks will offer greater flexibility in accommodating vehicles of different heights, improving loading efficiency and meeting demand for more diversified vehicle transport.\r\n\r\nMOL named the car carriers featuring this new deck construction the \"FLEXIE\" (*1) series. The company will not only develop a global marketing effort in vehicle transport service to promote the flexibility of the new carriers\' liftable decks, but also strengthen group-wide marketing efforts to build awareness of the \"MOL Project & Heavy Cargo\" (*2) service.\r\n\r\nThe newly ordered car carriers will be installed with electronically-controlled diesel engine with Low Load Optimisation (LLO) tuning by Exhaust Gas Bypass (EGB) technology. The new carriers will also adopt waste heat energy recovery system for generator engines and electric power consumption reduction technology. In addition, the vessels\' hull form design will be improved, especially for low-speed range, based on ship performance analysis of existing carriers. The ships will also mark a step forward in wind-pressure reducing design, one of the basic technologies in the Senpaku ISHIN project (*3), which MOL has been developing since 2009. The new ships\' reduced susceptibility to wind resistance will improve fuel efficiency in comparison with existing vessels and significantly reduce their impact on the environment.\r\n\r\nMOL has taken an aggressive, ongoing approach to developing innovative next-generation car carriers, and in 2012, launched the world\'s first newbuilding hybrid car carrier, the Emerald Ace (*4). It continues striving to meet customer needs by launching new car carrier services, which take full advantage of those innovative technologies, and constantly enhance the competitiveness of its car transport business.\r\n\r\n[ Specifications ]\r\nLength	: 199.95m\r\nBreadth	: 32.2m\r\nCapacity	: 6,800 units (standard passenger vehicles)\r\n*1:Refers to \"FLEXIBIE\" and the features of newly designed liftable decks and MOL\'s sales and marketing strategy for meeting customer\'s diversified demand.\r\n\r\n*2:A joint project of MOL, MOL Logistics, Utoc,and Mitsui O.S.K. Kinkai. It offers abroad range of services including plant engineering such as installation and assembly works, in addition to logistics solutions that meet a wide variety of needs for heavy cargo transport.\r\n\r\n*3:Senpaku ISHIN is an innovative project aimed at reducing CO2 emissions by using currently available technologies, making a great contribution to the environmental protection.\r\n\r\n*4:The Emerald Ace is equipped with a hybrid power supply system, which combines a solar power generation system with lithium-ion batteries. The solar-generated electricity is stored in the batteries and used to power the ship\'s electrical systems while in port. This results in zero emissions in berth.','MOL Signs Deal to Build 4 Next-generation \"FLEXIE\" Car Carriers ','','inherit','open','open','','1024-revision-v1','','','2015-04-26 07:56:49','2015-04-26 07:56:49','',1024,'http://myseatime.com/blogadm/1024-revision-v1/',0,'revision','',0,0),(1027,1,'2015-04-26 07:57:25','2015-04-26 07:57:25','TOKYO-Mitsui O.S.K. Lines, Ltd. today announced that it has signed a contract with Minaminippon Shipbuilding Co., Ltd. to construct four next-generation car carriers. The vessels will be delivered in 2017 and 2018 and serve on MOL\'s worldwide car carrier services.\r\n\r\nDeck construction of the newly-ordered car carriers will be substantially altered to change the number of decks from the current 12 to 14. Furthermore, the number of liftable decks will be increased from two to six. This means two adjustable decks can be placed between two fixed decks. The newly designed liftable decks will offer greater flexibility in accommodating vehicles of different heights, improving loading efficiency and meeting demand for more diversified vehicle transport.\r\n\r\nMOL named the car carriers featuring this new deck construction the \"FLEXIE\" (*1) series. The company will not only develop a global marketing effort in vehicle transport service to promote the flexibility of the new carriers\' liftable decks, but also strengthen group-wide marketing efforts to build awareness of the \"MOL Project & Heavy Cargo\" (*2) service.\r\n\r\nThe newly ordered car carriers will be installed with electronically-controlled diesel engine with Low Load Optimisation (LLO) tuning by Exhaust Gas Bypass (EGB) technology. The new carriers will also adopt waste heat energy recovery system for generator engines and electric power consumption reduction technology. In addition, the vessels\' hull form design will be improved, especially for low-speed range, based on ship performance analysis of existing carriers. The ships will also mark a step forward in wind-pressure reducing design, one of the basic technologies in the Senpaku ISHIN project (*3), which MOL has been developing since 2009. The new ships\' reduced susceptibility to wind resistance will improve fuel efficiency in comparison with existing vessels and significantly reduce their impact on the environment.\r\n\r\nMOL has taken an aggressive, ongoing approach to developing innovative next-generation car carriers, and in 2012, launched the world\'s first newbuilding hybrid car carrier, the Emerald Ace (*4). It continues striving to meet customer needs by launching new car carrier services, which take full advantage of those innovative technologies, and constantly enhance the competitiveness of its car transport business.\r\n\r\n[ Specifications ]\r\nLength	: 199.95m\r\nBreadth	: 32.2m\r\nCapacity	: 6,800 units (standard passenger vehicles)\r\n','MOL Signs Deal to Build 4 Next-generation \"FLEXIE\" Car Carriers ','','inherit','open','open','','1024-revision-v1','','','2015-04-26 07:57:25','2015-04-26 07:57:25','',1024,'http://myseatime.com/blogadm/1024-revision-v1/',0,'revision','',0,0),(1028,1,'2015-04-26 07:57:54','2015-04-26 07:57:54','TOKYO-Mitsui O.S.K. Lines, Ltd. today announced that it has signed a contract with Minaminippon Shipbuilding Co., Ltd. to construct four next-generation car carriers. The vessels will be delivered in 2017 and 2018 and serve on MOL\'s worldwide car carrier services.\r\n\r\nDeck construction of the newly-ordered car carriers will be substantially altered to change the number of decks from the current 12 to 14. Furthermore, the number of liftable decks will be increased from two to six. This means two adjustable decks can be placed between two fixed decks. The newly designed liftable decks will offer greater flexibility in accommodating vehicles of different heights, improving loading efficiency and meeting demand for more diversified vehicle transport.\r\n\r\nMOL named the car carriers featuring this new deck construction the \"FLEXIE\"  series. The company will not only develop a global marketing effort in vehicle transport service to promote the flexibility of the new carriers\' liftable decks, but also strengthen group-wide marketing efforts to build awareness of the \"MOL Project & Heavy Cargo\"  service.\r\n\r\nThe newly ordered car carriers will be installed with electronically-controlled diesel engine with Low Load Optimisation (LLO) tuning by Exhaust Gas Bypass (EGB) technology. The new carriers will also adopt waste heat energy recovery system for generator engines and electric power consumption reduction technology. In addition, the vessels\' hull form design will be improved, especially for low-speed range, based on ship performance analysis of existing carriers. The ships will also mark a step forward in wind-pressure reducing design, one of the basic technologies in the Senpaku ISHIN project , which MOL has been developing since 2009. The new ships\' reduced susceptibility to wind resistance will improve fuel efficiency in comparison with existing vessels and significantly reduce their impact on the environment.\r\n\r\nMOL has taken an aggressive, ongoing approach to developing innovative next-generation car carriers, and in 2012, launched the world\'s first newbuilding hybrid car carrier, the Emerald Ace . It continues striving to meet customer needs by launching new car carrier services, which take full advantage of those innovative technologies, and constantly enhance the competitiveness of its car transport business.\r\n\r\n[ Specifications ]\r\nLength	: 199.95m\r\nBreadth	: 32.2m\r\nCapacity	: 6,800 units (standard passenger vehicles)\r\n','MOL Signs Deal to Build 4 Next-generation \"FLEXIE\" Car Carriers ','','inherit','open','open','','1024-revision-v1','','','2015-04-26 07:57:54','2015-04-26 07:57:54','',1024,'http://myseatime.com/blogadm/1024-revision-v1/',0,'revision','',0,0),(1029,3,'2015-04-26 08:08:47','2015-04-26 08:08:47','<blockquote>BIMCO has stated today that it appreciates the new efforts by EU leaders to reduce increasing reliance on merchant shipping to rescue the growing numbers of distressed migrants in the Mediterranean Sea.\r\nBIMCO welcomed the announcement last night (23 April), that the funding of Operation Triton will be increased to match that previously allocated to Operation Mare Nostrum. It also welcomed the contribution of extra ships, planes and helicopters that many countries will make to assist with the search and rescue capabilities of the region.\r\nLars Robert Pedersen, Deputy Secretary General at BIMCO, said:\r\n“The shipping industry has recently highlighted the risks to the health, safety and security of seafarers who assist distressed migrants in increasingly large numbers.\r\n“Merchant ships are ill-equipped to deal with large-scale rescue operations involving many hundreds of migrants and it may compromise the safety of those onboard as well as those who they attempt to rescue.\r\n“The long term problem of huge migratory flow in the Mediterranean has led to a humanitarian crisis at sea that merchant shipping is not equipped to handle. Migration is an issue for nations to resolve.\r\n“The industry had called for an expansion of the geographical scope of Operation Triton to include areas where migrants are most likely to be found before they get into serious difficulty. This does not yet seem to have been addressed.\r\n“We realise that the issue of migration will not be resolved by these step changes alone. This is why BIMCO will continue to give practical advice to Shipmasters on how to effectively deal with calls for search and rescue assistance.”</blockquote>','BIMCO warns that rescuing migrants at sea remains a risk for seafarers','','publish','open','open','','bimco-warns-that-rescuing-migrants-at-sea-remains-a-risk-for-seafarers','','','2015-04-26 08:29:37','2015-04-26 08:29:37','',0,'http://myseatime.com/blogadm/?p=1029',0,'post','',0,54),(1030,1,'2015-04-26 08:08:47','2015-04-26 08:08:47','<blockquote>BIMCO has stated today that it appreciates the new efforts by EU leaders to reduce increasing reliance on merchant shipping to rescue the growing numbers of distressed migrants in the Mediterranean Sea.\r\nBIMCO welcomed the announcement last night (23 April), that the funding of Operation Triton will be increased to match that previously allocated to Operation Mare Nostrum. It also welcomed the contribution of extra ships, planes and helicopters that many countries will make to assist with the search and rescue capabilities of the region.\r\nLars Robert Pedersen, Deputy Secretary General at BIMCO, said:\r\n“The shipping industry has recently highlighted the risks to the health, safety and security of seafarers who assist distressed migrants in increasingly large numbers.\r\n“Merchant ships are ill-equipped to deal with large-scale rescue operations involving many hundreds of migrants and it may compromise the safety of those onboard as well as those who they attempt to rescue.\r\n“The long term problem of huge migratory flow in the Mediterranean has led to a humanitarian crisis at sea that merchant shipping is not equipped to handle. Migration is an issue for nations to resolve.\r\n“The industry had called for an expansion of the geographical scope of Operation Triton to include areas where migrants are most likely to be found before they get into serious difficulty. This does not yet seem to have been addressed.\r\n“We realise that the issue of migration will not be resolved by these step changes alone. This is why BIMCO will continue to give practical advice to Shipmasters on how to effectively deal with calls for search and rescue assistance.”</blockquote>','BIMCO warns that rescuing migrants at sea remains a risk for seafarers','','inherit','open','open','','1029-revision-v1','','','2015-04-26 08:08:47','2015-04-26 08:08:47','',1029,'http://myseatime.com/blogadm/1029-revision-v1/',0,'revision','',0,0),(1031,1,'2015-04-26 08:29:33','2015-04-26 08:29:33','BIMCO has stated today that it appreciates the new efforts by EU leaders to reduce increasing reliance on merchant shipping to rescue the growing numbers of distressed migrants in the Mediterranean Sea.\nBIMCO welcomed the announcement last night (23 April), that the funding of Operation Triton will be increased to match that previously allocated to Operation Mare Nostrum. It also welcomed the contribution of extra ships, planes and helicopters that many countries will make to assist with the search and rescue capabilities of the region.\nLars Robert Pedersen, Deputy Secretary General at BIMCO, said:\n“The shipping industry has recently highlighted the risks to the health, safety and security of seafarers who assist distressed migrants in increasingly large numbers.\n“Merchant ships are ill-equipped to deal with large-scale rescue operations involving many hundreds of migrants and it may compromise the safety of those onboard as well as those who they attempt to rescue.\n“The long term problem of huge migratory flow in the Mediterranean has led to a humanitarian crisis at sea that merchant shipping is not equipped to handle. Migration is an issue for nations to resolve.\n“The industry had called for an expansion of the geographical scope of Operation Triton to include areas where migrants are most likely to be found before they get into serious difficulty. This does not yet seem to have been addressed.\n“We realise that the issue of migration will not be resolved by these step changes alone. This is why BIMCO will continue to give practical advice to Shipmasters on how to effectively deal with calls for search and rescue assistance.”','BIMCO warns that rescuing migrants at sea remains a risk for seafarers','','inherit','open','open','','1029-autosave-v1','','','2015-04-26 08:29:33','2015-04-26 08:29:33','',1029,'http://myseatime.com/blogadm/1029-autosave-v1/',0,'revision','',0,0),(1032,3,'2015-04-26 08:56:05','2015-04-26 08:56:05','Hapag-Lloyd today ordered five container vessels with a capacity of 10,500 standard containers (TEU) each from the South Korean shipyard Hyundai Samho Heavy Industries. The ships are to be built at the yard in Samho, on the south coast of Korea.\r\n\r\nThey will be deployed primarily on South American routes. When the expanded Panama Canal opens next year, Hapag-Lloyd will therefore have the optimal fleet for this trade. The expansion of the Panama Canal is one of the biggest civil engineering projects in the world, and will allow the passage of large vessels of up to 14,000 TEU from what is known as the post-Panamax class.\r\n\r\nThe new Hapag-Lloyd ships will have 2,100 reefers plugs and are therefore particularly suitable for transporting perishable goods such as fruit, vegetables, meat, fish or pharmaceutical products. In addition, they are equipped with a highly efficient main engine, an optimized hull shape and an innovative lashing and loading system for greater loading flexibility.\r\n\r\n“This order for five vessels underlines Hapag-Lloyd’s leading role in the Latin American trade. Following our successful merger with CSAV, we are one of the market leaders in this attractive trade and offer our customers a variety of excellent connections to and from South America,” said Anthony J. Firmin, Chief Operating Officer at Hapag-Lloyd.\r\n\r\nThe ships are scheduled for delivery between October 2016 and May 2017.','Hapag-Lloyd orders five new container ships','','publish','open','open','','hapag-lloyd-orders-five-new-container-ships','','','2015-04-26 08:56:05','2015-04-26 08:56:05','',0,'http://myseatime.com/blogadm/?p=1032',0,'post','',0,69),(1033,1,'2015-04-26 08:55:29','2015-04-26 08:55:29','hapag-lloyd.com','BERLIN_EXPRESS','','inherit','open','open','','berlin_express','','','2015-04-26 08:56:00','2015-04-26 08:56:00','',1032,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/BerlinExpress_opt.jpg',0,'attachment','image/jpeg',0,0),(1034,1,'2015-04-26 08:56:05','2015-04-26 08:56:05','Hapag-Lloyd today ordered five container vessels with a capacity of 10,500 standard containers (TEU) each from the South Korean shipyard Hyundai Samho Heavy Industries. The ships are to be built at the yard in Samho, on the south coast of Korea.\r\n\r\nThey will be deployed primarily on South American routes. When the expanded Panama Canal opens next year, Hapag-Lloyd will therefore have the optimal fleet for this trade. The expansion of the Panama Canal is one of the biggest civil engineering projects in the world, and will allow the passage of large vessels of up to 14,000 TEU from what is known as the post-Panamax class.\r\n\r\nThe new Hapag-Lloyd ships will have 2,100 reefers plugs and are therefore particularly suitable for transporting perishable goods such as fruit, vegetables, meat, fish or pharmaceutical products. In addition, they are equipped with a highly efficient main engine, an optimized hull shape and an innovative lashing and loading system for greater loading flexibility.\r\n\r\n“This order for five vessels underlines Hapag-Lloyd’s leading role in the Latin American trade. Following our successful merger with CSAV, we are one of the market leaders in this attractive trade and offer our customers a variety of excellent connections to and from South America,” said Anthony J. Firmin, Chief Operating Officer at Hapag-Lloyd.\r\n\r\nThe ships are scheduled for delivery between October 2016 and May 2017.','Hapag-Lloyd orders five new container ships','','inherit','open','open','','1032-revision-v1','','','2015-04-26 08:56:05','2015-04-26 08:56:05','',1032,'http://myseatime.com/blogadm/1032-revision-v1/',0,'revision','',0,0),(1035,3,'2015-04-26 09:08:07','2015-04-26 09:08:07','Rolls-Royce has secured a contract to supply a power and propulsion package for a high-end ice-class multi-purpose vessel under construction at Keppel Singmarine for Singaporean ship owner New Orient Marine Pte Ltd.\r\n\r\n&nbsp;\r\n\r\nJohn Knudsen, Rolls-Royce, President – Commercial Marine, said: “We are delighted to have been awarded this power and propulsion contract. Not only does it mark the continued trust Keppel Offshore &amp; Marine has in us, but the contract also represents a new shipowner customer for Rolls-Royce. We are looking forward to working with New Orient Marine and the yard on this prestigious project.”\r\n\r\nThe propulsion package includes a 1650kW and two 3000kW tunnel thrusters, two US ARC 0.8 main azimuth thrusters and a single 3000kW retractable thruster. As well as four Bergen B32:40V12ACD and two Bergen C25:33L6ACD generating sets which will supply the requisite power to the £132 million offshore vessel.\r\n\r\n“Ship operations in Arctic waters require reliable systems capable of operating cleanly and efficiently. As a pioneer in powering ice-class vessels we have the propulsion solution for technology-intensive operations in the harshest, most ecologically-sensitive environments,” added Knudsen.\r\n\r\nDesigned by Keppel Offshore &amp; Marine’s ship design subsidiary, Marine Technology Development, the DP3 vessel will be built to Ice Class Arc 5 notation for operation in ambient temperatures down to -30°C.\r\n\r\nNew Orient Marine, a subsidiary of Luxembourg-based Maritime Construction Services, is due to take delivery of its first ice-class vessel in July 2017.\r\n\r\nRolls-Royce will start delivering equipment to the Keppel Singmarine in January 2016','Rolls–Royce To Deliver Engines And Propulsion To New Orient Ice-Class Multi-Purpose Vessel','','publish','open','open','','rolls-royce-to-deliver-engines-and-propulsion-to-new-orient-ice-class-multi-purpose-vessel','','','2015-11-01 08:23:31','2015-11-01 08:23:31','',0,'http://myseatime.com/blogadm/?p=1035',0,'post','',0,36),(1036,1,'2015-04-26 09:07:25','2015-04-26 09:07:25','rolls-royce','rolls-royce','','inherit','open','open','','16545962888_05b1f3da87_z','','','2015-04-26 09:08:01','2015-04-26 09:08:01','',1035,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/16545962888_05b1f3da87_z.jpg',0,'attachment','image/jpeg',0,0),(1037,1,'2015-04-26 09:08:07','2015-04-26 09:08:07','Rolls-Royce has secured a contract to supply a power and propulsion package for a high-end ice-class multi-purpose vessel under construction at Keppel Singmarine for Singaporean ship owner New Orient Marine Pte Ltd.\r\n\r\nJohn Knudsen, Rolls-Royce, President – Commercial Marine, said: “We are delighted to have been awarded this power and propulsion contract. Not only does it mark the continued trust Keppel Offshore &amp; Marine has in us, but the contract also represents a new shipowner customer for Rolls-Royce. We are looking forward to working with New Orient Marine and the yard on this prestigious project.”\r\n\r\nThe propulsion package includes a 1650kW and two 3000kW tunnel thrusters, two US ARC 0.8 main azimuth thrusters and a single 3000kW retractable thruster. As well as four Bergen B32:40V12ACD and two Bergen C25:33L6ACD generating sets which will supply the requisite power to the £132 million offshore vessel.\r\n\r\n“Ship operations in Arctic waters require reliable systems capable of operating cleanly and efficiently. As a pioneer in powering ice-class vessels we have the propulsion solution for technology-intensive operations in the harshest, most ecologically-sensitive environments,” added Knudsen.\r\n\r\nDesigned by Keppel Offshore &amp; Marine’s ship design subsidiary, Marine Technology Development, the DP3 vessel will be built to Ice Class Arc 5 notation for operation in ambient temperatures down to -30°C.\r\n\r\nNew Orient Marine, a subsidiary of Luxembourg-based Maritime Construction Services, is due to take delivery of its first ice-class vessel in July 2017.\r\n\r\nRolls-Royce will start delivering equipment to the Keppel Singmarine in January 2016','Rolls–Royce To Deliver Engines And Propulsion To New Orient Ice-Class Multi-Purpose Vessel','','inherit','open','open','','1035-revision-v1','','','2015-04-26 09:08:07','2015-04-26 09:08:07','',1035,'http://myseatime.com/blogadm/1035-revision-v1/',0,'revision','',0,0),(1038,3,'2015-04-29 05:36:34','2015-04-29 05:36:34','Bibby Ship Management Philippines, Inc, has been recognised by the Filipino Association for Mariners’ Employment Inc (FAME) for its vital role in the development of the Philippine maritime industry.\r\n\r\nThe company, part of the Bibby Ship Management Group Ltd, received a plaque in recognition of its “active support and loyal affiliation” to the Association for the last 15 years. FAME is celebrating its fourth decade in the maritime manning business.\r\n\r\n<strong class=\"red-text\">Jonathan Palma</strong>, President/CEO of Bibby Ship Management Philippines, received the award during FAME’s 40th Anniversary celebrations, which culminated in an Appreciation and Recognition Night on Thursday March 19th in the Pandango-Polkabal Ballroom of the Manila Hotel. Business leaders and Government representatives joined together in celebrating the important role FAME has played over the past 40 years and the Philippine industry’s manning success.\r\n\r\nMr Palma said: “Bibby Ship Management takes an active role within the Filipino Association for Mariners’ Employment and we are delighted to be recognised in this way during this time of celebration for the Association. We congratulate FAME on a successful forty years and wish them every success for the coming decade.”\r\n\r\nFounded in 1971, the Filipino Association for Mariners’ Employment Inc is the first and largest organization of manning and shipping companies in the Philippines, with 120 regular members and seven associate members. FAME is a successful example of public/private partnership, linking manning companies and government agencies in jointly developing the Philippine maritime sector which contributes almost 30% of the world’s seafarers.\r\n\r\nThe Association is committed to ensuring high management standards and business ethics. Its membership provides competent, qualified and competitive seafarers to the world\'s shipping industry, meeting international maritime standards, and ensuring safe, efficient and environmentally sound vessel operations.','Bibby Ship Management Philippines Receives FAME Award','','publish','open','open','','bibby-ship-management-philippines-receives-fame-award','','','2015-04-29 05:36:34','2015-04-29 05:36:34','',0,'http://myseatime.com/blogadm/?p=1038',0,'post','',0,47),(1039,1,'2015-04-29 05:36:13','2015-04-29 05:36:13','bibby','bibby award','','inherit','open','open','','bibby-award','','','2015-04-29 05:36:30','2015-04-29 05:36:30','',1038,'http://myseatime.com/blogadm/wp-content/uploads/2015/04/bibby-award.jpg',0,'attachment','image/jpeg',0,0),(1040,1,'2015-04-29 05:36:34','2015-04-29 05:36:34','Bibby Ship Management Philippines, Inc, has been recognised by the Filipino Association for Mariners’ Employment Inc (FAME) for its vital role in the development of the Philippine maritime industry.\r\n\r\nThe company, part of the Bibby Ship Management Group Ltd, received a plaque in recognition of its “active support and loyal affiliation” to the Association for the last 15 years. FAME is celebrating its fourth decade in the maritime manning business.\r\n\r\n<strong class=\"red-text\">Jonathan Palma</strong>, President/CEO of Bibby Ship Management Philippines, received the award during FAME’s 40th Anniversary celebrations, which culminated in an Appreciation and Recognition Night on Thursday March 19th in the Pandango-Polkabal Ballroom of the Manila Hotel. Business leaders and Government representatives joined together in celebrating the important role FAME has played over the past 40 years and the Philippine industry’s manning success.\r\n\r\nMr Palma said: “Bibby Ship Management takes an active role within the Filipino Association for Mariners’ Employment and we are delighted to be recognised in this way during this time of celebration for the Association. We congratulate FAME on a successful forty years and wish them every success for the coming decade.”\r\n\r\nFounded in 1971, the Filipino Association for Mariners’ Employment Inc is the first and largest organization of manning and shipping companies in the Philippines, with 120 regular members and seven associate members. FAME is a successful example of public/private partnership, linking manning companies and government agencies in jointly developing the Philippine maritime sector which contributes almost 30% of the world’s seafarers.\r\n\r\nThe Association is committed to ensuring high management standards and business ethics. Its membership provides competent, qualified and competitive seafarers to the world\'s shipping industry, meeting international maritime standards, and ensuring safe, efficient and environmentally sound vessel operations.','Bibby Ship Management Philippines Receives FAME Award','','inherit','open','open','','1038-revision-v1','','','2015-04-29 05:36:34','2015-04-29 05:36:34','',1038,'http://myseatime.com/blogadm/1038-revision-v1/',0,'revision','',0,0),(1041,1,'2015-04-29 11:07:27','0000-00-00 00:00:00','','Auto Draft','','auto-draft','open','open','','','','','2015-04-29 11:07:27','0000-00-00 00:00:00','',0,'http://myseatime.com/blogadm/?p=1041',0,'post','',0,0),(1042,1,'2015-12-01 09:21:43','2015-12-01 09:21:43','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.\n\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.\n<p style=\"text-align: left;\"><span style=\"color: #005384;\"><strong>Documents required for Loadicator</strong></span></p>\nThere are three main documents ship should have for it to be actually complying with Loadicator requirements. These are\n\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.\n\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.\n\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.\n\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.\n\nOnce you have these three documents / certificates, you are OK with the certification part.\n<p style=\"text-align: left;\"><strong>Testing requirements for the Loadicator</strong></p>\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.\n\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-autosave-v1','','','2015-12-01 09:21:43','2015-12-01 09:21:43','',797,'http://myseatime.com/blogadm/797-autosave-v1/',0,'revision','',0,0),(1043,1,'2015-04-29 11:14:36','2015-04-29 11:14:36','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<h2 style=\"text-align: center;\"><strong>Documents required for Loadicator</strong></h2>\r\nThere are three main documents ship should have for it to be actually complying with Loadicator requirements. These are\r\n\r\nClass certificate for loadicator<strong>:</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<h3>Class approved Loadicator Manual:</h3>\r\nThis 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','','','2015-04-29 11:14:36','2015-04-29 11:14:36','',797,'http://myseatime.com/blogadm/797-revision-v1/',0,'revision','',0,0),(1044,3,'2015-05-02 07:21:17','2015-05-02 07:21:17','An industry guideline, which is issued today, is the culmination of a joint industry project (JIP), led by DNV GL to facilitate in helping those involved in developing Walk to Work (W2W) solutions and understand the important aspects required during its selection and implementation.\r\n\r\nW2W manning of offshore facilities is an alternative to the traditional means of transfer such as by helicopter, basket transfer or boat landing.\r\n\r\nW2W can take many forms ranging from a simple and relatively small crew ferry between land and an offshore facility, to a large, multi-role vessel or moored semi-submersible accommodation facility.\r\n\r\nThe W2W JIP has spanned over eight months and involved fifteen companies including operators of offshore oil and gas and wind facilities, gangway system developers, vessel operators and turnkey service providers. It has also had input from offshore facility and maritime regulators.\r\n\r\nThe coalition captured, collated and developed existing experience and material from the participating companies and other sources. The output was a guidance document on all aspects of W2W, which will become a non-prescriptive reference source that supports decision making for delivery of safe, efficient and cost-effective W2W manning solutions.\r\n\r\nTo successfully select and implement a W2W solution may need considerable time and effort to work through the wide range of aspects.  During operation, it requires effective alignment, integration and collaboration between the offshore facility operator, a vessel operator and a gangway provider, on a 24-hour basis in a dynamic environment heavily influenced by operational needs, sea and weather conditions.  Most importantly, it also requires buy-in from the workforce who will be required to use the W2W solution as well as from industry regulators. To date, there has been a mixed response from both the workforce and regulators to some aspects of W2W.  By providing clarity around known issues, the JIP guidance will minimise challenges during implementation.\r\n\r\nHamish Holt, Senior Principal Consultant with DNV GL who project managed the JIP says “W2W has the potential to offer significant opportunities and benefits for operators of new or existing offshore facilities but, in order to maximize these, there are many aspects that need to be understood and considered. The comprehensive and detailed industry guidance takes a lifecycle approach to W2W implementation from initial business need definition, through concept development, into operation. It identifies and details the key aspects to help ensure that appropriate decisions are taken along the process.”','DNV GL issues industry led guidance document for Walk to Work approach','','publish','open','open','','dnv-gl-issues-industry-led-guidance-document-for-walk-to-work-approach','','','2015-05-02 07:22:11','2015-05-02 07:22:11','',0,'http://myseatime.com/blogadm/?p=1044',0,'post','',0,48),(1045,235,'2015-05-02 07:12:10','0000-00-00 00:00:00','Hey','myseatime_554478cacb70a','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1046,1,'2015-05-02 07:21:00','2015-05-02 07:21:00','dnvgl.com','dnv offshore','','inherit','open','open','','dnv-offshore','','','2015-05-02 07:21:10','2015-05-02 07:21:10','',1044,'http://myseatime.com/blogadm/wp-content/uploads/2015/05/dnv-offshore.jpg',0,'attachment','image/jpeg',0,0),(1047,1,'2015-05-02 07:21:17','2015-05-02 07:21:17','An industry guideline, which is issued today, is the culmination of a joint industry project (JIP), led by DNV GL to facilitate in helping those involved in developing Walk to Work (W2W) solutions and understand the important aspects required during its selection and implementation.\r\n\r\nW2W manning of offshore facilities is an alternative to the traditional means of transfer such as by helicopter, basket transfer or boat landing.\r\n\r\nW2W can take many forms ranging from a simple and relatively small crew ferry between land and an offshore facility, to a large, multi-role vessel or moored semi-submersible accommodation facility.\r\n\r\nThe W2W JIP has spanned over eight months and involved fifteen companies including operators of offshore oil and gas and wind facilities, gangway system developers, vessel operators and turnkey service providers. It has also had input from offshore facility and maritime regulators.\r\n\r\nThe coalition captured, collated and developed existing experience and material from the participating companies and other sources. The output was a guidance document on all aspects of W2W, which will become a non-prescriptive reference source that supports decision making for delivery of safe, efficient and cost-effective W2W manning solutions.\r\n\r\nTo successfully select and implement a W2W solution may need considerable time and effort to work through the wide range of aspects.  During operation, it requires effective alignment, integration and collaboration between the offshore facility operator, a vessel operator and a gangway provider, on a 24-hour basis in a dynamic environment heavily influenced by operational needs, sea and weather conditions.  Most importantly, it also requires buy-in from the workforce who will be required to use the W2W solution as well as from industry regulators. To date, there has been a mixed response from both the workforce and regulators to some aspects of W2W.  By providing clarity around known issues, the JIP guidance will minimise challenges during implementation.\r\n\r\nHamish Holt, Senior Principal Consultant with DNV GL who project managed the JIP says “W2W has the potential to offer significant opportunities and benefits for operators of new or existing offshore facilities but, in order to maximize these, there are many aspects that need to be understood and considered. The comprehensive and detailed industry guidance takes a lifecycle approach to W2W implementation from initial business need definition, through concept development, into operation. It identifies and details the key aspects to help ensure that appropriate decisions are taken along the process.”','DNV GL issues industry led guidance document for Walk to Work approach','','inherit','open','open','','1044-revision-v1','','','2015-05-02 07:21:17','2015-05-02 07:21:17','',1044,'http://myseatime.com/blogadm/1044-revision-v1/',0,'revision','',0,0),(1048,3,'2015-05-02 07:51:53','2015-05-02 07:51:53','ClassNK  releases PrimeShip-GREEN/ProSTA, making it the world’s first classification society to develop software which analyzes and calculates a ship’s speed trial results for EEDI calculation in compliance with the latest IMO Guidelines on 1 May 2015.\r\n\r\nMARPOL AnnexVI states one parameter to calculate EEDI as the ship’s speed in calm sea conditions based on the speed trial results. To eliminate the effects of external factors during sea trial (wind, waves, current, water depth, sea temperature) and provide a way to analyze and calculate a ship’s speed in calm sea conditions, IMO assigned two methods in its <em>Guidelines on survey and certification of the Energy Efficiency Design Index</em>. Those were ISO 15016:2002 and the International Towing Tank Conference (ITTC) Recommended Procedures.\r\n\r\nIn response to requests from IMO to eliminate this dual standard, ISO and ITTC worked together to create the new harmonized international standard ISO 15016:2015 which was published on 1 April 2015. ISO 15016:2015 will be adopted at this month’s MEPC68 and is expected to apply to all sea trials from June 2015.\r\n\r\nIn addition to providing technical support for standard harmonization, ClassNK has also developed support tools such as PrimeShip-GREEN/ProSTA for shipyards, shipowners, and the greater maritime industry to enable smooth adoption of the amended standard. The software enables ship designers to calculate the ship’s speed in compliance with ISO15016:2015 and reduces the workload required for EEDI calculation.\r\n\r\nAs a non-profit organization that is dedicated to supporting the advancement of the maritime industry, ClassNK will offer this software completely free of charge to all applicants. Applying is easy. Simply go to <a href=\"http://www.classnk.or.jp/hp/en/activities/primeship/index.html\" target=\"newwin\">http://www.classnk.or.jp/hp/en/activities/primeship/index.html</a>','ClassNK releases software to calculate EEDI','','publish','open','open','','classnk-releases-software-to-calculate-eedi','','','2015-05-02 07:51:53','2015-05-02 07:51:53','',0,'http://myseatime.com/blogadm/?p=1048',0,'post','',0,101),(1049,1,'2015-05-02 07:51:38','2015-05-02 07:51:38','classNK','primeship','','inherit','open','open','','primeship','','','2015-05-02 07:51:49','2015-05-02 07:51:49','',1048,'http://myseatime.com/blogadm/wp-content/uploads/2015/05/primeship.jpg',0,'attachment','image/jpeg',0,0),(1050,1,'2015-05-02 07:51:53','2015-05-02 07:51:53','ClassNK  releases PrimeShip-GREEN/ProSTA, making it the world’s first classification society to develop software which analyzes and calculates a ship’s speed trial results for EEDI calculation in compliance with the latest IMO Guidelines on 1 May 2015.\r\n\r\nMARPOL AnnexVI states one parameter to calculate EEDI as the ship’s speed in calm sea conditions based on the speed trial results. To eliminate the effects of external factors during sea trial (wind, waves, current, water depth, sea temperature) and provide a way to analyze and calculate a ship’s speed in calm sea conditions, IMO assigned two methods in its <em>Guidelines on survey and certification of the Energy Efficiency Design Index</em>. Those were ISO 15016:2002 and the International Towing Tank Conference (ITTC) Recommended Procedures.\r\n\r\nIn response to requests from IMO to eliminate this dual standard, ISO and ITTC worked together to create the new harmonized international standard ISO 15016:2015 which was published on 1 April 2015. ISO 15016:2015 will be adopted at this month’s MEPC68 and is expected to apply to all sea trials from June 2015.\r\n\r\nIn addition to providing technical support for standard harmonization, ClassNK has also developed support tools such as PrimeShip-GREEN/ProSTA for shipyards, shipowners, and the greater maritime industry to enable smooth adoption of the amended standard. The software enables ship designers to calculate the ship’s speed in compliance with ISO15016:2015 and reduces the workload required for EEDI calculation.\r\n\r\nAs a non-profit organization that is dedicated to supporting the advancement of the maritime industry, ClassNK will offer this software completely free of charge to all applicants. Applying is easy. Simply go to <a href=\"http://www.classnk.or.jp/hp/en/activities/primeship/index.html\" target=\"newwin\">http://www.classnk.or.jp/hp/en/activities/primeship/index.html</a>','ClassNK releases software to calculate EEDI','','inherit','open','open','','1048-revision-v1','','','2015-05-02 07:51:53','2015-05-02 07:51:53','',1048,'http://myseatime.com/blogadm/1048-revision-v1/',0,'revision','',0,0),(1051,3,'2015-05-02 08:05:18','2015-05-02 08:05:18','Micro-plastics – tiny pieces of plastic or fibres which may act as a pathway for persistent, bio accumulating and toxic substances entering the food chain – are increasingly being found in the oceans and may prove to be as harmful to marine life as more obvious, larger debris, such as plastic bags, according to a new report.\r\nThe report – <a href=\"http://www.gesamp.org/work-programme/workgroups/working-group-40\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a> – has been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (<a href=\"http://www.gesamp.org/\">GESAMP</a>), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.\r\n<blockquote>“While there is a need for further assessment of the problem, the report is the first attempt, at a global scale, to identify the main sources, fate and effects of microplastics in the ocean and offers improved understanding of the scale of the problem. The assessment suggests that there needs to be a wider awareness of the potential harm that microplastics in the oceans could cause,” said Dr Stefan Micallef, Director Marine Environment Division, at the International Maritime Organization (IMO), the Administrative Secretary of GESAMP.\r\n\r\n“Even tiny particles, such as those used in cosmetic products or abrasives, could potentially harm marine life if ingested. We need to work globally to ensure that plastics do not end up in the oceans,” Dr Micallef said.</blockquote>\r\nMicroplastics refer to small plastic particles, less than 5 mm in diameter, but some as small as 10 nanometres. Microplastics may be purposefully manufactured for particular industrial or domestic applications (such as facial cleansers), or result from the fragmentation of larger items, especially when exposed to sunlight. Microplastics have been found distributed throughout the world’s oceans, on shorelines, in surface waters and seabed sediments, from the Arctic to Antarctic. They may accumulate at remote locations such as mid-ocean gyres, as well as close to population centres, shipping routes and other major sources.\r\n\r\nThe potential problems of micro-plastics in the marine environment were brought to the attention of GESAMP in 2010 and the assessment report has been developed by a working group of experts which has met regularly during the past five years.\r\n\r\nThe report notes that while the physical impacts of larger litter items, such as plastic bags and fishing nets, have been demonstrated, it is much more difficult to attribute physical impacts of microplastics. Nonetheless, laboratory tests indicate that even very tiny particles can cause cellular damage in mammals. Microplastics have been found inside the bodies of a wide variety of marine organisms including invertebrates, fish, birds and mammals, and the ingestion of microplastics may have an effect on the feeding, movement, growth and breeding success of the host organism.\r\n\r\nPlastics often contain chemicals added during manufacture and can absorb and concentrate contaminants such as pesticides from the surrounding seawater and there is emerging evidence of transfer of chemicals from ingested plastics into tissues.\r\n\r\nThe report recommends better control of the sources of plastic waste, through applying the principles of the “3 Rs” (Reduce, Re-use, Recycle), and improving the overall management of plastics as the most efficient and cost-effective way of reducing the quantity of plastic objects and microplastic particles accumulating in the ocean.\r\n\r\nThe report warns that even if all releases of plastic to the environment were to cease immediately, the number of microplastics in the ocean would be expected to continue to increase as a result of continuing fragmentation.\r\n\r\nThe report provides six recommendations:\r\n\r\n1. identify the main sources and categories of plastics and microplastics entering the ocean;\r\n2. utilize end-of-life plastic as a valuable resource rather than a waste product;\r\n3. promote greater awareness of the impacts of plastics and microplastics in the marine environment;\r\n4. include particles in the nanosize range in future assessments of the impact of plastics in the ocean;\r\n5. evaluate the potential significance of plastics and microplastics as a vector for organisms in future assessments; and\r\n6. future assessments should address the chemical risk posed by ingested microplastics in greater depth.&lt;\r\nFull report can be found at\r\n<a href=\"http://www.gesamp.org/data/gesamp/files/media/Publications/Reports_and_studies_90/gallery_2230/object_2461_large.pdf\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a>','Plastic particles in the ocean may be as harmful as plastic bags, report says','','publish','open','open','','plastic-particles-in-the-ocean-may-be-as-harmful-as-plastic-bags-report-says','','','2015-05-02 08:22:57','2015-05-02 08:22:57','',0,'http://myseatime.com/blogadm/?p=1051',0,'post','',0,126),(1052,1,'2015-05-02 08:04:57','2015-05-02 08:04:57','Giora-Proskurowski_SEA & IMO','SONY DSC','','inherit','open','open','','sony-dsc','','','2015-05-02 08:05:14','2015-05-02 08:05:14','',1051,'http://myseatime.com/blogadm/wp-content/uploads/2015/05/Micro_Plastics_3_smaller_-CREDIT-Giora-Proskurowski_SEA.jpg',0,'attachment','image/jpeg',0,0),(1053,1,'2015-05-02 08:05:18','2015-05-02 08:05:18','<div>Micro-plastics – tiny pieces of plastic or fibres which may act as a pathway for persistent, bio accumulating and toxic substances entering the food chain – are increasingly being found in the oceans and may prove to be as harmful to marine life as more obvious, larger debris, such as plastic bags, according to a new report.</div>\r\n<div>The report – <a href=\"http://www.gesamp.org/work-programme/workgroups/working-group-40\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a> – has been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (<a href=\"http://www.gesamp.org/\">GESAMP</a>), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.</div>\r\n<div></div>\r\n<div>“While there is a need for further assessment of the problem, the report is the first attempt, at a global scale, to identify the main sources, fate and effects of microplastics in the ocean and offers improved understanding of the scale of the problem. The assessment suggests that there needs to be a wider awareness of the potential harm that microplastics in the oceans could cause,” said Dr Stefan Micallef, Director Marine Environment Division, at the International Maritime Organization (IMO), the Administrative Secretary of GESAMP.</div>\r\n<div></div>\r\n<div>“Even tiny particles, such as those used in cosmetic products or abrasives, could potentially harm marine life if ingested. We need to work globally to ensure that plastics do not end up in the oceans,” Dr Micallef said.</div>\r\n<div></div>\r\n<div>Microplastics refer to small plastic particles, less than 5 mm in diameter, but some as small as 10 nanometres. Microplastics may be purposefully manufactured for particular industrial or domestic applications (such as facial cleansers), or result from the fragmentation of larger items, especially when exposed to sunlight. Microplastics have been found distributed throughout the world’s oceans, on shorelines, in surface waters and seabed sediments, from the Arctic to Antarctic. They may accumulate at remote locations such as mid-ocean gyres, as well as close to population centres, shipping routes and other major sources.</div>\r\n<div></div>\r\n<div>The potential problems of micro-plastics in the marine environment were brought to the attention of GESAMP in 2010 and the assessment report has been developed by a working group of experts which has met regularly during the past five years.</div>\r\n<div></div>\r\n<div>The report notes that while the physical impacts of larger litter items, such as plastic bags and fishing nets, have been demonstrated, it is much more difficult to attribute physical impacts of microplastics. Nonetheless, laboratory tests indicate that even very tiny particles can cause cellular damage in mammals. Microplastics have been found inside the bodies of a wide variety of marine organisms including invertebrates, fish, birds and mammals, and the ingestion of microplastics may have an effect on the feeding, movement, growth and breeding success of the host organism.</div>\r\n<div></div>\r\n<div>Plastics often contain chemicals added during manufacture and can absorb and concentrate contaminants such as pesticides from the surrounding seawater and there is emerging evidence of transfer of chemicals from ingested plastics into tissues.</div>\r\n<div></div>\r\n<div>The report recommends better control of the sources of plastic waste, through applying the principles of the “3 Rs” (Reduce, Re-use, Recycle), and improving the overall management of plastics as the most efficient and cost-effective way of reducing the quantity of plastic objects and microplastic particles accumulating in the ocean.</div>\r\n<div></div>\r\n<div>The report warns that even if all releases of plastic to the environment were to cease immediately, the number of microplastics in the ocean would be expected to continue to increase as a result of continuing fragmentation.</div>\r\n<div></div>\r\n<div>The report provides six recommendations:</div>\r\n<div></div>\r\n<div>1. identify the main sources and categories of plastics and microplastics entering the ocean;</div>\r\n<div>2. utilize end-of-life plastic as a valuable resource rather than a waste product;</div>\r\n<div>3. promote greater awareness of the impacts of plastics and microplastics in the marine environment;</div>\r\n<div>4. include particles in the nanosize range in future assessments of the impact of plastics in the ocean;</div>\r\n<div>5. evaluate the potential significance of plastics and microplastics as a vector for organisms in future assessments; and</div>\r\n<div>6. future assessments should address the chemical risk posed by ingested microplastics in greater depth.</div>\r\n<div>Full report can be found at <a href=\"http://www.gesamp.org/data/gesamp/files/media/Publications/Reports_and_studies_90/gallery_2230/object_2461_large.pdf\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a></div>','Plastic particles in the ocean may be as harmful as plastic bags, report says','','inherit','open','open','','1051-revision-v1','','','2015-05-02 08:05:18','2015-05-02 08:05:18','',1051,'http://myseatime.com/blogadm/1051-revision-v1/',0,'revision','',0,0),(1054,1,'2015-05-02 08:20:35','2015-05-02 08:20:35','Micro-plastics – tiny pieces of plastic or fibres which may act as a pathway for persistent, bio accumulating and toxic substances entering the food chain – are increasingly being found in the oceans and may prove to be as harmful to marine life as more obvious, larger debris, such as plastic bags, according to a new report.\nThe report – <a href=\"http://www.gesamp.org/work-programme/workgroups/working-group-40\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a> – has been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (<a href=\"http://www.gesamp.org/\">GESAMP</a>), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.\n\n“While there is a need for further assessment of the problem, the report is the first attempt, at a global scale, to identify the main sources, fate and effects of microplastics in the ocean and offers improved understanding of the scale of the problem. The assessment suggests that there needs to be a wider awareness of the potential harm that microplastics in the oceans could cause,” said Dr Stefan Micallef, Director Marine Environment Division, at the International Maritime Organization (IMO), the Administrative Secretary of GESAMP.\n\n“Even tiny particles, such as those used in cosmetic products or abrasives, could potentially harm marine life if ingested. We need to work globally to ensure that plastics do not end up in the oceans,” Dr Micallef said.\n\nMicroplastics refer to small plastic particles, less than 5 mm in diameter, but some as small as 10 nanometres. Microplastics may be purposefully manufactured for particular industrial or domestic applications (such as facial cleansers), or result from the fragmentation of larger items, especially when exposed to sunlight. Microplastics have been found distributed throughout the world’s oceans, on shorelines, in surface waters and seabed sediments, from the Arctic to Antarctic. They may accumulate at remote locations such as mid-ocean gyres, as well as close to population centres, shipping routes and other major sources.\n\nThe potential problems of micro-plastics in the marine environment were brought to the attention of GESAMP in 2010 and the assessment report has been developed by a working group of experts which has met regularly during the past five years.\n\nThe report notes that while the physical impacts of larger litter items, such as plastic bags and fishing nets, have been demonstrated, it is much more difficult to attribute physical impacts of microplastics. Nonetheless, laboratory tests indicate that even very tiny particles can cause cellular damage in mammals. Microplastics have been found inside the bodies of a wide variety of marine organisms including invertebrates, fish, birds and mammals, and the ingestion of microplastics may have an effect on the feeding, movement, growth and breeding success of the host organism.\n\nPlastics often contain chemicals added during manufacture and can absorb and concentrate contaminants such as pesticides from the surrounding seawater and there is emerging evidence of transfer of chemicals from ingested plastics into tissues.\n\nThe report recommends better control of the sources of plastic waste, through applying the principles of the “3 Rs” (Reduce, Re-use, Recycle), and improving the overall management of plastics as the most efficient and cost-effective way of reducing the quantity of plastic objects and microplastic particles accumulating in the ocean.\n<div></div>\n<div>The report warns that even if all releases of plastic to the environment were to cease immediately, the number of microplastics in the ocean would be expected to continue to increase as a result of continuing fragmentation.</div>\n<div></div>\n<div>The report provides six recommendations:</div>\n<div></div>\n<div>1. identify the main sources and categories of plastics and microplastics entering the ocean;</div>\n<div>2. utilize end-of-life plastic as a valuable resource rather than a waste product;</div>\n<div>3. promote greater awareness of the impacts of plastics and microplastics in the marine environment;</div>\n<div>4. include particles in the nanosize range in future assessments of the impact of plastics in the ocean;</div>\n<div>5. evaluate the potential significance of plastics and microplastics as a vector for organisms in future assessments; and</div>\n<div>6. future assessments should address the chemical risk posed by ingested microplastics in greater depth.</div>\n<div>Full report can be found at <a href=\"http://www.gesamp.org/data/gesamp/files/media/Publications/Reports_and_studies_90/gallery_2230/object_2461_large.pdf\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a></div>','Plastic particles in the ocean may be as harmful as plastic bags, report says','','inherit','open','open','','1051-autosave-v1','','','2015-05-02 08:20:35','2015-05-02 08:20:35','',1051,'http://myseatime.com/blogadm/1051-autosave-v1/',0,'revision','',0,0),(1055,1,'2015-05-02 08:21:33','2015-05-02 08:21:33','Micro-plastics – tiny pieces of plastic or fibres which may act as a pathway for persistent, bio accumulating and toxic substances entering the food chain – are increasingly being found in the oceans and may prove to be as harmful to marine life as more obvious, larger debris, such as plastic bags, according to a new report.\r\nThe report – <a href=\"http://www.gesamp.org/work-programme/workgroups/working-group-40\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a> – has been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (<a href=\"http://www.gesamp.org/\">GESAMP</a>), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.\r\n\r\n“While there is a need for further assessment of the problem, the report is the first attempt, at a global scale, to identify the main sources, fate and effects of microplastics in the ocean and offers improved understanding of the scale of the problem. The assessment suggests that there needs to be a wider awareness of the potential harm that microplastics in the oceans could cause,” said Dr Stefan Micallef, Director Marine Environment Division, at the International Maritime Organization (IMO), the Administrative Secretary of GESAMP.\r\n\r\n“Even tiny particles, such as those used in cosmetic products or abrasives, could potentially harm marine life if ingested. We need to work globally to ensure that plastics do not end up in the oceans,” Dr Micallef said.\r\n\r\nMicroplastics refer to small plastic particles, less than 5 mm in diameter, but some as small as 10 nanometres. Microplastics may be purposefully manufactured for particular industrial or domestic applications (such as facial cleansers), or result from the fragmentation of larger items, especially when exposed to sunlight. Microplastics have been found distributed throughout the world’s oceans, on shorelines, in surface waters and seabed sediments, from the Arctic to Antarctic. They may accumulate at remote locations such as mid-ocean gyres, as well as close to population centres, shipping routes and other major sources.\r\n\r\nThe potential problems of micro-plastics in the marine environment were brought to the attention of GESAMP in 2010 and the assessment report has been developed by a working group of experts which has met regularly during the past five years.\r\n\r\nThe report notes that while the physical impacts of larger litter items, such as plastic bags and fishing nets, have been demonstrated, it is much more difficult to attribute physical impacts of microplastics. Nonetheless, laboratory tests indicate that even very tiny particles can cause cellular damage in mammals. Microplastics have been found inside the bodies of a wide variety of marine organisms including invertebrates, fish, birds and mammals, and the ingestion of microplastics may have an effect on the feeding, movement, growth and breeding success of the host organism.\r\n\r\nPlastics often contain chemicals added during manufacture and can absorb and concentrate contaminants such as pesticides from the surrounding seawater and there is emerging evidence of transfer of chemicals from ingested plastics into tissues.\r\n\r\nThe report recommends better control of the sources of plastic waste, through applying the principles of the “3 Rs” (Reduce, Re-use, Recycle), and improving the overall management of plastics as the most efficient and cost-effective way of reducing the quantity of plastic objects and microplastic particles accumulating in the ocean.\r\n\r\nThe report warns that even if all releases of plastic to the environment were to cease immediately, the number of microplastics in the ocean would be expected to continue to increase as a result of continuing fragmentation.\r\n\r\nThe report provides six recommendations:\r\n\r\n1. identify the main sources and categories of plastics and microplastics entering the ocean;\r\n2. utilize end-of-life plastic as a valuable resource rather than a waste product;\r\n3. promote greater awareness of the impacts of plastics and microplastics in the marine environment;\r\n4. include particles in the nanosize range in future assessments of the impact of plastics in the ocean;\r\n5. evaluate the potential significance of plastics and microplastics as a vector for organisms in future assessments; and\r\n6. future assessments should address the chemical risk posed by ingested microplastics in greater depth.&lt;\r\nFull report can be found at <a href=\"http://www.gesamp.org/data/gesamp/files/media/Publications/Reports_and_studies_90/gallery_2230/object_2461_large.pdf\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a>','Plastic particles in the ocean may be as harmful as plastic bags, report says','','inherit','open','open','','1051-revision-v1','','','2015-05-02 08:21:33','2015-05-02 08:21:33','',1051,'http://myseatime.com/blogadm/1051-revision-v1/',0,'revision','',0,0),(1056,1,'2015-05-02 08:22:20','2015-05-02 08:22:20','Micro-plastics – tiny pieces of plastic or fibres which may act as a pathway for persistent, bio accumulating and toxic substances entering the food chain – are increasingly being found in the oceans and may prove to be as harmful to marine life as more obvious, larger debris, such as plastic bags, according to a new report.\r\nThe report – <a href=\"http://www.gesamp.org/work-programme/workgroups/working-group-40\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a> – has been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (<a href=\"http://www.gesamp.org/\">GESAMP</a>), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.\r\n\r\n“While there is a need for further assessment of the problem, the report is the first attempt, at a global scale, to identify the main sources, fate and effects of microplastics in the ocean and offers improved understanding of the scale of the problem. The assessment suggests that there needs to be a wider awareness of the potential harm that microplastics in the oceans could cause,” said Dr Stefan Micallef, Director Marine Environment Division, at the International Maritime Organization (IMO), the Administrative Secretary of GESAMP.\r\n\r\n“Even tiny particles, such as those used in cosmetic products or abrasives, could potentially harm marine life if ingested. We need to work globally to ensure that plastics do not end up in the oceans,” Dr Micallef said.\r\n\r\nMicroplastics refer to small plastic particles, less than 5 mm in diameter, but some as small as 10 nanometres. Microplastics may be purposefully manufactured for particular industrial or domestic applications (such as facial cleansers), or result from the fragmentation of larger items, especially when exposed to sunlight. Microplastics have been found distributed throughout the world’s oceans, on shorelines, in surface waters and seabed sediments, from the Arctic to Antarctic. They may accumulate at remote locations such as mid-ocean gyres, as well as close to population centres, shipping routes and other major sources.\r\n\r\nThe potential problems of micro-plastics in the marine environment were brought to the attention of GESAMP in 2010 and the assessment report has been developed by a working group of experts which has met regularly during the past five years.\r\n\r\nThe report notes that while the physical impacts of larger litter items, such as plastic bags and fishing nets, have been demonstrated, it is much more difficult to attribute physical impacts of microplastics. Nonetheless, laboratory tests indicate that even very tiny particles can cause cellular damage in mammals. Microplastics have been found inside the bodies of a wide variety of marine organisms including invertebrates, fish, birds and mammals, and the ingestion of microplastics may have an effect on the feeding, movement, growth and breeding success of the host organism.\r\n\r\nPlastics often contain chemicals added during manufacture and can absorb and concentrate contaminants such as pesticides from the surrounding seawater and there is emerging evidence of transfer of chemicals from ingested plastics into tissues.\r\n\r\nThe report recommends better control of the sources of plastic waste, through applying the principles of the “3 Rs” (Reduce, Re-use, Recycle), and improving the overall management of plastics as the most efficient and cost-effective way of reducing the quantity of plastic objects and microplastic particles accumulating in the ocean.\r\n\r\nThe report warns that even if all releases of plastic to the environment were to cease immediately, the number of microplastics in the ocean would be expected to continue to increase as a result of continuing fragmentation.\r\n\r\nThe report provides six recommendations:\r\n\r\n1. identify the main sources and categories of plastics and microplastics entering the ocean;\r\n2. utilize end-of-life plastic as a valuable resource rather than a waste product;\r\n3. promote greater awareness of the impacts of plastics and microplastics in the marine environment;\r\n4. include particles in the nanosize range in future assessments of the impact of plastics in the ocean;\r\n5. evaluate the potential significance of plastics and microplastics as a vector for organisms in future assessments; and\r\n6. future assessments should address the chemical risk posed by ingested microplastics in greater depth.&lt;\r\nFull report can be found at \r\n<a href=\"http://www.gesamp.org/data/gesamp/files/media/Publications/Reports_and_studies_90/gallery_2230/object_2461_large.pdf\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a>','Plastic particles in the ocean may be as harmful as plastic bags, report says','','inherit','open','open','','1051-revision-v1','','','2015-05-02 08:22:20','2015-05-02 08:22:20','',1051,'http://myseatime.com/blogadm/1051-revision-v1/',0,'revision','',0,0),(1057,1,'2015-05-02 08:22:57','2015-05-02 08:22:57','Micro-plastics – tiny pieces of plastic or fibres which may act as a pathway for persistent, bio accumulating and toxic substances entering the food chain – are increasingly being found in the oceans and may prove to be as harmful to marine life as more obvious, larger debris, such as plastic bags, according to a new report.\r\nThe report – <a href=\"http://www.gesamp.org/work-programme/workgroups/working-group-40\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a> – has been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (<a href=\"http://www.gesamp.org/\">GESAMP</a>), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.\r\n<blockquote>“While there is a need for further assessment of the problem, the report is the first attempt, at a global scale, to identify the main sources, fate and effects of microplastics in the ocean and offers improved understanding of the scale of the problem. The assessment suggests that there needs to be a wider awareness of the potential harm that microplastics in the oceans could cause,” said Dr Stefan Micallef, Director Marine Environment Division, at the International Maritime Organization (IMO), the Administrative Secretary of GESAMP.\r\n\r\n“Even tiny particles, such as those used in cosmetic products or abrasives, could potentially harm marine life if ingested. We need to work globally to ensure that plastics do not end up in the oceans,” Dr Micallef said.</blockquote>\r\nMicroplastics refer to small plastic particles, less than 5 mm in diameter, but some as small as 10 nanometres. Microplastics may be purposefully manufactured for particular industrial or domestic applications (such as facial cleansers), or result from the fragmentation of larger items, especially when exposed to sunlight. Microplastics have been found distributed throughout the world’s oceans, on shorelines, in surface waters and seabed sediments, from the Arctic to Antarctic. They may accumulate at remote locations such as mid-ocean gyres, as well as close to population centres, shipping routes and other major sources.\r\n\r\nThe potential problems of micro-plastics in the marine environment were brought to the attention of GESAMP in 2010 and the assessment report has been developed by a working group of experts which has met regularly during the past five years.\r\n\r\nThe report notes that while the physical impacts of larger litter items, such as plastic bags and fishing nets, have been demonstrated, it is much more difficult to attribute physical impacts of microplastics. Nonetheless, laboratory tests indicate that even very tiny particles can cause cellular damage in mammals. Microplastics have been found inside the bodies of a wide variety of marine organisms including invertebrates, fish, birds and mammals, and the ingestion of microplastics may have an effect on the feeding, movement, growth and breeding success of the host organism.\r\n\r\nPlastics often contain chemicals added during manufacture and can absorb and concentrate contaminants such as pesticides from the surrounding seawater and there is emerging evidence of transfer of chemicals from ingested plastics into tissues.\r\n\r\nThe report recommends better control of the sources of plastic waste, through applying the principles of the “3 Rs” (Reduce, Re-use, Recycle), and improving the overall management of plastics as the most efficient and cost-effective way of reducing the quantity of plastic objects and microplastic particles accumulating in the ocean.\r\n\r\nThe report warns that even if all releases of plastic to the environment were to cease immediately, the number of microplastics in the ocean would be expected to continue to increase as a result of continuing fragmentation.\r\n\r\nThe report provides six recommendations:\r\n\r\n1. identify the main sources and categories of plastics and microplastics entering the ocean;\r\n2. utilize end-of-life plastic as a valuable resource rather than a waste product;\r\n3. promote greater awareness of the impacts of plastics and microplastics in the marine environment;\r\n4. include particles in the nanosize range in future assessments of the impact of plastics in the ocean;\r\n5. evaluate the potential significance of plastics and microplastics as a vector for organisms in future assessments; and\r\n6. future assessments should address the chemical risk posed by ingested microplastics in greater depth.&lt;\r\nFull report can be found at\r\n<a href=\"http://www.gesamp.org/data/gesamp/files/media/Publications/Reports_and_studies_90/gallery_2230/object_2461_large.pdf\">Sources, fates and effects of microplastics in the marine environment - a global assessment</a>','Plastic particles in the ocean may be as harmful as plastic bags, report says','','inherit','open','open','','1051-revision-v1','','','2015-05-02 08:22:57','2015-05-02 08:22:57','',1051,'http://myseatime.com/blogadm/1051-revision-v1/',0,'revision','',0,0),(1058,3,'2015-05-21 17:42:43','2015-05-21 17:42:43','Expanded, state-of-the-art, premises for the World Maritime University (WMU) were inaugurated on Tuesday (19 May 2015) in Malmö, Sweden, by IMO Secretary-General and WMU Chancellor Koji Sekimizu. WMU is an international educational institute for the maritime community, operating under the auspices of IMO.\r\n\r\nAt close to 6,000m2, the new facility is nearly double the size of the previous Malmö campus. It provides a new auditorium, multiple research laboratories, seminar rooms, and video-conferencing capabilities for hosting international conferences. An integrated information system embracing unified communications, broadcast media and information management systems for teaching, video-conferencing, research, and management is a central feature of the new site.\r\n\r\nThe new premises are centred on the refurbished historic Malmö Harbour Master’s Building, with dramatic additions designed by the renowned Danish architect Kim Utzon in collaboration with Australian architect Tyrone James Cobcroft of Cobcroft Architects.\r\n\r\nThe City of Malmö has generously funded the infrastructure while the up-to-date fittings have been provided through significant donor support. Donors include The Nippon Foundation, the China Classification Society, DNV GL Maritime, the Nakashima Propeller Co. Ltd, Hyundai Glovis, Dr. Peter and Jane Muirhead, the Korean Shipowners’ Association, the Korean Registry, the Government of Germany, Shindong Digitech Co. Ltd, Dr. Binali Yildirim, Paul’s Fine Art and Antiques, Nova Marine Carriers, Simsekler Group of Companies Ship Recycling and Ship Chandlers and AVS Global.\r\n\r\nSpeaking at the launch of the new facility, Mr Sekimizu said, “Today, after more than three decades of increased growth and activity, WMU has outgrown its first home in which it had welcomed its very first students, back in 1983. The new premises mark a historical milestone in the relations between Malmö and the University and will provide the forum for the University to continue growing and meeting the educational needs of the maritime sector.”\r\n\r\nFounded in 1983 by IMO, WMU offers M.Sc. and Ph.D. programs, postgraduate diplomas, and Professional Development Courses. A total of 3,293 students from 165 countries have graduated from WMU to date.\r\n\r\nMr. Sekimizu was joined at the inauguration of the new premises by Dr. Yohei Sasakawa, Chairman of The Nippon Foundation, who announced the F​oundation was willing to establish a US$100 million endowment fund to support expansive and innovative activities at the University (see Briefing 21/2015); Mr. Vladimir Ryabinin, Executive Secretary of the Intergovernmental Oceanographic Commission and Assistant Director General of UNESCO, who spoke on behalf of United Nations Secretary-General Ban Ki-moon; Mr. Erik Bromander, State Secretary to the Minister for Infrastructure in Sweden’s Ministry for Enterprise and Innovation; Ms. Katrin Stjernfeldt-Jammeh, Chairman of the Malmö City Executive Board; Ms. Ida Skard, Director General, Maritime Department, Norwegian Ministry of Trade, Industry and Fisheries who pledged, on behalf of the Norwegian Government, 4.5 million Norwegian kronor for the support of student fellowships in both 2015 and in 2016; Dr. Ismail Abdel Ghaffar, President, Arab Academy for Science, Technology and Maritime Transport (AASTMT), who spoke on behalf of H.E. Mr. Hany Dahy, Minister of Transport, Egypt; and WMU President Designate Dr. Cleopatra Doumbia-Henry, who takes up her position in July 2015.\r\n\r\nMr. Sekimizu thanked all donors and supporters of the WMU, past and present, paying particular tribute to its founder, former IMO Secretary-General, Dr. CP Srivastava.\r\n\r\n“This innovative and indeed unique academic institution is a lasting testament to Dr. Srivastava, the Founding Chancellor of this University, who worked tirelessly in collaboration with the Government of Sweden to find a home for, and to establish WMU. To this day, there is no other maritime institution that serves the world in this way, and especially the developing countries, by educating maritime leaders and high level managers of the future, and I wish to pay tribute to Dr. Srivastava for his foresight and determination in founding this august institution,” Mr. Sekimizu said.\r\n\r\nMr. Vladimir Ryabinin, speaking on behalf of Mr Ban, said the WMU provided education, research and capacity building for the maritime and shipping sectors, supporting students, particularly from developing countries, to boost their knowledge while experiencing the UN ideals in their daily activities: living together, studying together, and learning from each other culturally.\r\n\r\n“Let me wish the faculty and all the students – present and future – success, happiness and fulfilment in these wonderful new academic facilities, which will enable the World Maritime University’s to make an even stronger contribution in the years ahead to the welfare of society, the protection, preservation and wise management of the oceans and for the achievement of the emerging post-2015 development agenda,” Mr. Ryabinin said.','IMO Secretary-General inaugurates new World Maritime University building','','publish','open','open','','imo-secretary-general-inaugurates-new-world-maritime-university-building','','','2015-05-21 17:42:43','2015-05-21 17:42:43','',0,'http://myseatime.com/blogadm/?p=1058',0,'post','',0,153),(1059,1,'2015-05-21 17:42:18','2015-05-21 17:42:18','imo.org','Wmu new building','','inherit','open','open','','17671484900_88ffc231db_z','','','2015-05-21 17:42:37','2015-05-21 17:42:37','',1058,'http://myseatime.com/blogadm/wp-content/uploads/2015/05/17671484900_88ffc231db_z.jpg',0,'attachment','image/jpeg',0,0),(1060,1,'2015-05-21 17:42:43','2015-05-21 17:42:43','Expanded, state-of-the-art, premises for the World Maritime University (WMU) were inaugurated on Tuesday (19 May 2015) in Malmö, Sweden, by IMO Secretary-General and WMU Chancellor Koji Sekimizu. WMU is an international educational institute for the maritime community, operating under the auspices of IMO.\r\n\r\nAt close to 6,000m2, the new facility is nearly double the size of the previous Malmö campus. It provides a new auditorium, multiple research laboratories, seminar rooms, and video-conferencing capabilities for hosting international conferences. An integrated information system embracing unified communications, broadcast media and information management systems for teaching, video-conferencing, research, and management is a central feature of the new site.\r\n\r\nThe new premises are centred on the refurbished historic Malmö Harbour Master’s Building, with dramatic additions designed by the renowned Danish architect Kim Utzon in collaboration with Australian architect Tyrone James Cobcroft of Cobcroft Architects.\r\n\r\nThe City of Malmö has generously funded the infrastructure while the up-to-date fittings have been provided through significant donor support. Donors include The Nippon Foundation, the China Classification Society, DNV GL Maritime, the Nakashima Propeller Co. Ltd, Hyundai Glovis, Dr. Peter and Jane Muirhead, the Korean Shipowners’ Association, the Korean Registry, the Government of Germany, Shindong Digitech Co. Ltd, Dr. Binali Yildirim, Paul’s Fine Art and Antiques, Nova Marine Carriers, Simsekler Group of Companies Ship Recycling and Ship Chandlers and AVS Global.\r\n\r\nSpeaking at the launch of the new facility, Mr Sekimizu said, “Today, after more than three decades of increased growth and activity, WMU has outgrown its first home in which it had welcomed its very first students, back in 1983. The new premises mark a historical milestone in the relations between Malmö and the University and will provide the forum for the University to continue growing and meeting the educational needs of the maritime sector.”\r\n\r\nFounded in 1983 by IMO, WMU offers M.Sc. and Ph.D. programs, postgraduate diplomas, and Professional Development Courses. A total of 3,293 students from 165 countries have graduated from WMU to date.\r\n\r\nMr. Sekimizu was joined at the inauguration of the new premises by Dr. Yohei Sasakawa, Chairman of The Nippon Foundation, who announced the F​oundation was willing to establish a US$100 million endowment fund to support expansive and innovative activities at the University (see Briefing 21/2015); Mr. Vladimir Ryabinin, Executive Secretary of the Intergovernmental Oceanographic Commission and Assistant Director General of UNESCO, who spoke on behalf of United Nations Secretary-General Ban Ki-moon; Mr. Erik Bromander, State Secretary to the Minister for Infrastructure in Sweden’s Ministry for Enterprise and Innovation; Ms. Katrin Stjernfeldt-Jammeh, Chairman of the Malmö City Executive Board; Ms. Ida Skard, Director General, Maritime Department, Norwegian Ministry of Trade, Industry and Fisheries who pledged, on behalf of the Norwegian Government, 4.5 million Norwegian kronor for the support of student fellowships in both 2015 and in 2016; Dr. Ismail Abdel Ghaffar, President, Arab Academy for Science, Technology and Maritime Transport (AASTMT), who spoke on behalf of H.E. Mr. Hany Dahy, Minister of Transport, Egypt; and WMU President Designate Dr. Cleopatra Doumbia-Henry, who takes up her position in July 2015.\r\n\r\nMr. Sekimizu thanked all donors and supporters of the WMU, past and present, paying particular tribute to its founder, former IMO Secretary-General, Dr. CP Srivastava.\r\n\r\n“This innovative and indeed unique academic institution is a lasting testament to Dr. Srivastava, the Founding Chancellor of this University, who worked tirelessly in collaboration with the Government of Sweden to find a home for, and to establish WMU. To this day, there is no other maritime institution that serves the world in this way, and especially the developing countries, by educating maritime leaders and high level managers of the future, and I wish to pay tribute to Dr. Srivastava for his foresight and determination in founding this august institution,” Mr. Sekimizu said.\r\n\r\nMr. Vladimir Ryabinin, speaking on behalf of Mr Ban, said the WMU provided education, research and capacity building for the maritime and shipping sectors, supporting students, particularly from developing countries, to boost their knowledge while experiencing the UN ideals in their daily activities: living together, studying together, and learning from each other culturally.\r\n\r\n“Let me wish the faculty and all the students – present and future – success, happiness and fulfilment in these wonderful new academic facilities, which will enable the World Maritime University’s to make an even stronger contribution in the years ahead to the welfare of society, the protection, preservation and wise management of the oceans and for the achievement of the emerging post-2015 development agenda,” Mr. Ryabinin said.','IMO Secretary-General inaugurates new World Maritime University building','','inherit','open','open','','1058-revision-v1','','','2015-05-21 17:42:43','2015-05-21 17:42:43','',1058,'http://myseatime.com/blogadm/1058-revision-v1/',0,'revision','',0,0),(1061,270,'2015-10-02 14:49:07','0000-00-00 00:00:00','www.santabanta.com ','myseatime_560e9963ee9f7','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1062,3,'2015-10-04 13:27:38','2015-10-04 13:27:38','DNV GL received the Environment Award for its leadership of the Green Coastal Shipping Programme at the Lloyd’s List Global Awards 2015 ceremony in London last night. The programme aims to encourage the development and implementation of green technology concepts in Norway’s coastal and short-sea shipping sector.\r\n\r\nRichard Meade, editor of Lloyd’s List, said: “They stood out as an impressively ambitious example of environmental aspiration coupled with a pragmatic understanding of business and politics. The prospect of a long-term public-private partnership programme that offers tangible targets struck our panel as a potential game-changer worthy of public support.”\r\n“We are delighted and proud to receive this award,” says Narve Mjøs, DNV GL’s Green Coastal Shipping Programme director. “Not only because it recognizes the work we have done together with our project partners, but because it confirms the industry’s awareness that we need to keep up our continuing efforts to make shipping more efficient and environmentally responsible through innovation,” he says.\r\nInitiated by DNV GL, the Green Coastal Programme was kicked off at DNV GL’s headquarters earlier this year when the Norwegian Minister of Trade and Industry, Monica Mæland, and the State Secretary for the Ministry of Climate and Environment, Lars Andreas Lunde, signed a declaration of cooperation with key players in the Norwegian coastal shipping industry. The programme declaration aims to ensure that Norway has the world\'s most environmentally friendly fleet of coastal vessels, realized by the industry and government working together in a long-term partnership program.\r\n\"The Green Coastal Shipping Programme has been designed as a world showcase for green coastal shipping, illustrating how we can take new technologies and, by building solid green business cases, implement them more broadly. The award shows that we are on the right track and that our initiative has gained international attention,\" Narve Mjøs says, adding that he has been invited to speak to the Swedish Parliament later this month about the possibility of launching a similar programme in Sweden.\r\nFive pilot projects\r\nDNV GL and 31 partners from the Norwegian maritime industry and the Norwegian authorities recently presented five pilot projects that are now pursued as part of the programme. The pilot projects include several different ship types and infrastructure with an emphasis on alternative fuel concepts:\r\n\r\n	- CargoFerry plug-in hybrid, led by the shipping company Nor Lines\r\n	- Next-generation green shuttle tanker, led by the shipping company Teekay\r\n	- Hybrid ocean farming vessel, led by ABB &amp; Cargo Freighters’ Association</li>\r\n	- Conversion of cargo carrier into battery-hybrid LNG carrier, led by NGA &amp; Øytank Bunkerservice</li>\r\n	- Pioneering green port project, led by Risavika Harbour</li>','DNV GL’s Green Coastal Shipping Programme wins Lloyd’s List Environment Award','','publish','open','open','','dnv-gls-green-coastal-shipping-programme-wins-lloyds-list-environment-award','','','2015-10-04 13:30:10','2015-10-04 13:30:10','',0,'http://myseatime.com/blogadm/?p=1062',0,'post','',0,51),(1063,1,'2015-10-04 13:27:15','2015-10-04 13:27:15','','DNV AWARDS','','inherit','open','open','','dnv-awards','','','2015-10-04 13:27:32','2015-10-04 13:27:32','',1062,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/DNV-AWARDS.png',0,'attachment','image/png',0,0),(1064,1,'2015-10-04 13:27:38','2015-10-04 13:27:38','DNV GL received the Environment Award for its leadership of the Green Coastal Shipping Programme at the Lloyd’s List Global Awards 2015 ceremony in London last night. The programme aims to encourage the development and implementation of green technology concepts in Norway’s coastal and short-sea shipping sector.\r\n\r\nRichard Meade, editor of Lloyd’s List, said: “They stood out as an impressively ambitious example of environmental aspiration coupled with a pragmatic understanding of business and politics. The prospect of a long-term public-private partnership programme that offers tangible targets struck our panel as a potential game-changer worthy of public support.”\r\n“We are delighted and proud to receive this award,” says Narve Mjøs, DNV GL’s Green Coastal Shipping Programme director. “Not only because it recognizes the work we have done together with our project partners, but because it confirms the industry’s awareness that we need to keep up our continuing efforts to make shipping more efficient and environmentally responsible through innovation,” he says.\r\nInitiated by DNV GL, the Green Coastal Programme was kicked off at DNV GL’s headquarters earlier this year when the Norwegian Minister of Trade and Industry, Monica Mæland, and the State Secretary for the Ministry of Climate and Environment, Lars Andreas Lunde, signed a declaration of cooperation with key players in the Norwegian coastal shipping industry. The programme declaration aims to ensure that Norway has the world\'s most environmentally friendly fleet of coastal vessels, realized by the industry and government working together in a long-term partnership program.\r\n\"The Green Coastal Shipping Programme has been designed as a world showcase for green coastal shipping, illustrating how we can take new technologies and, by building solid green business cases, implement them more broadly. The award shows that we are on the right track and that our initiative has gained international attention,\" Narve Mjøs says, adding that he has been invited to speak to the Swedish Parliament later this month about the possibility of launching a similar programme in Sweden.\r\nFive pilot projects\r\nDNV GL and 31 partners from the Norwegian maritime industry and the Norwegian authorities recently presented five pilot projects that are now pursued as part of the programme. The pilot projects include several different ship types and infrastructure with an emphasis on alternative fuel concepts:\r\n<ul>\r\n	<li>CargoFerry plug-in hybrid, led by the shipping company Nor Lines</li>\r\n	<li>Next-generation green shuttle tanker, led by the shipping company Teekay</li>\r\n	<li>Hybrid ocean farming vessel, led by ABB &amp; Cargo Freighters’ Association</li>\r\n	<li>Conversion of cargo carrier into battery-hybrid LNG carrier, led by NGA &amp; Øytank Bunkerservice</li>\r\n	<li>Pioneering green port project, led by Risavika Harbour</li>\r\n</ul>','DNV GL’s Green Coastal Shipping Programme wins Lloyd’s List Environment Award','','inherit','open','open','','1062-revision-v1','','','2015-10-04 13:27:38','2015-10-04 13:27:38','',1062,'http://myseatime.com/blogadm/1062-revision-v1/',0,'revision','',0,0),(1065,1,'2015-10-04 13:29:10','2015-10-04 13:29:10','DNV GL received the Environment Award for its leadership of the Green Coastal Shipping Programme at the Lloyd’s List Global Awards 2015 ceremony in London last night. The programme aims to encourage the development and implementation of green technology concepts in Norway’s coastal and short-sea shipping sector.\r\n\r\nRichard Meade, editor of Lloyd’s List, said: “They stood out as an impressively ambitious example of environmental aspiration coupled with a pragmatic understanding of business and politics. The prospect of a long-term public-private partnership programme that offers tangible targets struck our panel as a potential game-changer worthy of public support.”\r\n“We are delighted and proud to receive this award,” says Narve Mjøs, DNV GL’s Green Coastal Shipping Programme director. “Not only because it recognizes the work we have done together with our project partners, but because it confirms the industry’s awareness that we need to keep up our continuing efforts to make shipping more efficient and environmentally responsible through innovation,” he says.\r\nInitiated by DNV GL, the Green Coastal Programme was kicked off at DNV GL’s headquarters earlier this year when the Norwegian Minister of Trade and Industry, Monica Mæland, and the State Secretary for the Ministry of Climate and Environment, Lars Andreas Lunde, signed a declaration of cooperation with key players in the Norwegian coastal shipping industry. The programme declaration aims to ensure that Norway has the world\'s most environmentally friendly fleet of coastal vessels, realized by the industry and government working together in a long-term partnership program.\r\n\"The Green Coastal Shipping Programme has been designed as a world showcase for green coastal shipping, illustrating how we can take new technologies and, by building solid green business cases, implement them more broadly. The award shows that we are on the right track and that our initiative has gained international attention,\" Narve Mjøs says, adding that he has been invited to speak to the Swedish Parliament later this month about the possibility of launching a similar programme in Sweden.\r\nFive pilot projects\r\nDNV GL and 31 partners from the Norwegian maritime industry and the Norwegian authorities recently presented five pilot projects that are now pursued as part of the programme. The pilot projects include several different ship types and infrastructure with an emphasis on alternative fuel concepts:\r\n\r\n	<li>CargoFerry plug-in hybrid, led by the shipping company Nor Lines</li>\r\n	<li>Next-generation green shuttle tanker, led by the shipping company Teekay</li>\r\n	<li>Hybrid ocean farming vessel, led by ABB &amp; Cargo Freighters’ Association</li>\r\n	<li>Conversion of cargo carrier into battery-hybrid LNG carrier, led by NGA &amp; Øytank Bunkerservice</li>\r\n	<li>Pioneering green port project, led by Risavika Harbour</li>','DNV GL’s Green Coastal Shipping Programme wins Lloyd’s List Environment Award','','inherit','open','open','','1062-revision-v1','','','2015-10-04 13:29:10','2015-10-04 13:29:10','',1062,'http://myseatime.com/blogadm/1062-revision-v1/',0,'revision','',0,0),(1066,1,'2015-10-04 13:30:10','2015-10-04 13:30:10','DNV GL received the Environment Award for its leadership of the Green Coastal Shipping Programme at the Lloyd’s List Global Awards 2015 ceremony in London last night. The programme aims to encourage the development and implementation of green technology concepts in Norway’s coastal and short-sea shipping sector.\r\n\r\nRichard Meade, editor of Lloyd’s List, said: “They stood out as an impressively ambitious example of environmental aspiration coupled with a pragmatic understanding of business and politics. The prospect of a long-term public-private partnership programme that offers tangible targets struck our panel as a potential game-changer worthy of public support.”\r\n“We are delighted and proud to receive this award,” says Narve Mjøs, DNV GL’s Green Coastal Shipping Programme director. “Not only because it recognizes the work we have done together with our project partners, but because it confirms the industry’s awareness that we need to keep up our continuing efforts to make shipping more efficient and environmentally responsible through innovation,” he says.\r\nInitiated by DNV GL, the Green Coastal Programme was kicked off at DNV GL’s headquarters earlier this year when the Norwegian Minister of Trade and Industry, Monica Mæland, and the State Secretary for the Ministry of Climate and Environment, Lars Andreas Lunde, signed a declaration of cooperation with key players in the Norwegian coastal shipping industry. The programme declaration aims to ensure that Norway has the world\'s most environmentally friendly fleet of coastal vessels, realized by the industry and government working together in a long-term partnership program.\r\n\"The Green Coastal Shipping Programme has been designed as a world showcase for green coastal shipping, illustrating how we can take new technologies and, by building solid green business cases, implement them more broadly. The award shows that we are on the right track and that our initiative has gained international attention,\" Narve Mjøs says, adding that he has been invited to speak to the Swedish Parliament later this month about the possibility of launching a similar programme in Sweden.\r\nFive pilot projects\r\nDNV GL and 31 partners from the Norwegian maritime industry and the Norwegian authorities recently presented five pilot projects that are now pursued as part of the programme. The pilot projects include several different ship types and infrastructure with an emphasis on alternative fuel concepts:\r\n\r\n	- CargoFerry plug-in hybrid, led by the shipping company Nor Lines\r\n	- Next-generation green shuttle tanker, led by the shipping company Teekay\r\n	- Hybrid ocean farming vessel, led by ABB &amp; Cargo Freighters’ Association</li>\r\n	- Conversion of cargo carrier into battery-hybrid LNG carrier, led by NGA &amp; Øytank Bunkerservice</li>\r\n	- Pioneering green port project, led by Risavika Harbour</li>','DNV GL’s Green Coastal Shipping Programme wins Lloyd’s List Environment Award','','inherit','open','open','','1062-revision-v1','','','2015-10-04 13:30:10','2015-10-04 13:30:10','',1062,'http://myseatime.com/blogadm/1062-revision-v1/',0,'revision','',0,0),(1067,3,'2015-10-04 14:40:54','2015-10-04 14:40:54','The new DNV GL rules for classification of ships will be publicly available online for the first time today. After an unprecedented development and review process, involving 250 internal experts and more than 800 customers and maritime stakeholders, the rules set a new benchmark. The result of the combined experience and expertise of two leading classification societies, the new rules are modern, easy to work with, industry-driven, efficient, and ready for the future.\r\n\r\n“This is an historic moment,” says Remi Eriksen, DNV GL Group President and CEO. “After such a thorough process it is very exciting to launch the new DNV GL classification rules. The engagement of our customers and industry stakeholders has been overwhelming. From our initial discussions, through the review and external hearing process we have received invaluable input and we are deeply grateful for the consideration and enthusiasm of all involved. I look forward to following the many joint development projects using the new classification rules already underway,” Eriksen says. \r\n\r\n“I’m proud we took advantage of the unique opportunity to have a fresh look at our rules and have created a new industry benchmark,” says Knut Ørbeck-Nilssen, CEO DNV GL – Maritime. “The dedication of our customers has been outstanding. Together with them we have truly taken up the challenge of taking classification into the future. I believe this new rule set gives us an even better basis to deliver the safety, efficiency and quality our customers expect.”  \r\n\r\nThrough the process of developing the new DNV GL rules over 7,000 pages were reviewed, both internally and externally. In all, more than 2,000 detailed comments by yards, manufacturers, owners, academics, flag states and other maritime stakeholders were submitted. This extensive consultation process resulted in more than 700 rule modifications – adjustments triggered directly by the industry’s expertise. \r\n\r\nOne of the most significant advances in the new rules is the introduction of Equivalent Design Waves (EDW) to calculate environmental loads. EDW enables a more accurate representation of these loads and consequently a more precise stress description of a vessel’s structure. \r\n\r\nThe reworking of the rules has allowed DNV GL to incorporate and integrate more modern tools and software, making them responsive to future developments. The rules also support the application of the latest technologies including battery installations and hybrid propulsion concepts, gas-fuelled readiness and LNG bunkering vessels through additional class notations.\r\n\r\nThe new DNV GL rules will enter into force on 1 January 2016. To find out more please go to www.dnvgl.com/dnvglrules ','The future of classification – DNV GL publishes new rule set','','publish','open','open','','the-future-of-classification-dnv-gl-publishes-new-rule-set','','','2015-10-04 14:40:54','2015-10-04 14:40:54','',0,'http://myseatime.com/blogadm/?p=1067',0,'post','',0,43),(1068,1,'2015-10-04 14:40:40','2015-10-04 14:40:40','','DNV GL Future of Ship construction','','inherit','open','open','','dnv-gl-future-of-ship-construction','','','2015-10-04 14:40:40','2015-10-04 14:40:40','',1067,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/DNV-GL-Future-of-Ship-construction.jpg',0,'attachment','image/jpeg',0,0),(1069,1,'2015-10-04 14:40:54','2015-10-04 14:40:54','The new DNV GL rules for classification of ships will be publicly available online for the first time today. After an unprecedented development and review process, involving 250 internal experts and more than 800 customers and maritime stakeholders, the rules set a new benchmark. The result of the combined experience and expertise of two leading classification societies, the new rules are modern, easy to work with, industry-driven, efficient, and ready for the future.\r\n\r\n“This is an historic moment,” says Remi Eriksen, DNV GL Group President and CEO. “After such a thorough process it is very exciting to launch the new DNV GL classification rules. The engagement of our customers and industry stakeholders has been overwhelming. From our initial discussions, through the review and external hearing process we have received invaluable input and we are deeply grateful for the consideration and enthusiasm of all involved. I look forward to following the many joint development projects using the new classification rules already underway,” Eriksen says. \r\n\r\n“I’m proud we took advantage of the unique opportunity to have a fresh look at our rules and have created a new industry benchmark,” says Knut Ørbeck-Nilssen, CEO DNV GL – Maritime. “The dedication of our customers has been outstanding. Together with them we have truly taken up the challenge of taking classification into the future. I believe this new rule set gives us an even better basis to deliver the safety, efficiency and quality our customers expect.”  \r\n\r\nThrough the process of developing the new DNV GL rules over 7,000 pages were reviewed, both internally and externally. In all, more than 2,000 detailed comments by yards, manufacturers, owners, academics, flag states and other maritime stakeholders were submitted. This extensive consultation process resulted in more than 700 rule modifications – adjustments triggered directly by the industry’s expertise. \r\n\r\nOne of the most significant advances in the new rules is the introduction of Equivalent Design Waves (EDW) to calculate environmental loads. EDW enables a more accurate representation of these loads and consequently a more precise stress description of a vessel’s structure. \r\n\r\nThe reworking of the rules has allowed DNV GL to incorporate and integrate more modern tools and software, making them responsive to future developments. The rules also support the application of the latest technologies including battery installations and hybrid propulsion concepts, gas-fuelled readiness and LNG bunkering vessels through additional class notations.\r\n\r\nThe new DNV GL rules will enter into force on 1 January 2016. To find out more please go to www.dnvgl.com/dnvglrules ','The future of classification – DNV GL publishes new rule set','','inherit','open','open','','1067-revision-v1','','','2015-10-04 14:40:54','2015-10-04 14:40:54','',1067,'http://myseatime.com/blogadm/1067-revision-v1/',0,'revision','',0,0),(1070,3,'2015-10-04 14:59:04','2015-10-04 14:59:04','Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. (MHI-MME), a group company of Mitsubishi Heavy Industries, Ltd. (MHI), has received an order from Daewoo Shipbuilding & Marine Engineering Co., Ltd. (DSME) of Korea, for waste heat recovery systems (WHRS) to be installed on eleven 19,600 TEU (twenty-foot equivalent unit) mega container carriers (MCC) being built by DSME for Maersk Line of Denmark. The WHRS on order is MHI-MME\'s proprietary system for marine use that efficiently generates electric power by maximizing recovery and utilization of exhaust gas waste energy from marine diesel engines. With this order, the cumulative number of WHRS units ordered since the system\'s market introduction in 2010 has now become 87.\r\n\r\nThe WHRS is a system that optimally controls exhaust gas turbines and steam turbines, enhancing fuel efficiency by recovering waste heat across a wide range of engine loads. In this way the system contributes to reductions in environmental impact. \r\n\r\nPrior to the current order for installation on eleven MCCs, MHI-MME\'s WHRS equipment previously was installed on Maersk Line\'s Triple-E series (18,300TEU), the world\'s largest at that time and still considered the most efficient. The new WHRS order will bring the number of installations on Maersk vessels to 69, in four series. \r\n\r\nMaersk Line is the international container shipping arm of A.P. Moller-Maersk A/S, a global conglomerate based in Copenhagen known as the world\'s largest class operator of container ships. The Maersk Group\'s business also includes oil & gas drilling.\r\n\r\nThe WHRS, MHI-MME\'s best-selling product, was developed through the integration of the MHI Group\'s marine technology and expertise accumulated through a long history of operations in this field. Of the 87 units of WHRS ordered for installation worldwide, 64 are already in service. MHI-MME accounts for a greater than 90% share of the WHRS\'s global market.\r\n\r\nIn addition to the WHRS, MHI-MME has the world\'s most diversified lineup of marine machinery and marine engines. Offerings include 2-stroke low-speed engines, MET turbochargers, propellers, marine boilers and turbines, deck cranes, deck machinery, fin stabilizers and steering gears.\r\n\r\nGoing forward, in its position as the leading company in its field, MHI-MME will continue to propose a broad portfolio of innovative energy-saving and environmental solutions to enhance seagoing energy efficiency and promote environmental preservation initiatives.','MHI-MME Receives installation Order for Waste Heat Recovery Systems (WHRS) on 11 Maersk Line container vessel','','publish','open','open','','mhi-mme-receives-installation-order-for-waste-heat-recovery-systems-whrs-on-11-maersk-line-container-vessel','','','2015-10-04 14:59:04','2015-10-04 14:59:04','',0,'http://myseatime.com/blogadm/?p=1070',0,'post','',0,56),(1071,1,'2015-10-04 14:58:53','2015-10-04 14:58:53','','Maersk','','inherit','open','open','','maersk','','','2015-10-04 14:58:53','2015-10-04 14:58:53','',1070,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/Maersk.png',0,'attachment','image/png',0,0),(1072,1,'2015-10-04 14:59:04','2015-10-04 14:59:04','Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. (MHI-MME), a group company of Mitsubishi Heavy Industries, Ltd. (MHI), has received an order from Daewoo Shipbuilding & Marine Engineering Co., Ltd. (DSME) of Korea, for waste heat recovery systems (WHRS) to be installed on eleven 19,600 TEU (twenty-foot equivalent unit) mega container carriers (MCC) being built by DSME for Maersk Line of Denmark. The WHRS on order is MHI-MME\'s proprietary system for marine use that efficiently generates electric power by maximizing recovery and utilization of exhaust gas waste energy from marine diesel engines. With this order, the cumulative number of WHRS units ordered since the system\'s market introduction in 2010 has now become 87.\r\n\r\nThe WHRS is a system that optimally controls exhaust gas turbines and steam turbines, enhancing fuel efficiency by recovering waste heat across a wide range of engine loads. In this way the system contributes to reductions in environmental impact. \r\n\r\nPrior to the current order for installation on eleven MCCs, MHI-MME\'s WHRS equipment previously was installed on Maersk Line\'s Triple-E series (18,300TEU), the world\'s largest at that time and still considered the most efficient. The new WHRS order will bring the number of installations on Maersk vessels to 69, in four series. \r\n\r\nMaersk Line is the international container shipping arm of A.P. Moller-Maersk A/S, a global conglomerate based in Copenhagen known as the world\'s largest class operator of container ships. The Maersk Group\'s business also includes oil & gas drilling.\r\n\r\nThe WHRS, MHI-MME\'s best-selling product, was developed through the integration of the MHI Group\'s marine technology and expertise accumulated through a long history of operations in this field. Of the 87 units of WHRS ordered for installation worldwide, 64 are already in service. MHI-MME accounts for a greater than 90% share of the WHRS\'s global market.\r\n\r\nIn addition to the WHRS, MHI-MME has the world\'s most diversified lineup of marine machinery and marine engines. Offerings include 2-stroke low-speed engines, MET turbochargers, propellers, marine boilers and turbines, deck cranes, deck machinery, fin stabilizers and steering gears.\r\n\r\nGoing forward, in its position as the leading company in its field, MHI-MME will continue to propose a broad portfolio of innovative energy-saving and environmental solutions to enhance seagoing energy efficiency and promote environmental preservation initiatives.','MHI-MME Receives installation Order for Waste Heat Recovery Systems (WHRS) on 11 Maersk Line container vessel','','inherit','open','open','','1070-revision-v1','','','2015-10-04 14:59:04','2015-10-04 14:59:04','',1070,'http://myseatime.com/blogadm/1070-revision-v1/',0,'revision','',0,0),(1073,1,'2015-10-04 15:10:03','2015-10-04 15:10:03','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n\r\n	- 1 hour in case GMDSS has the power from emergency generators\r\n	- 6 hours in case GMDSS does not have the power from emergency generators.\r\n\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-10-04 15:10:03','2015-10-04 15:10:03','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1074,1,'2015-10-04 15:12:55','2015-10-04 15:12:55','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.\n<p style=\"text-align: center;\"><b>Why these accidents ?</b></p>\nThere are number of reason for these accidents &amp; I wish to sum these up as following\n\n- Parting of the pilot ladder rope.\n- Incorrect rigging of the pilot ladder\n- Pilot ladder made of Incorrect specifications or use of damaged pilot ladders\n<p style=\"text-align: center;\"><b>Parting of the pilot ladder rope</b></p>\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 ?\n\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.\n\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\n<\n	<li>to have inspection records  for the pilot ladders.</li>\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>\n</ol>\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.\n<p style=\"text-align: center;\"><b>Incorrect rigging of the pilot ladder</b></p>\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.\n<p style=\"text-align: center;\"><b>Use of damaged  or inappropriate pilot ladder</b></p>\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.\n\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>\n\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.\n<p style=\"text-align: center;\"><strong>Best Practices</strong></p>\nAll these incidents can be avoided by having a set of best practices related to use of pilot ladders.\n<ol>\n	<li>Pilot ladders onboard should be of correct specification and ship staff should have certificates for the pilot ladders onboard.</li>\n	<li>Pilot ladders should be secured when not in use.</li>\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>\n	<li>The condition of ladder ropes, steps as well as other fittings should be checked at least monthly and before use.</li>\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>\n</ol>\nAny other point that I missed to address regarding pilot ladders ?\n\nWishing you all fair winds &amp; following seas.\n\n&nbsp;','Pilot Ladders: First sign of vessel’s safety standards ?','','inherit','open','open','','926-autosave-v1','','','2015-10-04 15:12:55','2015-10-04 15:12:55','',926,'http://myseatime.com/blogadm/926-autosave-v1/',0,'revision','',0,0),(1075,1,'2015-10-04 15:14:00','2015-10-04 15:14:00','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\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: 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\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: 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\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.\r\n\r\n&nbsp;','Pilot Ladders: First sign of vessel’s safety standards ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:14:00','2015-10-04 15:14:00','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1076,1,'2015-10-04 15:15:10','2015-10-04 15:15:10','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;\"><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\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;\"><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\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;\"><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: left;\"><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: 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.\r\n\r\n&nbsp;','Pilot Ladders: First sign of vessel’s safety standards ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:15:10','2015-10-04 15:15:10','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1077,1,'2015-10-04 15:15:32','2015-10-04 15:15:32','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;\"><b>Why these accidents ?</b></p>\r\n<p style=\"text-align: left;\"></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;\"><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\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;\"><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: left;\"><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: 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.\r\n\r\n&nbsp;','Pilot Ladders: First sign of vessel’s safety standards ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:15:32','2015-10-04 15:15:32','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1078,1,'2015-10-04 15:16:07','2015-10-04 15:16:07','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;\"><span style=\"color: #0000ff;\"><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;\"><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\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;\"><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: left;\"><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: 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 ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:16:07','2015-10-04 15:16:07','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1079,1,'2015-10-04 15:16:52','2015-10-04 15:16:52','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;\"><span style=\"color: #000080;\"><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: #000080;\"><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: #000080;\"><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: #000080;\"><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 ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:16:52','2015-10-04 15:16:52','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1080,1,'2015-10-04 15:17:25','2015-10-04 15:17:25','<span style=\"color: #000000;\">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 style=\"color: #000000;\" href=\"http://www.impahq.com\">www.impahq.com</a> and is also available in the bridge procedure guide.</span>\r\n<p style=\"text-align: left;\"><span style=\"color: #000080;\"><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: #000080;\"><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: #000080;\"><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: #000080;\"><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 ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:17:25','2015-10-04 15:17:25','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1081,1,'2015-10-04 15:17:52','2015-10-04 15:17:52','<span style=\"color: #800000;\">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 style=\"color: #800000;\" href=\"http://www.impahq.com\">www.impahq.com</a> and is also available in the bridge procedure guide.</span>\r\n<p style=\"text-align: left;\"><span style=\"color: #000080;\"><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: #000080;\"><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: #000080;\"><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: #000080;\"><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 ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:17:52','2015-10-04 15:17:52','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1082,1,'2015-10-04 15:18:21','2015-10-04 15:18:21','<span style=\"color: #333399;\">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 style=\"color: #333399;\" href=\"http://www.impahq.com\">www.impahq.com</a> and is also available in the bridge procedure guide.</span>\r\n<p style=\"text-align: left;\"><span style=\"color: #000080;\"><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: #000080;\"><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: #000080;\"><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: #000080;\"><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 ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:18:21','2015-10-04 15:18:21','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1083,1,'2015-10-04 15:18:53','2015-10-04 15:18:53','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;\"><span style=\"color: #000080;\"><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: #000080;\"><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: #000080;\"><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: #000080;\"><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 ?','','inherit','open','open','','926-revision-v1','','','2015-10-04 15:18:53','2015-10-04 15:18:53','',926,'http://myseatime.com/blogadm/926-revision-v1/',0,'revision','',0,0),(1084,1,'2015-10-04 15:20:37','2015-10-04 15:20:37','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<h4 style=\"text-align: left;\"><strong>Documents required for Loadicator</strong></h4>\r\nThere are three main documents ship should have for it to be actually complying with Loadicator requirements. These are\r\n\r\nClass certificate for loadicator<strong>:</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<h4>Class approved Loadicator Manual:</h4>\r\nThis 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<h4 style=\"text-align: left;\"><strong>Testing requirements for the Loadicator</strong></h4>\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','','','2015-10-04 15:20:37','2015-10-04 15:20:37','',797,'http://myseatime.com/blogadm/797-revision-v1/',0,'revision','',0,0),(1085,1,'2015-10-04 15:22:48','2015-10-04 15:22:48','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;\"><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: left;\"><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','','','2015-10-04 15:22:48','2015-10-04 15:22:48','',797,'http://myseatime.com/blogadm/797-revision-v1/',0,'revision','',0,0),(1086,1,'2015-10-04 15:25:20','2015-10-04 15:25:20','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n\r\n- Brussel Convention\r\n\r\n- Salvage convention in 1989 and\r\n\r\n- SCOPIC Clause in the LOF.\r\n\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em></blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-10-04 15:25:20','2015-10-04 15:25:20','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(1087,1,'2015-10-04 15:26:30','2015-10-04 15:26:30','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n\r\n<strong>- Brussel Convention\r\n\r\n- Salvage convention in 1989 and\r\n\r\n- SCOPIC Clause in the LOF.</strong>\r\n\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em></blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-10-04 15:26:30','2015-10-04 15:26:30','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(1088,1,'2015-10-04 15:26:59','2015-10-04 15:26:59','Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor” and the wrecked or disabled ship is called “Property being salvaged”.\r\n\r\nSimply put, as per salvage convention Salvor does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.\r\n\r\nThe introduction and historical developments in salvage convention apart from listing the duties of various parties, has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.\r\n\r\nHistory has seen three major developments in the salvage law\r\n\r\n<strong>- Brussel Convention</strong>\r\n\r\n<strong>- Salvage convention in 1989 and</strong>\r\n\r\n<strong>- SCOPIC Clause in the LOF.</strong>\r\n\r\nThe Brussels convention was the first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle. The major problem with the Brussels convention was that salvors would not touch a high risk property as because of being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.\r\n\r\nIn the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and marine environment was involved and for this reason a special compensation under article 14 was introduced in salvage convention which was also the main distinguishing thing from Brussel’s convention.\r\n<blockquote><em>As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30%  to 100% of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first time when P&amp;I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.\"</em></blockquote>\r\nBoth Salvor and the ship owners had few concerns with Article 14. Shipowners and P&amp;I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.\r\n\r\nSalvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and inland waters and it only applied if there was a threat to the environment which they had to prove.\r\n\r\nThat is when SCOPIC clause came into play.\r\n\r\nThere were number of discussions to solve the limitations of article 14 and various solutions were discussed including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and owner of the ship.\r\n\r\nSCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors. One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments.\r\n\r\nThe developments in salvage conventions has been to encourage Salvors to perform even the high risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.\r\n<blockquote><em>As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke by written notice to the owners of the vessel the SCOPIC clause set out hereafter at any time of his choosing regardless of the circumstances and, in particular, regardless of whether or not there is a “threat of damage to the environment”.</em></blockquote>\r\nSo It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The question is what will make Salvor decide if he should invoke SCOPIC or not ?\r\n\r\nWith SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any time the salvor feels that he might not be able to save the property, he would want to invoke SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE NO PAY”. He would get to recover his expenses under article 14 only if there is threat to environment, which again he has to prove. But then the question is what is stopping him to invoke SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which states\r\n<blockquote><i>“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13 Award or settlement under the Main Agreement is greater than the assessed SCOPIC remuneration then, notwithstanding the actual date on which the SCOPIC remuneration provisions were invoked, the said Article 13 Award or settlement shall be discounted by 25% of the difference between the said Article 13 Award or settlement and the amount of SCOPIC remuneration that would have been assessed had the SCOPIC remuneration provisions been invoked on the first day of the services”.</i></blockquote>\r\nWhich mean that if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage, he would not invoke SCOPIC clause.\r\n\r\nI would come back with a blog on what Masters and ship staff are supposed to know and do in salvage operations.\r\n\r\nWishing you all fair winds and following seas...','Simplifying SCOPIC clause and salvage convention','','inherit','open','open','','474-revision-v1','','','2015-10-04 15:26:59','2015-10-04 15:26:59','',474,'http://myseatime.com/blogadm/474-revision-v1/',0,'revision','',0,0),(1089,3,'2015-10-05 14:46:04','2015-10-05 14:46:04','DNV GL has published the latest release of its fleet performance solution ECO Insight. Drawing on the feedback from a rapidly growing user community, this update incorporates several new features designed to give the user even more features and analytical decision support than ever before.\r\n\r\n“One of the benefits of having such a rapidly growing user community is that we are always getting new ideas and input from our customers,” says Dr Torsten Büssow, DNV GL’s head of fleet performance management. “There has been a very positive response to ECO Insight in the market with more than 400 vessels having signed up since January this year. But what has been even more exciting is the engagement of our customers. They are continually looking to innovate, even within our solution, and we are happy to work with them to meet their needs. This new version is the direct result of their input and feedback.”\r\n\r\nThe new version of ECO Insight now offers several major new features, including:\r\n\r\n- A complete satellite weather feed allowing the user to compare reported with measured weather.\r\n\r\n- Automatically generated PDF reports to be send periodically to predefined recipients, e.g. the crew can in this way get a performance comparison against sister vessels to see how and why they are performing differently.\r\n\r\n- Additional speed consumption baselines, alongside the existing speed power, engine or market segment baselines, can be inserted to reflect significant benchmarks, for example: the terms of the charter party, post dry dock status, or the sea trial.\r\n\r\n- A complete fuel consumption simulation depending on speed, draft and trim of the vessel allows fuel oil consumption predictions for planning purposes.\r\n\r\nA host of additional features and analytics, such as displaying hull degradation now also as speed loss, are part of the release. All users will get an automatic update of the solution today without further user effort.\r\n\r\nDNV GL’s performance management portal ECO Insight provides a comprehensive and easily accessible way to manage the performance of a fleet, including voyage, hull &amp; propeller, engine &amp; systems and fuel performance. It enriches customers’ own fleet reports with industry data, such as Automatic Identification System (AIS), satellite weather, or fuel quality, and provides unique benchmarking capabilities. Advanced engineering methods, for example hull fouling prediction and vessel baseline normalizations based on CFD, are also packaged into the portal.\r\n\r\nNavigator Insight ensures high quality data collection on board through smart plausibility checks against specific vessel particulars. The solution taps into existing data collection processes on board, so there are no changes required to existing procedures. There is no hardware investment needed and the solution can be implemented in only eight to twelve weeks for a complete fleet. Optionally, it also covers environmental reporting standards such as CCWG, ESI, CSI and the upcoming MRV.','New version of DNVGL ECO Insight draws on user feedback to boost fleet performance','','publish','open','open','','new-version-of-eco-insight-draws-on-user-feedback-to-boost-fleet-performance','','','2015-10-05 14:49:11','2015-10-05 14:49:11','',0,'http://myseatime.com/blogadm/?p=1089',0,'post','',0,81),(1090,1,'2015-10-05 14:45:53','2015-10-05 14:45:53','','DNV ECOInsight','','inherit','open','open','','dnv-ecoinsight','','','2015-10-05 14:45:53','2015-10-05 14:45:53','',1089,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/DNV-ECOInsight.jpg',0,'attachment','image/jpeg',0,0),(1091,1,'2015-10-05 14:46:04','2015-10-05 14:46:04','DNV GL has published the latest release of its fleet performance solution ECO Insight. Drawing on the feedback from a rapidly growing user community, this update incorporates several new features designed to give the user even more features and analytical decision support than ever before.\r\n\r\n“One of the benefits of having such a rapidly growing user community is that we are always getting new ideas and input from our customers,” says Dr Torsten Büssow, DNV GL’s head of fleet performance management. “There has been a very positive response to ECO Insight in the market with more than 400 vessels having signed up since January this year. But what has been even more exciting is the engagement of our customers. They are continually looking to innovate, even within our solution, and we are happy to work with them to meet their needs. This new version is the direct result of their input and feedback.”\r\n\r\nThe new version of ECO Insight now offers several major new features, including:\r\n<ul>\r\n	<li>A complete satellite weather feed allowing the user to compare reported with measured weather.</li>\r\n	<li>Automatically generated PDF reports to be send periodically to predefined recipients, e.g. the crew can in this way get a performance comparison against sister vessels to see how and why they are performing differently.</li>\r\n	<li>Additional speed consumption baselines, alongside the existing speed power, engine or market segment baselines, can be inserted to reflect significant benchmarks, for example: the terms of the charter party, post dry dock status, or the sea trial.</li>\r\n	<li>A complete fuel consumption simulation depending on speed, draft and trim of the vessel allows fuel oil consumption predictions for planning purposes.</li>\r\n</ul>\r\nA host of additional features and analytics, such as displaying hull degradation now also as speed loss, are part of the release. All users will get an automatic update of the solution today without further user effort.\r\n\r\nDNV GL’s performance management portal ECO Insight provides a comprehensive and easily accessible way to manage the performance of a fleet, including voyage, hull &amp; propeller, engine &amp; systems and fuel performance. It enriches customers’ own fleet reports with industry data, such as Automatic Identification System (AIS), satellite weather, or fuel quality, and provides unique benchmarking capabilities. Advanced engineering methods, for example hull fouling prediction and vessel baseline normalizations based on CFD, are also packaged into the portal.\r\n\r\nNavigator Insight ensures high quality data collection on board through smart plausibility checks against specific vessel particulars. The solution taps into existing data collection processes on board, so there are no changes required to existing procedures. There is no hardware investment needed and the solution can be implemented in only eight to twelve weeks for a complete fleet. Optionally, it also covers environmental reporting standards such as CCWG, ESI, CSI and the upcoming MRV.','New version of ECO Insight draws on user feedback to boost fleet performance','','inherit','open','open','','1089-revision-v1','','','2015-10-05 14:46:04','2015-10-05 14:46:04','',1089,'http://myseatime.com/blogadm/1089-revision-v1/',0,'revision','',0,0),(1092,1,'2015-10-05 14:47:32','2015-10-05 14:47:32','DNV GL has published the latest release of its fleet performance solution ECO Insight. Drawing on the feedback from a rapidly growing user community, this update incorporates several new features designed to give the user even more features and analytical decision support than ever before.\r\n\r\n“One of the benefits of having such a rapidly growing user community is that we are always getting new ideas and input from our customers,” says Dr Torsten Büssow, DNV GL’s head of fleet performance management. “There has been a very positive response to ECO Insight in the market with more than 400 vessels having signed up since January this year. But what has been even more exciting is the engagement of our customers. They are continually looking to innovate, even within our solution, and we are happy to work with them to meet their needs. This new version is the direct result of their input and feedback.”\r\n\r\nThe new version of ECO Insight now offers several major new features, including:\r\n\r\n- A complete satellite weather feed allowing the user to compare reported with measured weather.\r\n\r\n- Automatically generated PDF reports to be send periodically to predefined recipients, e.g. the crew can in this way get a performance comparison against sister vessels to see how and why they are performing differently.\r\n\r\n- Additional speed consumption baselines, alongside the existing speed power, engine or market segment baselines, can be inserted to reflect significant benchmarks, for example: the terms of the charter party, post dry dock status, or the sea trial.\r\n\r\n- A complete fuel consumption simulation depending on speed, draft and trim of the vessel allows fuel oil consumption predictions for planning purposes.\r\n\r\nA host of additional features and analytics, such as displaying hull degradation now also as speed loss, are part of the release. All users will get an automatic update of the solution today without further user effort.\r\n\r\nDNV GL’s performance management portal ECO Insight provides a comprehensive and easily accessible way to manage the performance of a fleet, including voyage, hull &amp; propeller, engine &amp; systems and fuel performance. It enriches customers’ own fleet reports with industry data, such as Automatic Identification System (AIS), satellite weather, or fuel quality, and provides unique benchmarking capabilities. Advanced engineering methods, for example hull fouling prediction and vessel baseline normalizations based on CFD, are also packaged into the portal.\r\n\r\nNavigator Insight ensures high quality data collection on board through smart plausibility checks against specific vessel particulars. The solution taps into existing data collection processes on board, so there are no changes required to existing procedures. There is no hardware investment needed and the solution can be implemented in only eight to twelve weeks for a complete fleet. Optionally, it also covers environmental reporting standards such as CCWG, ESI, CSI and the upcoming MRV.','New version of ECO Insight draws on user feedback to boost fleet performance','','inherit','open','open','','1089-revision-v1','','','2015-10-05 14:47:32','2015-10-05 14:47:32','',1089,'http://myseatime.com/blogadm/1089-revision-v1/',0,'revision','',0,0),(1093,1,'2015-10-05 14:49:11','2015-10-05 14:49:11','DNV GL has published the latest release of its fleet performance solution ECO Insight. Drawing on the feedback from a rapidly growing user community, this update incorporates several new features designed to give the user even more features and analytical decision support than ever before.\r\n\r\n“One of the benefits of having such a rapidly growing user community is that we are always getting new ideas and input from our customers,” says Dr Torsten Büssow, DNV GL’s head of fleet performance management. “There has been a very positive response to ECO Insight in the market with more than 400 vessels having signed up since January this year. But what has been even more exciting is the engagement of our customers. They are continually looking to innovate, even within our solution, and we are happy to work with them to meet their needs. This new version is the direct result of their input and feedback.”\r\n\r\nThe new version of ECO Insight now offers several major new features, including:\r\n\r\n- A complete satellite weather feed allowing the user to compare reported with measured weather.\r\n\r\n- Automatically generated PDF reports to be send periodically to predefined recipients, e.g. the crew can in this way get a performance comparison against sister vessels to see how and why they are performing differently.\r\n\r\n- Additional speed consumption baselines, alongside the existing speed power, engine or market segment baselines, can be inserted to reflect significant benchmarks, for example: the terms of the charter party, post dry dock status, or the sea trial.\r\n\r\n- A complete fuel consumption simulation depending on speed, draft and trim of the vessel allows fuel oil consumption predictions for planning purposes.\r\n\r\nA host of additional features and analytics, such as displaying hull degradation now also as speed loss, are part of the release. All users will get an automatic update of the solution today without further user effort.\r\n\r\nDNV GL’s performance management portal ECO Insight provides a comprehensive and easily accessible way to manage the performance of a fleet, including voyage, hull &amp; propeller, engine &amp; systems and fuel performance. It enriches customers’ own fleet reports with industry data, such as Automatic Identification System (AIS), satellite weather, or fuel quality, and provides unique benchmarking capabilities. Advanced engineering methods, for example hull fouling prediction and vessel baseline normalizations based on CFD, are also packaged into the portal.\r\n\r\nNavigator Insight ensures high quality data collection on board through smart plausibility checks against specific vessel particulars. The solution taps into existing data collection processes on board, so there are no changes required to existing procedures. There is no hardware investment needed and the solution can be implemented in only eight to twelve weeks for a complete fleet. Optionally, it also covers environmental reporting standards such as CCWG, ESI, CSI and the upcoming MRV.','New version of DNVGL ECO Insight draws on user feedback to boost fleet performance','','inherit','open','open','','1089-revision-v1','','','2015-10-05 14:49:11','2015-10-05 14:49:11','',1089,'http://myseatime.com/blogadm/1089-revision-v1/',0,'revision','',0,0),(1094,1,'2015-10-05 15:01:14','2015-10-05 15:01:14','Mitsui O.S.K. Lines, Ltd.  today announced that the company has reached a basic agreement with Gas Sayago, a joint venture between Uruguay\'s state oil company ANCAP and state power company UTE, to continue the floating storage and regasification unit (FSRU) project led by Gas Sayago.\r\n\r\nThe government of Uruguay recently cancelled its contract with GNLS S.A., a 50-50 joint venture between ENGIE of France and Marubeni Corporation, and announced plans to continue the project by using MOL\'s FSRU.\r\n\r\nMOL also reached a basic agreement with Gas Sayago to go ahead with the project under the new project structure.\r\n\r\nIn October 2013, MOL signed a 20-year charter contract for an FSRU in the port of Montevideo, Uruguay, with GNLS, which was entrusted with the construction, ownership, and operation of the terminal project. This is the first FSRU project in which MOL will solely build, own, and operate the facility.\r\n\r\nThe FSRU that will serve the project is under construction at Daewoo Shipbuilding &amp; Marine Engineering Co., Ltd., in South Korea. It will be equipped with the largest LNG storage tank (263,000m<sup>3</sup>) of any FSRU in the world, and is expected to arrive in Uruguay and be ready for service in mid-2017.\r\n\r\nFSRUs receive liquefied natural gas from LNG carriers, regasify it, and transmit it under high pressure to pipelines on land. The technology reached the practical application stage in 2005, and projects are now underway all over the world as an effective solution to developing LNG terminals in less time and at lower expense than conventional land-based terminals. MOL anticipates continued growth in the FSRU field, and is aggressively seeking new opportunities, drawing upon more than 30 years of experience and a strong track record in loading/discharging, vessel operation, and maintenance.\r\n\r\nImage Credit: mol.co.jp','MOL, Gas Sayago Reach Basic Agreement on Continuing Uruguay LNG FSRU Project','','publish','open','open','','mol-gas-sayago-reach-basic-agreement-on-continuing-uruguay-lng-fsru-project','','','2015-10-05 15:01:14','2015-10-05 15:01:14','',0,'http://myseatime.com/blogadm/?p=1094',0,'post','',0,59),(1095,1,'2015-10-05 15:01:04','2015-10-05 15:01:04','','MOL LNG','','inherit','open','open','','mol-lng','','','2015-10-05 15:01:04','2015-10-05 15:01:04','',1094,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/MOL-LNG.jpg',0,'attachment','image/jpeg',0,0),(1096,1,'2015-10-05 15:01:14','2015-10-05 15:01:14','Mitsui O.S.K. Lines, Ltd.  today announced that the company has reached a basic agreement with Gas Sayago, a joint venture between Uruguay\'s state oil company ANCAP and state power company UTE, to continue the floating storage and regasification unit (FSRU) project led by Gas Sayago.\r\n\r\nThe government of Uruguay recently cancelled its contract with GNLS S.A., a 50-50 joint venture between ENGIE of France and Marubeni Corporation, and announced plans to continue the project by using MOL\'s FSRU.\r\n\r\nMOL also reached a basic agreement with Gas Sayago to go ahead with the project under the new project structure.\r\n\r\nIn October 2013, MOL signed a 20-year charter contract for an FSRU in the port of Montevideo, Uruguay, with GNLS, which was entrusted with the construction, ownership, and operation of the terminal project. This is the first FSRU project in which MOL will solely build, own, and operate the facility.\r\n\r\nThe FSRU that will serve the project is under construction at Daewoo Shipbuilding &amp; Marine Engineering Co., Ltd., in South Korea. It will be equipped with the largest LNG storage tank (263,000m<sup>3</sup>) of any FSRU in the world, and is expected to arrive in Uruguay and be ready for service in mid-2017.\r\n\r\nFSRUs receive liquefied natural gas from LNG carriers, regasify it, and transmit it under high pressure to pipelines on land. The technology reached the practical application stage in 2005, and projects are now underway all over the world as an effective solution to developing LNG terminals in less time and at lower expense than conventional land-based terminals. MOL anticipates continued growth in the FSRU field, and is aggressively seeking new opportunities, drawing upon more than 30 years of experience and a strong track record in loading/discharging, vessel operation, and maintenance.\r\n\r\nImage Credit: mol.co.jp','MOL, Gas Sayago Reach Basic Agreement on Continuing Uruguay LNG FSRU Project','','inherit','open','open','','1094-revision-v1','','','2015-10-05 15:01:14','2015-10-05 15:01:14','',1094,'http://myseatime.com/blogadm/1094-revision-v1/',0,'revision','',0,0),(1097,3,'2015-10-06 05:46:06','2015-10-06 05:46:06','<span style=\"color: #666666; font-family: Arial;\">Odfjell is upgrading the propulsion system for 19 vessels with new technology to optimise energy efficiency. The vessels will be equipped with new energy efficient propeller blades, rudder-bulb and will undergo technical upgrades of the main engine, turbo chargers and shaft generator. These combined upgrades will reduce fuel consumption and emissions by up to 20%. The vessels will be amongst the most energy efficient chemical tankers in the world, and will achieve the highest score on the Rightship energy rating, A+.\r\n<span style=\"color: #ff8000;\"><span style=\"font-size: medium;\">\r\n20% - A major achievement</span> </span>\r\nThe initial model tests, which were carried out at Norwegian Marine Technology Research Institute (Marintek ), indicated a reduction in fuel consumption of about 15% for our series of eleven 37,000 deadweight (dwt) vessels (Kvaerner class). Sea trials before and after the upgrade show an overall efficiency gain of more than 20%. With such excellent result we will also upgrade additional eight 40,000 dwt vessels (Poland class). The concept has been developed by Odfjell, in close cooperation with MAN Diesel &amp; Turbo, but also Grenaa Motorfabrik and ABB AS Turbocharging. The upgrade includes highly efficient Kappel propeller blades, fairing cone and rudder bulb, shaft generator gearbox and Odfjell determined settings.</span>\r\n\r\nDr. Kourosh Koushan, Research Manager at Marintek, acknowledges Odfjell’s initiative and says:\r\n- We are involved in many projects related to energy saving and the reduction of emissions. Odfjell is one of our clients showing great technological interest and willingness to apply energy saving measures to reduce emissions. In this particular project we documented an energy saving in excess of 15% for the Kvaerner class, which is high compared to many other vessels tested. In the second project for Odfjell we documented a saving of approximately 20% for the Poland class, which is exceptional.\r\n\r\n- The full scale sea trial for our 37,000 dwt vessel concluded with a 20% reduction. This is even better than the model test results and is as such highly satisfactory, says Helge Olsen, SVP Ship Management in Odfjell.\r\n\r\n<span style=\"color: #ff8000; font-size: medium;\">Implementation</span>\r\nIn August, Bow Clipper (37,000 dwt) was the first vessel to be upgraded. The successful upgrading of this Kvaerner class vessel was done during scheduled dry-docking. The remaining 18 vessels are planned to be upgraded within 2017.\r\n\r\n<span style=\"color: #ff8000; font-size: medium;\">Energy rating from D+ to A+</span>\r\nDue to the significant reduction in emissions the vessels, previously rated D+,  will improve the energy rating to A+ on the Rightship’s energy rating. As such the vessels will be as equally energy efficient as the eco-design vessels being built today. The last four newbuilding’s delivered to Odfjell are also rated A+. The upgraded vessels will result in Odfjell managing one of the most eco-friendly fleet within the chemical tanker segment.\r\n- This investment in vessel efficiency demonstrates Odfjell\'s leadership in environmental sustainability. It is also a smart move from a business perspective positioning Odfjell advantageously in the market, says Warwick Norman, CEO of RightShip.\r\n\r\n<span style=\"color: #666666; font-family: Arial;\">- This project shows Odfjell at its finest; it is a result of a true team effort, and demonstrate the deep know-how  of our organisation, says Kristian Mørch, CEO Odfjell SE</span>','ODFJELL to reduce fuel consumption and emission upto 20% with new propulsion concept','','publish','open','open','','odfjell-to-reduce-fuel-consumption-and-emission-upto20-with-new-propulsion-concept','','','2015-10-06 05:51:20','2015-10-06 05:51:20','',0,'http://myseatime.com/blogadm/?p=1097',0,'post','',0,79),(1098,1,'2015-10-06 05:45:38','2015-10-06 05:45:38','','Bow Clipper high res modified_opt','','inherit','open','open','','bow-clipper-high-res-modified_opt','','','2015-10-06 05:45:54','2015-10-06 05:45:54','',1097,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/Bow-Clipper-high-res-modified_opt.jpg',0,'attachment','image/jpeg',0,0),(1099,1,'2015-10-06 05:46:06','2015-10-06 05:46:06','<span style=\"color: #666666; font-family: Arial;\">Odfjell is upgrading the propulsion system for 19 vessels with new technology to optimise energy efficiency. The vessels will be equipped with new energy efficient propeller blades, rudder-bulb and will undergo technical upgrades of the main engine, turbo chargers and shaft generator. These combined upgrades will reduce fuel consumption and emissions by up to 20%. The vessels will be amongst the most energy efficient chemical tankers in the world, and will achieve the highest score on the Rightship energy rating, A+.\r\n<span style=\"color: #ff8000;\"><span style=\"font-size: medium;\">\r\n20% - A major achievement</span> </span>\r\nThe initial model tests, which were carried out at Norwegian Marine Technology Research Institute (Marintek ), indicated a reduction in fuel consumption of about 15% for our series of eleven 37,000 deadweight (dwt) vessels (Kvaerner class). Sea trials before and after the upgrade show an overall efficiency gain of more than 20%. With such excellent result we will also upgrade additional eight 40,000 dwt vessels (Poland class). The concept has been developed by Odfjell, in close cooperation with MAN Diesel &amp; Turbo, but also Grenaa Motorfabrik and ABB AS Turbocharging. The upgrade includes highly efficient Kappel propeller blades, fairing cone and rudder bulb, shaft generator gearbox and Odfjell determined settings.\r\n\r\nDr. Kourosh Koushan, Research Manager at Marintek, acknowledges Odfjell’s initiative and says:\r\n- We are involved in many projects related to energy saving and the reduction of emissions. Odfjell is one of our clients showing great technological interest and willingness to apply energy saving measures to reduce emissions. In this particular project we documented an energy saving in excess of 15% for the Kvaerner class, which is high compared to many other vessels tested. In the second project for Odfjell we documented a saving of approximately 20% for the Poland class, which is exceptional.\r\n\r\n- The full scale sea trial for our 37,000 dwt vessel concluded with a 20% reduction. This is even better than the model test results and is as such highly satisfactory, says Helge Olsen, SVP Ship Management in Odfjell.\r\n\r\n<span style=\"color: #ff8000; font-size: medium;\">Implementation</span>\r\nIn August, Bow Clipper (37,000 dwt) was the first vessel to be upgraded. The successful upgrading of this Kvaerner class vessel was done during scheduled dry-docking. The remaining 18 vessels are planned to be upgraded within 2017.\r\n\r\n<span style=\"color: #ff8000; font-size: medium;\">Energy rating from D+ to A+</span>\r\nDue to the significant reduction in emissions the vessels, previously rated D+,  will improve the energy rating to A+ on the Rightship’s energy rating. As such the vessels will be as equally energy efficient as the eco-design vessels being built today. The last four newbuilding’s delivered to Odfjell are also rated A+. The upgraded vessels will result in Odfjell managing one of the most eco-friendly fleet within the chemical tanker segment.\r\n- This investment in vessel efficiency demonstrates Odfjell\'s leadership in environmental sustainability. It is also a smart move from a business perspective positioning Odfjell advantageously in the market, says Warwick Norman, CEO of RightShip.</span>\r\n\r\n<span style=\"color: #666666; font-family: Arial;\">- This project shows Odfjell at its finest; it is a result of a true team effort, and demonstrate the deep know-how  of our organisation, says Kristian Mørch, CEO Odfjell SE</span>','ODFJELL to reduce fuel consumption and emission upto20% with new propulsion concept','','inherit','open','open','','1097-revision-v1','','','2015-10-06 05:46:06','2015-10-06 05:46:06','',1097,'http://myseatime.com/blogadm/1097-revision-v1/',0,'revision','',0,0),(1100,1,'2015-10-06 05:51:20','2015-10-06 05:51:20','<span style=\"color: #666666; font-family: Arial;\">Odfjell is upgrading the propulsion system for 19 vessels with new technology to optimise energy efficiency. The vessels will be equipped with new energy efficient propeller blades, rudder-bulb and will undergo technical upgrades of the main engine, turbo chargers and shaft generator. These combined upgrades will reduce fuel consumption and emissions by up to 20%. The vessels will be amongst the most energy efficient chemical tankers in the world, and will achieve the highest score on the Rightship energy rating, A+.\r\n<span style=\"color: #ff8000;\"><span style=\"font-size: medium;\">\r\n20% - A major achievement</span> </span>\r\nThe initial model tests, which were carried out at Norwegian Marine Technology Research Institute (Marintek ), indicated a reduction in fuel consumption of about 15% for our series of eleven 37,000 deadweight (dwt) vessels (Kvaerner class). Sea trials before and after the upgrade show an overall efficiency gain of more than 20%. With such excellent result we will also upgrade additional eight 40,000 dwt vessels (Poland class). The concept has been developed by Odfjell, in close cooperation with MAN Diesel &amp; Turbo, but also Grenaa Motorfabrik and ABB AS Turbocharging. The upgrade includes highly efficient Kappel propeller blades, fairing cone and rudder bulb, shaft generator gearbox and Odfjell determined settings.</span>\r\n\r\nDr. Kourosh Koushan, Research Manager at Marintek, acknowledges Odfjell’s initiative and says:\r\n- We are involved in many projects related to energy saving and the reduction of emissions. Odfjell is one of our clients showing great technological interest and willingness to apply energy saving measures to reduce emissions. In this particular project we documented an energy saving in excess of 15% for the Kvaerner class, which is high compared to many other vessels tested. In the second project for Odfjell we documented a saving of approximately 20% for the Poland class, which is exceptional.\r\n\r\n- The full scale sea trial for our 37,000 dwt vessel concluded with a 20% reduction. This is even better than the model test results and is as such highly satisfactory, says Helge Olsen, SVP Ship Management in Odfjell.\r\n\r\n<span style=\"color: #ff8000; font-size: medium;\">Implementation</span>\r\nIn August, Bow Clipper (37,000 dwt) was the first vessel to be upgraded. The successful upgrading of this Kvaerner class vessel was done during scheduled dry-docking. The remaining 18 vessels are planned to be upgraded within 2017.\r\n\r\n<span style=\"color: #ff8000; font-size: medium;\">Energy rating from D+ to A+</span>\r\nDue to the significant reduction in emissions the vessels, previously rated D+,  will improve the energy rating to A+ on the Rightship’s energy rating. As such the vessels will be as equally energy efficient as the eco-design vessels being built today. The last four newbuilding’s delivered to Odfjell are also rated A+. The upgraded vessels will result in Odfjell managing one of the most eco-friendly fleet within the chemical tanker segment.\r\n- This investment in vessel efficiency demonstrates Odfjell\'s leadership in environmental sustainability. It is also a smart move from a business perspective positioning Odfjell advantageously in the market, says Warwick Norman, CEO of RightShip.\r\n\r\n<span style=\"color: #666666; font-family: Arial;\">- This project shows Odfjell at its finest; it is a result of a true team effort, and demonstrate the deep know-how  of our organisation, says Kristian Mørch, CEO Odfjell SE</span>','ODFJELL to reduce fuel consumption and emission upto 20% with new propulsion concept','','inherit','open','open','','1097-revision-v1','','','2015-10-06 05:51:20','2015-10-06 05:51:20','',1097,'http://myseatime.com/blogadm/1097-revision-v1/',0,'revision','',0,0),(1101,3,'2015-10-08 17:24:38','2015-10-08 17:24:38','ClassNK  has commenced actual verification tests of its next-generation condition-based monitoring (CBM) system ClassNK CMAXS e-GICSX for Mitsui’s MAN B&amp;W engines. The system is being jointly developed by ClassNK, Mitsui Engineering &amp; Shipbuilding Co., Ltd., and MES Technoservice Co., Ltd. and the verification test is being conducted on a MOL-managed vessel with the cooperation of Mitsui O.S.K. Lines.\r\n\r\nClassNK CMAXS e-GICSX is unlike any other CBM system to date. Based on voyage data, including weather and sea condition, and machinery data collected from multiple sensors installed on the engine, ClassNK CMAXS e-GICSX can detect machinery abnormalities and, based on abnormality detection results, provide troubleshooting that can be accessed onboard even without an internet connection.\r\n\r\nClassNK CMAXS e-GICSX uses a sophisticated algorithm to analyze correlations between multiple sensing data. Through the use of this algorithm, precise abnormality detection is carried out based on voyage data and large amounts of data collected from the electronically controlled diesel engines. A total of three vessels from shipping companies including MOL Group have been installed with ClassNK CMAXS e-GICSX and the effectiveness of the abnormality detection results and troubleshooting function will be verified. The verification test will go on until spring 2016.\r\n\r\nClassNK will provide a system to increase the reliability of machinery and support a reduction in lifecycle costs. The next-generation condition-based monitoring system (ClassNK CMAXS) uses big data analysis technology and includes ClassNK CMAXS e-GICSX for Mitsui’s MAN B&amp;W engines.\r\n\r\nClassNK will also work together with machinery manufacturers to carry out a streamlined verification of the application of ClassNK CMAXS through vessel engine inspections.','ClassNK starts verification tests of next-generation condition-based engine monitoring system for MAN B&W engines on MOL vessel','','publish','open','open','','classnk-starts-verification-tests-of-next-generation-condition-based-engine-monitoring-system-for-man-bw-engines-on-mol-vessel','','','2015-10-08 17:24:38','2015-10-08 17:24:38','',0,'http://myseatime.com/blogadm/?p=1101',0,'post','',0,50),(1102,1,'2015-10-08 17:24:26','2015-10-08 17:24:26','','ClassNK','','inherit','open','open','','classnk-2','','','2015-10-08 17:24:26','2015-10-08 17:24:26','',1101,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/ClassNK.jpg',0,'attachment','image/jpeg',0,0),(1103,1,'2015-10-08 17:24:38','2015-10-08 17:24:38','ClassNK  has commenced actual verification tests of its next-generation condition-based monitoring (CBM) system ClassNK CMAXS e-GICSX for Mitsui’s MAN B&amp;W engines. The system is being jointly developed by ClassNK, Mitsui Engineering &amp; Shipbuilding Co., Ltd., and MES Technoservice Co., Ltd. and the verification test is being conducted on a MOL-managed vessel with the cooperation of Mitsui O.S.K. Lines.\r\n\r\nClassNK CMAXS e-GICSX is unlike any other CBM system to date. Based on voyage data, including weather and sea condition, and machinery data collected from multiple sensors installed on the engine, ClassNK CMAXS e-GICSX can detect machinery abnormalities and, based on abnormality detection results, provide troubleshooting that can be accessed onboard even without an internet connection.\r\n\r\nClassNK CMAXS e-GICSX uses a sophisticated algorithm to analyze correlations between multiple sensing data. Through the use of this algorithm, precise abnormality detection is carried out based on voyage data and large amounts of data collected from the electronically controlled diesel engines. A total of three vessels from shipping companies including MOL Group have been installed with ClassNK CMAXS e-GICSX and the effectiveness of the abnormality detection results and troubleshooting function will be verified. The verification test will go on until spring 2016.\r\n\r\nClassNK will provide a system to increase the reliability of machinery and support a reduction in lifecycle costs. The next-generation condition-based monitoring system (ClassNK CMAXS) uses big data analysis technology and includes ClassNK CMAXS e-GICSX for Mitsui’s MAN B&amp;W engines.\r\n\r\nClassNK will also work together with machinery manufacturers to carry out a streamlined verification of the application of ClassNK CMAXS through vessel engine inspections.','ClassNK starts verification tests of next-generation condition-based engine monitoring system for MAN B&W engines on MOL vessel','','inherit','open','open','','1101-revision-v1','','','2015-10-08 17:24:38','2015-10-08 17:24:38','',1101,'http://myseatime.com/blogadm/1101-revision-v1/',0,'revision','',0,0),(1104,117,'2015-10-09 04:24:42','0000-00-00 00:00:00','Shimla','myseatime_5617418a84abe','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1105,3,'2015-10-09 07:59:37','2015-10-09 07:59:37','World\'s largest travel and leisure company invests more than $20 million to add third berth, increasing number of visits its 10 global brands can make to Caribbean\'s most-visited destination\r\n\r\nCarnival Corporation, the world\'s largest travel and leisure company, today officially opened an all-new, highly anticipated expansion of its operations in Cozumel, Mexico, adding a third berth to the company\'s pier at Puerta Maya, the most popular cruise destination in the Caribbean.\r\n\r\nWith an investment of more than $20 million, the all-new \"arm\" was added to the company\'s existing pier to allow three ships to be moored at the terminal at the same time. To mark the occasion, three of the company\'s ships – Carnival Breeze, Carnival Freedom and Carnival Triumph – arrived today and became the first trio of ships to use the new three-berth pier. The pier will accommodate any ship across Carnival Corporation\'s 10 brands, including its next-generation ships.\r\n\r\nWith 3.3 million cruise guests annually, Cozumel is the busiest cruise destination in the Caribbean, the world\'s largest global cruise market. Carnival Corporation\'s extra capacity with the expanded pier will allow more ships to call on Cozumel, increasing the number of guests who can visit the destination while also providing a significant economic boost to the local economy. In 2014, about 1.5 million Carnival Corporation guests visited Puerta Maya on 25 different ships originating from eight homeports and two countries across six of the company\'s brands, and the company expects this to grow over the years with the added capacity at the port.\r\n\r\n\"Cozumel is the Caribbean\'s most visited cruise ship destination and consistently receives high ratings from our guests,\" said Giora Israel, senior vice president of global port and destination development for Carnival Corporation. \"So the destination is in demand by our guests, and we are excited about officially opening the third berth to our pier, since it gives our brands greater flexibility for visiting Cozumel and more of our guests the opportunity to enjoy the island.\"\r\n\r\nWhile the new berth has been in the planning stages since 2005, work started on the new pier in May 2014. The existing two-berth pier was re-opened in October 2008, following an extensive $50 million reconstruction to repair the damage caused by Hurricane Wilma in 2005 which included destruction of the original pier. The rebuilt two-berth pier and the all-new arm providing a third berth at the pier have been constructed to withstand a threshold category 5 hurricane, in addition to being able to accommodate any ship in Carnival Corporation\'s fleet.\r\n\r\n\"While this is a major milestone for our company, it is also a memorable day for our business partners in Mexico,\" said Israel. \"Without their collaboration, this project would not have been possible, and we extend our appreciation for their openness and cooperation. We are looking forward to how the expansion of our pier will have an important economic impact on jobs and opportunity for locals. Cozumel, one of the jewels of the Caribbean, has come a long way since it was devastated in 2005 by Hurricane Wilma. It is rewarding to see the island flourishing. And now, with today\'s opening of our third berth, even more of our guests will be able to make Cozumel part of their vacation experience.\"\r\n\r\nThe Puerta Maya pier and welcome cruise center is located on the southwestern part of Cozumel, approximately five miles south of San Miguel, the island\'s largest city. The cruise center houses over 50 different outlets offering apparel, fine jewelry, artwork and other merchandise from recognizable retailers such as Milano Jewelers, Del Sol, Piranha Joe\'s, Dufry and Diamonds International. The facility also features 15 stand-alone carts where local merchants market colorful handmade crafts, costume jewelry and souvenirs.\r\n\r\nIn April 2015, the expansive cruise center opened the world\'s first underwater oxygen bar. Called <a href=\"http://www.clear-lounge.com/oxygen-bar/\" target=\"_blank\" rel=\"nofollow\">Clear Lounge</a>, the 13,000-gallon freestanding aquarium provides guests with a unique 20-minute experience underwater. Guests enter the bar wearing a high-tech Sea Trek helmet, a specially designed clear diving helmet, which provides a mixture of oxygen and aromatherapy. Bartenders serve up oxygen-enriched smoothies. The lounge also features the world\'s first underwater photo booth, complete with a variety of props, from sunglasses to martini glasses. Guests can play games such as Jenga, write on message boards and target practice with high-powered bubble guns.\r\n\r\nOn-site dining options within the Puerta Maya complex include the Tres Amigos Bar, a theme restaurant inspired by the 1986 hit movie \"Three Amigos\" starring Steve Martin, Chevy Chase and Martin Short. The waterfront eatery -- the first of its kind in the Caribbean -- offers traditional Mexican fare, along with an extensive beverage menu.\r\n\r\nAlso featured is Pancho\'s Backyard, an outpost of the popular downtown Cozumel eatery featuring magnificent ocean views, as well as Fat Tuesday, a waterfront bar offering frozen drinks and light snacks, along with a DJ and dance floor.\r\n\r\nThe shore excursion pier, separate from the main pier, allows for quick and convenient access to water-bound excursions serving both the mainland of the state of Quintana Roo and island of Cozumel.\r\n\r\nPuerta Maya, one of three cruise terminals in Cozumel, is owned by Carnival Corporation. Carnival Corporation operates five additional global ports, including the newly opened Amber Cove in Dominican Republic; Palacruceros in Barcelona, Spain; Grand Turk Cruise Center in Turks and Caicos Islands; Mahogany Bay in Roatan, Honduras; and Long Beach in California. The company also operates two private island destinations in the Caribbean, Princess Cays and Half Moon Cay. In total, Carnival Corporation cruise ships visit over 725 ports of call around the world.','Carnival Corporation Adds Third Berth to Cozumel Pier','','publish','open','open','','carnival-corporation-adds-third-berth-to-cozumel-pier','','','2015-10-09 08:01:14','2015-10-09 08:01:14','',0,'http://myseatime.com/blogadm/?p=1105',0,'post','',0,52),(1106,1,'2015-10-09 07:59:20','2015-10-09 07:59:20','Carnival Corporation','Carnival Corporation plc Three-Berth Pier','','inherit','open','open','','carnival-corporation-plc-three-berth-pier','','','2015-10-09 07:59:28','2015-10-09 07:59:28','',1105,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/carnival.jpg',0,'attachment','image/jpeg',0,0),(1107,1,'2015-10-09 07:59:37','2015-10-09 07:59:37','<center><b>World\'s largest travel and leisure company invests more than $20 million to add third berth, increasing number of visits its 10 global brands can make to Caribbean\'s most-visited destination</b></center>\r\n<div class=\"xn-content\">\r\n\r\n<a href=\"http://phx.corporate-ir.net/phoenix.zhtml?c=140690&amp;p=irol-index\" target=\"_blank\" rel=\"nofollow\">Carnival Corporation &amp; plc</a> , the world\'s largest travel and leisure company, today officially opened an all-new, highly anticipated expansion of its operations in Cozumel, Mexico, adding a third berth to the company\'s pier at Puerta Maya, the most popular cruise destination in the Caribbean.\r\n\r\nWith an investment of more than $20 million, the all-new \"arm\" was added to the company\'s existing pier to allow three ships to be moored at the terminal at the same time. To mark the occasion, three of the company\'s ships – Carnival Breeze, Carnival Freedom and Carnival Triumph – arrived today and became the first trio of ships to use the new three-berth pier. The pier will accommodate any ship across Carnival Corporation\'s 10 brands, including its next-generation ships.\r\n\r\nWith 3.3 million cruise guests annually, Cozumel is the busiest cruise destination in the Caribbean, the world\'s largest global cruise market. Carnival Corporation\'s extra capacity with the expanded pier will allow more ships to call on Cozumel, increasing the number of guests who can visit the destination while also providing a significant economic boost to the local economy. In 2014, about 1.5 million Carnival Corporation guests visited Puerta Maya on 25 different ships originating from eight homeports and two countries across six of the company\'s brands, and the company expects this to grow over the years with the added capacity at the port.\r\n\r\n\"Cozumel is the Caribbean\'s most visited cruise ship destination and consistently receives high ratings from our guests,\" said Giora Israel, senior vice president of global port and destination development for Carnival Corporation. \"So the destination is in demand by our guests, and we are excited about officially opening the third berth to our pier, since it gives our brands greater flexibility for visiting Cozumel and more of our guests the opportunity to enjoy the island.\"\r\n\r\nWhile the new berth has been in the planning stages since 2005, work started on the new pier in May 2014. The existing two-berth pier was re-opened in October 2008, following an extensive $50 million reconstruction to repair the damage caused by Hurricane Wilma in 2005 which included destruction of the original pier. The rebuilt two-berth pier and the all-new arm providing a third berth at the pier have been constructed to withstand a threshold category 5 hurricane, in addition to being able to accommodate any ship in Carnival Corporation\'s fleet.\r\n\r\n\"While this is a major milestone for our company, it is also a memorable day for our business partners in Mexico,\" said Israel. \"Without their collaboration, this project would not have been possible, and we extend our appreciation for their openness and cooperation. We are looking forward to how the expansion of our pier will have an important economic impact on jobs and opportunity for locals. Cozumel, one of the jewels of the Caribbean, has come a long way since it was devastated in 2005 by Hurricane Wilma. It is rewarding to see the island flourishing. And now, with today\'s opening of our third berth, even more of our guests will be able to make Cozumel part of their vacation experience.\"\r\n\r\nThe Puerta Maya pier and welcome cruise center is located on the southwestern part of Cozumel, approximately five miles south of San Miguel, the island\'s largest city. The cruise center houses over 50 different outlets offering apparel, fine jewelry, artwork and other merchandise from recognizable retailers such as Milano Jewelers, Del Sol, Piranha Joe\'s, Dufry and Diamonds International. The facility also features 15 stand-alone carts where local merchants market colorful handmade crafts, costume jewelry and souvenirs.\r\n\r\nIn April 2015, the expansive cruise center opened the world\'s first underwater oxygen bar. Called <a href=\"http://www.clear-lounge.com/oxygen-bar/\" target=\"_blank\" rel=\"nofollow\">Clear Lounge</a>, the 13,000-gallon freestanding aquarium provides guests with a unique 20-minute experience underwater. Guests enter the bar wearing a high-tech Sea Trek helmet, a specially designed clear diving helmet, which provides a mixture of oxygen and aromatherapy. Bartenders serve up oxygen-enriched smoothies. The lounge also features the world\'s first underwater photo booth, complete with a variety of props, from sunglasses to martini glasses. Guests can play games such as Jenga, write on message boards and target practice with high-powered bubble guns.\r\n\r\nOn-site dining options within the Puerta Maya complex include the Tres Amigos Bar, a theme restaurant inspired by the 1986 hit movie \"Three Amigos\" starring Steve Martin, Chevy Chase and Martin Short. The waterfront eatery -- the first of its kind in the Caribbean -- offers traditional Mexican fare, along with an extensive beverage menu.\r\n\r\nAlso featured is Pancho\'s Backyard, an outpost of the popular downtown Cozumel eatery featuring magnificent ocean views, as well as Fat Tuesday, a waterfront bar offering frozen drinks and light snacks, along with a DJ and dance floor.\r\n\r\nThe shore excursion pier, separate from the main pier, allows for quick and convenient access to water-bound excursions serving both the mainland of the state of Quintana Roo and island of Cozumel.\r\n\r\nPuerta Maya, one of three cruise terminals in Cozumel, is owned by Carnival Corporation. Carnival Corporation operates five additional global ports, including the newly opened Amber Cove in Dominican Republic; Palacruceros in Barcelona, Spain; Grand Turk Cruise Center in Turks and Caicos Islands; Mahogany Bay in Roatan, Honduras; and Long Beach in California. The company also operates two private island destinations in the Caribbean, Princess Cays and Half Moon Cay. In total, Carnival Corporation cruise ships visit over 725 ports of call around the world.\r\n\r\n</div>','Carnival Corporation Adds Third Berth to Cozumel Pier','','inherit','open','open','','1105-revision-v1','','','2015-10-09 07:59:37','2015-10-09 07:59:37','',1105,'http://myseatime.com/blogadm/1105-revision-v1/',0,'revision','',0,0),(1108,1,'2015-10-09 08:00:37','2015-10-09 08:00:37','World\'s largest travel and leisure company invests more than $20 million to add third berth, increasing number of visits its 10 global brands can make to Caribbean\'s most-visited destination\r\n\r\n\r\nCarnival Corporation, the world\'s largest travel and leisure company, today officially opened an all-new, highly anticipated expansion of its operations in Cozumel, Mexico, adding a third berth to the company\'s pier at Puerta Maya, the most popular cruise destination in the Caribbean.\r\n\r\nWith an investment of more than $20 million, the all-new \"arm\" was added to the company\'s existing pier to allow three ships to be moored at the terminal at the same time. To mark the occasion, three of the company\'s ships – Carnival Breeze, Carnival Freedom and Carnival Triumph – arrived today and became the first trio of ships to use the new three-berth pier. The pier will accommodate any ship across Carnival Corporation\'s 10 brands, including its next-generation ships.\r\n\r\nWith 3.3 million cruise guests annually, Cozumel is the busiest cruise destination in the Caribbean, the world\'s largest global cruise market. Carnival Corporation\'s extra capacity with the expanded pier will allow more ships to call on Cozumel, increasing the number of guests who can visit the destination while also providing a significant economic boost to the local economy. In 2014, about 1.5 million Carnival Corporation guests visited Puerta Maya on 25 different ships originating from eight homeports and two countries across six of the company\'s brands, and the company expects this to grow over the years with the added capacity at the port.\r\n\r\n\"Cozumel is the Caribbean\'s most visited cruise ship destination and consistently receives high ratings from our guests,\" said Giora Israel, senior vice president of global port and destination development for Carnival Corporation. \"So the destination is in demand by our guests, and we are excited about officially opening the third berth to our pier, since it gives our brands greater flexibility for visiting Cozumel and more of our guests the opportunity to enjoy the island.\"\r\n\r\nWhile the new berth has been in the planning stages since 2005, work started on the new pier in May 2014. The existing two-berth pier was re-opened in October 2008, following an extensive $50 million reconstruction to repair the damage caused by Hurricane Wilma in 2005 which included destruction of the original pier. The rebuilt two-berth pier and the all-new arm providing a third berth at the pier have been constructed to withstand a threshold category 5 hurricane, in addition to being able to accommodate any ship in Carnival Corporation\'s fleet.\r\n\r\n\"While this is a major milestone for our company, it is also a memorable day for our business partners in Mexico,\" said Israel. \"Without their collaboration, this project would not have been possible, and we extend our appreciation for their openness and cooperation. We are looking forward to how the expansion of our pier will have an important economic impact on jobs and opportunity for locals. Cozumel, one of the jewels of the Caribbean, has come a long way since it was devastated in 2005 by Hurricane Wilma. It is rewarding to see the island flourishing. And now, with today\'s opening of our third berth, even more of our guests will be able to make Cozumel part of their vacation experience.\"\r\n\r\nThe Puerta Maya pier and welcome cruise center is located on the southwestern part of Cozumel, approximately five miles south of San Miguel, the island\'s largest city. The cruise center houses over 50 different outlets offering apparel, fine jewelry, artwork and other merchandise from recognizable retailers such as Milano Jewelers, Del Sol, Piranha Joe\'s, Dufry and Diamonds International. The facility also features 15 stand-alone carts where local merchants market colorful handmade crafts, costume jewelry and souvenirs.\r\n\r\nIn April 2015, the expansive cruise center opened the world\'s first underwater oxygen bar. Called <a href=\"http://www.clear-lounge.com/oxygen-bar/\" target=\"_blank\" rel=\"nofollow\">Clear Lounge</a>, the 13,000-gallon freestanding aquarium provides guests with a unique 20-minute experience underwater. Guests enter the bar wearing a high-tech Sea Trek helmet, a specially designed clear diving helmet, which provides a mixture of oxygen and aromatherapy. Bartenders serve up oxygen-enriched smoothies. The lounge also features the world\'s first underwater photo booth, complete with a variety of props, from sunglasses to martini glasses. Guests can play games such as Jenga, write on message boards and target practice with high-powered bubble guns.\r\n\r\nOn-site dining options within the Puerta Maya complex include the Tres Amigos Bar, a theme restaurant inspired by the 1986 hit movie \"Three Amigos\" starring Steve Martin, Chevy Chase and Martin Short. The waterfront eatery -- the first of its kind in the Caribbean -- offers traditional Mexican fare, along with an extensive beverage menu.\r\n\r\nAlso featured is Pancho\'s Backyard, an outpost of the popular downtown Cozumel eatery featuring magnificent ocean views, as well as Fat Tuesday, a waterfront bar offering frozen drinks and light snacks, along with a DJ and dance floor.\r\n\r\nThe shore excursion pier, separate from the main pier, allows for quick and convenient access to water-bound excursions serving both the mainland of the state of Quintana Roo and island of Cozumel.\r\n\r\nPuerta Maya, one of three cruise terminals in Cozumel, is owned by Carnival Corporation. Carnival Corporation operates five additional global ports, including the newly opened Amber Cove in Dominican Republic; Palacruceros in Barcelona, Spain; Grand Turk Cruise Center in Turks and Caicos Islands; Mahogany Bay in Roatan, Honduras; and Long Beach in California. The company also operates two private island destinations in the Caribbean, Princess Cays and Half Moon Cay. In total, Carnival Corporation cruise ships visit over 725 ports of call around the world.\r\n\r\n</div>','Carnival Corporation Adds Third Berth to Cozumel Pier','','inherit','open','open','','1105-revision-v1','','','2015-10-09 08:00:37','2015-10-09 08:00:37','',1105,'http://myseatime.com/blogadm/1105-revision-v1/',0,'revision','',0,0),(1109,1,'2015-10-09 08:01:14','2015-10-09 08:01:14','World\'s largest travel and leisure company invests more than $20 million to add third berth, increasing number of visits its 10 global brands can make to Caribbean\'s most-visited destination\r\n\r\nCarnival Corporation, the world\'s largest travel and leisure company, today officially opened an all-new, highly anticipated expansion of its operations in Cozumel, Mexico, adding a third berth to the company\'s pier at Puerta Maya, the most popular cruise destination in the Caribbean.\r\n\r\nWith an investment of more than $20 million, the all-new \"arm\" was added to the company\'s existing pier to allow three ships to be moored at the terminal at the same time. To mark the occasion, three of the company\'s ships – Carnival Breeze, Carnival Freedom and Carnival Triumph – arrived today and became the first trio of ships to use the new three-berth pier. The pier will accommodate any ship across Carnival Corporation\'s 10 brands, including its next-generation ships.\r\n\r\nWith 3.3 million cruise guests annually, Cozumel is the busiest cruise destination in the Caribbean, the world\'s largest global cruise market. Carnival Corporation\'s extra capacity with the expanded pier will allow more ships to call on Cozumel, increasing the number of guests who can visit the destination while also providing a significant economic boost to the local economy. In 2014, about 1.5 million Carnival Corporation guests visited Puerta Maya on 25 different ships originating from eight homeports and two countries across six of the company\'s brands, and the company expects this to grow over the years with the added capacity at the port.\r\n\r\n\"Cozumel is the Caribbean\'s most visited cruise ship destination and consistently receives high ratings from our guests,\" said Giora Israel, senior vice president of global port and destination development for Carnival Corporation. \"So the destination is in demand by our guests, and we are excited about officially opening the third berth to our pier, since it gives our brands greater flexibility for visiting Cozumel and more of our guests the opportunity to enjoy the island.\"\r\n\r\nWhile the new berth has been in the planning stages since 2005, work started on the new pier in May 2014. The existing two-berth pier was re-opened in October 2008, following an extensive $50 million reconstruction to repair the damage caused by Hurricane Wilma in 2005 which included destruction of the original pier. The rebuilt two-berth pier and the all-new arm providing a third berth at the pier have been constructed to withstand a threshold category 5 hurricane, in addition to being able to accommodate any ship in Carnival Corporation\'s fleet.\r\n\r\n\"While this is a major milestone for our company, it is also a memorable day for our business partners in Mexico,\" said Israel. \"Without their collaboration, this project would not have been possible, and we extend our appreciation for their openness and cooperation. We are looking forward to how the expansion of our pier will have an important economic impact on jobs and opportunity for locals. Cozumel, one of the jewels of the Caribbean, has come a long way since it was devastated in 2005 by Hurricane Wilma. It is rewarding to see the island flourishing. And now, with today\'s opening of our third berth, even more of our guests will be able to make Cozumel part of their vacation experience.\"\r\n\r\nThe Puerta Maya pier and welcome cruise center is located on the southwestern part of Cozumel, approximately five miles south of San Miguel, the island\'s largest city. The cruise center houses over 50 different outlets offering apparel, fine jewelry, artwork and other merchandise from recognizable retailers such as Milano Jewelers, Del Sol, Piranha Joe\'s, Dufry and Diamonds International. The facility also features 15 stand-alone carts where local merchants market colorful handmade crafts, costume jewelry and souvenirs.\r\n\r\nIn April 2015, the expansive cruise center opened the world\'s first underwater oxygen bar. Called <a href=\"http://www.clear-lounge.com/oxygen-bar/\" target=\"_blank\" rel=\"nofollow\">Clear Lounge</a>, the 13,000-gallon freestanding aquarium provides guests with a unique 20-minute experience underwater. Guests enter the bar wearing a high-tech Sea Trek helmet, a specially designed clear diving helmet, which provides a mixture of oxygen and aromatherapy. Bartenders serve up oxygen-enriched smoothies. The lounge also features the world\'s first underwater photo booth, complete with a variety of props, from sunglasses to martini glasses. Guests can play games such as Jenga, write on message boards and target practice with high-powered bubble guns.\r\n\r\nOn-site dining options within the Puerta Maya complex include the Tres Amigos Bar, a theme restaurant inspired by the 1986 hit movie \"Three Amigos\" starring Steve Martin, Chevy Chase and Martin Short. The waterfront eatery -- the first of its kind in the Caribbean -- offers traditional Mexican fare, along with an extensive beverage menu.\r\n\r\nAlso featured is Pancho\'s Backyard, an outpost of the popular downtown Cozumel eatery featuring magnificent ocean views, as well as Fat Tuesday, a waterfront bar offering frozen drinks and light snacks, along with a DJ and dance floor.\r\n\r\nThe shore excursion pier, separate from the main pier, allows for quick and convenient access to water-bound excursions serving both the mainland of the state of Quintana Roo and island of Cozumel.\r\n\r\nPuerta Maya, one of three cruise terminals in Cozumel, is owned by Carnival Corporation. Carnival Corporation operates five additional global ports, including the newly opened Amber Cove in Dominican Republic; Palacruceros in Barcelona, Spain; Grand Turk Cruise Center in Turks and Caicos Islands; Mahogany Bay in Roatan, Honduras; and Long Beach in California. The company also operates two private island destinations in the Caribbean, Princess Cays and Half Moon Cay. In total, Carnival Corporation cruise ships visit over 725 ports of call around the world.','Carnival Corporation Adds Third Berth to Cozumel Pier','','inherit','open','open','','1105-revision-v1','','','2015-10-09 08:01:14','2015-10-09 08:01:14','',1105,'http://myseatime.com/blogadm/1105-revision-v1/',0,'revision','',0,0),(1110,3,'2015-10-09 08:08:34','2015-10-09 08:08:34','Slowing global trade and a bloated orderbook of large vessel capacity mean that container shipping is set for another three years of overcapacity and financial pain, according to the latest Container Forecaster report published by global shipping consultancy Drewry.\r\n\r\n&nbsp;\r\n\r\nThe recent slowdown in world trade has forced Drewry to halve its forecast for container shipping growth for this year to just 2.2% and revise down estimates for future years. Meanwhile, an additional 1.6 million teu of new capacity is being added to the fleet this year, equating to a growth rate of 7.7%. As a result, Drewry’s Global Supply/Demand Index, a measure of the relative balance of vessel capacity and cargo demand in the market where 100 equals equilibrium, has fallen to a reading of 91 in 2015, its lowest level since the recession ravaged year of 2009.\r\n\r\n&nbsp;\r\n\r\nConsequently, spot freight rates across most key trades have fallen to historical lows, particularly on the Asia to Europe, Asia to East Coast of South America and Asia to Middle East trades. Carrier reliance on the monthly GRI mechanism and void sailings to adjust capacity has not worked.\r\n\r\n&nbsp;\r\n\r\n“Were it not for the recent fall in bunker prices, shipping lines would be losing money,” said Neil Dekker, Drewry’s director of container shipping research. “They cannot continue to rely on this unexpected gift to maintain profitability.”\r\n\r\n&nbsp;\r\n\r\nSome carriers have started to take more radical action by removing significant capacity from certain trades. Two alliances have each removed a single loop in the Asia to North Europe trade and the G6 alliance has taken out two strings this winter in the transpacific trade, although this is part of their usual winter re-deployment. On the smaller trades, Maersk has removed its smallest service on the Europe-South Asia route. After a horrific year, five carriers decided to suspend their weekly service of Panamax ships operating between Asia and East Coast South America, which will remove around 6% of operational capacity.\r\n\r\n&nbsp;\r\n\r\nHowever, with a further 1.3 million teu due to join the global fleet in 2016, many routes that are currently experiencing problems will be further hindered by new deliveries and the continued global cascade. Drewry forecasts that its Global Supply/Demand Index will fall to its lowest level on record over the next few years, indicating that the overhang of excess capacity will be even greater than that experienced in 2009.\r\n\r\n&nbsp;\r\n\r\n“The container shipping industry is in the midst of an over-capacity crisis which will worsen next year,” warned Dekker. “How carriers and tramp owners address the overcapacity situation will influence the duration of the crisis. Shipping lines will need to idle a much larger portion of the fleet than they have hitherto been prepared to do. Otherwise, short of an unexpected recovery in traffic volumes, container shipping is set for several years of overcapacity and mounting financial losses.\"\r\n\r\n&nbsp;\r\n\r\nSource: Drewry\r\nPhoto Credit: Aljazeera.com','Container Shipping Faces More Overcapacity and Financial Pain','','publish','open','open','','container-shipping-faces-more-overcapacity-and-financial-pain','','','2015-10-23 15:35:40','2015-10-23 15:35:40','',0,'http://myseatime.com/blogadm/?p=1110',0,'post','',0,162),(1111,1,'2015-10-09 08:07:25','2015-10-09 08:07:25','Source: Aljazeera.com','container_ship','','inherit','open','open','','container_ship','','','2015-10-09 08:08:16','2015-10-09 08:08:16','',1110,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/container_ship.jpg',0,'attachment','image/jpeg',0,0),(1112,1,'2015-10-09 08:08:34','2015-10-09 08:08:34','Slowing global trade and a bloated orderbook of large vessel capacity mean that container shipping is set for another three years of overcapacity and financial pain, according to the latest Container Forecaster report published by global shipping consultancy Drewry.\r\n\r\nThe recent slowdown in world trade has forced Drewry to halve its forecast for container shipping growth for this year to just 2.2% and revise down estimates for future years. Meanwhile, an additional 1.6 million teu of new capacity is being added to the fleet this year, equating to a growth rate of 7.7%. As a result, Drewry’s Global Supply/Demand Index, a measure of the relative balance of vessel capacity and cargo demand in the market where 100 equals equilibrium, has fallen to a reading of 91 in 2015, its lowest level since the recession ravaged year of 2009.\r\n\r\nConsequently, spot freight rates across most key trades have fallen to historical lows, particularly on the Asia to Europe, Asia to East Coast of South America and Asia to Middle East trades. Carrier reliance on the monthly GRI mechanism and void sailings to adjust capacity has not worked.\r\n\r\n“Were it not for the recent fall in bunker prices, shipping lines would be losing money,” said Neil Dekker, Drewry’s director of container shipping research. “They cannot continue to rely on this unexpected gift to maintain profitability.”\r\n\r\nSome carriers have started to take more radical action by removing significant capacity from certain trades. Two alliances have each removed a single loop in the Asia to North Europe trade and the G6 alliance has taken out two strings this winter in the transpacific trade, although this is part of their usual winter re-deployment. On the smaller trades, Maersk has removed its smallest service on the Europe-South Asia route. After a horrific year, five carriers decided to suspend their weekly service of Panamax ships operating between Asia and East Coast South America, which will remove around 6% of operational capacity.\r\n\r\nHowever, with a further 1.3 million teu due to join the global fleet in 2016, many routes that are currently experiencing problems will be further hindered by new deliveries and the continued global cascade. Drewry forecasts that its Global Supply/Demand Index will fall to its lowest level on record over the next few years, indicating that the overhang of excess capacity will be even greater than that experienced in 2009.\r\n\r\n“The container shipping industry is in the midst of an over-capacity crisis which will worsen next year,” warned Dekker. “How carriers and tramp owners address the overcapacity situation will influence the duration of the crisis. Shipping lines will need to idle a much larger portion of the fleet than they have hitherto been prepared to do. Otherwise, short of an unexpected recovery in traffic volumes, container shipping is set for several years of overcapacity and mounting financial losses.\"\r\n\r\nSource: Drewry\r\nPhoto Credit: Aljazeera.com','Container Shipping Faces More Overcapacity and Financial Pain','','inherit','open','open','','1110-revision-v1','','','2015-10-09 08:08:34','2015-10-09 08:08:34','',1110,'http://myseatime.com/blogadm/1110-revision-v1/',0,'revision','',0,0),(1113,3,'2015-10-09 08:29:35','2015-10-09 08:29:35','Organisations representing the global shipping and oil industry have announced that the size of the ‘High Risk Area’ for piracy in the Indian Ocean has been reduced and issued new advice to merchant ship operators.\r\nThis reduction to the High Risk Area is in response to the ongoing containment of pirate attacks in the Indian Ocean, but a group of shipping and oil industry organisations (BIMCO, International Chamber of Shipping (ICS), Intercargo, INTERTANKO and the Oil Companies International Marine Forum (OCIMF) stressed that a serious threat remains and that correct reporting and vigilance remains crucial.\r\n\r\nThe reduction of the High Risk Area takes full account of recent shipping industry experience, and follows extensive consultation with governments through the diplomatic Contact Group on Piracy off the Coast of Somalia, and military naval forces, including NATO, Combined Maritime Forces and EU NAVFOR, which continue to provide vital protection to shipping. \r\nThe new industry advice, which takes effect from 1 December, changes that currently contained in the latest edition of Best Management Practices for Protection against Somali Based Piracy (BMP 4), which is jointly produced by the industry group.    \r\nThe amendment to BMP 4 that relates to this issue can be downloaded via each shipping organisations’ website (as can BMP4) – a direct link to it on the BIMCO site is here.\r\n\r\nIn summary: \r\nThe area previously classified as “high risk” now forms only a part of  the area called the Voluntary Reporting Area (VRA)\r\nShips entering the VRA must still register with the Maritime Security Centre for the Horn of Africa (MSCHOA) and report to the United Kingdom Marine Trade Operations (UKMTO) to be monitored during transit;\r\nPre-transit risk assessments should take into account the latest information from both the Voluntary Reporting Area and High Risk Area.\r\n   \r\nThe industry associations further emphasised that in view of the continuing high risk of pirate attack, shipping companies must continue to maintain full compliance with the BMP and be vigilant in their voluntary reporting on piracy incidents, sighting of potential pirates, and any suspicious activity – as this provides crucial intelligence on risk levels in the area.\r\n\r\n\r\nSource: BIMCO\r\nPhoto Credit: www.un.org','Vigilance still crucial as piracy High Risk Area in the Indian Ocean reduced, says Global shipping & oil industries','','publish','open','open','','vigilance-still-crucial-as-piracy-high-risk-area-in-the-indian-ocean-reduced-says-global-shipping-oil-industries','','','2015-10-09 08:30:27','2015-10-09 08:30:27','',0,'http://myseatime.com/blogadm/?p=1113',0,'post','',0,92),(1114,1,'2015-10-09 08:29:12','2015-10-09 08:29:12','Source: www.un.org','Piracy','','inherit','open','open','','piracy','','','2015-10-09 08:29:30','2015-10-09 08:29:30','',1113,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/Piracy.jpg',0,'attachment','image/jpeg',0,0),(1115,1,'2015-10-09 08:29:35','2015-10-09 08:29:35','Organisations representing the global shipping and oil industry have announced that the size of the ‘High Risk Area’ for piracy in the Indian Ocean has been reduced and issued new advice to merchant ship operators.\r\nThis reduction to the High Risk Area is in response to the ongoing containment of pirate attacks in the Indian Ocean, but a group of shipping and oil industry organisations (BIMCO, International Chamber of Shipping (ICS), Intercargo, INTERTANKO and the Oil Companies International Marine Forum (OCIMF) stressed that a serious threat remains and that correct reporting and vigilance remains crucial.\r\n\r\nThe reduction of the High Risk Area takes full account of recent shipping industry experience, and follows extensive consultation with governments through the diplomatic Contact Group on Piracy off the Coast of Somalia, and military naval forces, including NATO, Combined Maritime Forces and EU NAVFOR, which continue to provide vital protection to shipping. \r\nThe new industry advice, which takes effect from 1 December, changes that currently contained in the latest edition of Best Management Practices for Protection against Somali Based Piracy (BMP 4), which is jointly produced by the industry group.    \r\nThe amendment to BMP 4 that relates to this issue can be downloaded via each shipping organisations’ website (as can BMP4) – a direct link to it on the BIMCO site is here.\r\n\r\nIn summary: \r\nThe area previously classified as “high risk” now forms only a part of  the area called the Voluntary Reporting Area (VRA)\r\nShips entering the VRA must still register with the Maritime Security Centre for the Horn of Africa (MSCHOA) and report to the United Kingdom Marine Trade Operations (UKMTO) to be monitored during transit;\r\nPre-transit risk assessments should take into account the latest information from both the Voluntary Reporting Area and High Risk Area.\r\n   \r\nThe industry associations further emphasised that in view of the continuing high risk of pirate attack, shipping companies must continue to maintain full compliance with the BMP and be vigilant in their voluntary reporting on piracy incidents, sighting of potential pirates, and any suspicious activity – as this provides crucial intelligence on risk levels in the area.\r\n\r\nSource: BIMCO','Vigilance still crucial as piracy High Risk Area in the Indian Ocean reduced, says Global shipping & oil industries','','inherit','open','open','','1113-revision-v1','','','2015-10-09 08:29:35','2015-10-09 08:29:35','',1113,'http://myseatime.com/blogadm/1113-revision-v1/',0,'revision','',0,0),(1116,1,'2015-10-09 08:30:27','2015-10-09 08:30:27','Organisations representing the global shipping and oil industry have announced that the size of the ‘High Risk Area’ for piracy in the Indian Ocean has been reduced and issued new advice to merchant ship operators.\r\nThis reduction to the High Risk Area is in response to the ongoing containment of pirate attacks in the Indian Ocean, but a group of shipping and oil industry organisations (BIMCO, International Chamber of Shipping (ICS), Intercargo, INTERTANKO and the Oil Companies International Marine Forum (OCIMF) stressed that a serious threat remains and that correct reporting and vigilance remains crucial.\r\n\r\nThe reduction of the High Risk Area takes full account of recent shipping industry experience, and follows extensive consultation with governments through the diplomatic Contact Group on Piracy off the Coast of Somalia, and military naval forces, including NATO, Combined Maritime Forces and EU NAVFOR, which continue to provide vital protection to shipping. \r\nThe new industry advice, which takes effect from 1 December, changes that currently contained in the latest edition of Best Management Practices for Protection against Somali Based Piracy (BMP 4), which is jointly produced by the industry group.    \r\nThe amendment to BMP 4 that relates to this issue can be downloaded via each shipping organisations’ website (as can BMP4) – a direct link to it on the BIMCO site is here.\r\n\r\nIn summary: \r\nThe area previously classified as “high risk” now forms only a part of  the area called the Voluntary Reporting Area (VRA)\r\nShips entering the VRA must still register with the Maritime Security Centre for the Horn of Africa (MSCHOA) and report to the United Kingdom Marine Trade Operations (UKMTO) to be monitored during transit;\r\nPre-transit risk assessments should take into account the latest information from both the Voluntary Reporting Area and High Risk Area.\r\n   \r\nThe industry associations further emphasised that in view of the continuing high risk of pirate attack, shipping companies must continue to maintain full compliance with the BMP and be vigilant in their voluntary reporting on piracy incidents, sighting of potential pirates, and any suspicious activity – as this provides crucial intelligence on risk levels in the area.\r\n\r\n\r\nSource: BIMCO\r\nPhoto Credit: www.un.org','Vigilance still crucial as piracy High Risk Area in the Indian Ocean reduced, says Global shipping & oil industries','','inherit','open','open','','1113-revision-v1','','','2015-10-09 08:30:27','2015-10-09 08:30:27','',1113,'http://myseatime.com/blogadm/1113-revision-v1/',0,'revision','',0,0),(1117,3,'2015-10-09 13:23:21','2015-10-09 13:23:21','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest international shipping association, advised that the co-sponsors of Best Management Practice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised definition of the High Risk Area (HRA). The changes, detailed below, shall take effect formally from 1st December 2015 in order to give crews and shipping companies adequate time to adapt.\r\n\r\n&nbsp;\r\n\r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\n&nbsp;\r\n\r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this announcement as a decision that takes account of the changing strategic and threat context in the region and the important views of a number of coastal states. The news is the first step in a welcome de-escalation that will ultimately see a shift from the widespread use of armed guards towards more appropriate, and less costly, methods of mitigating risk in the High Risk Area.\r\n\r\n&nbsp;\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\r\n\r\n&nbsp;\r\n\r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and progress. The message from the naval forces is unequivocal that the threat remains, albeit inactive. However, it is clear that the audacious long range attacks seen in 2009-2011 are not the most likely course of action and thus a de-escalation of risk posture in these areas is wholly appropriate. The re-drawing of the boundaries does reflect the criminals’ most likely course of action should the threat reconstitute and so we fully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about to drop our guard on piracy or other regional maritime security issues, such as the war in Yemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will give the hard-pressed industry cause for optimism with the potential for reduced operating costs. It will also come as welcome news to our international seafarers who have sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors deserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including insurers and leading players such as the Joint War Committee, react to this latest development.”\r\n\r\n<strong>Image Credit: commons.wikimedia.com/BotMultichillT</strong>','Dryad Maritime supports BMP4 HRA revision','','publish','open','open','','dryad-maritime-supports-bmp4-hra-revision','','','2015-10-09 14:00:29','2015-10-09 14:00:29','',0,'http://myseatime.com/blogadm/?p=1117',0,'post','',0,154),(1118,1,'2015-10-09 13:22:29','2015-10-09 13:22:29','www.dryadmaritime.com','LIMIT-HIGH-RISK-AREA-MAP-All','','inherit','open','open','','limit-high-risk-area-map-all','','','2015-10-09 13:23:11','2015-10-09 13:23:11','',1117,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg',0,'attachment','image/jpeg',0,0),(1119,1,'2015-10-09 13:23:21','2015-10-09 13:23:21','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest\r\ninternational shipping association, advised that the co-sponsors of Best Management\r\nPractice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised\r\ndefinition of the High Risk Area (HRA). The changes, detailed below, shall take efect\r\nformally from 1st December 2015 in order to give crews and shipping companies\r\nadequate time to adapt.\r\n\r\n \r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\n \r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this\r\nannouncement as a decision that takes account of the changing strategic and threat\r\ncontext in the region and the important views of a number of coastal states. The news is\r\nthe first step in a welcome de-escalation that will ultimately see a shift from the\r\nwidespread use of armed guards towards more appropriate, and less costly, methods of\r\nmitigating risk in the High Risk Area.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"900\" height=\"754\" class=\"aligncenter size-full wp-image-1118\" /></a>\r\n\r\n \r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and\r\nprogress. The message from the naval forces is unequivocal that the threat remains,\r\nalbeit inactive. However, it is clear that the audacious long range attacks seen in\r\n2009-2011 are not the most likely course of action and thus a de-escalation of risk\r\nposture in these areas is wholly appropriate. The re-drawing of the boundaries does\r\nreflect the criminals’ most likely course of action should the threat reconstitute and so we\r\nfully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about\r\nto drop our guard on piracy or other regional maritime security issues, such as the war in\r\nYemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will\r\ngive the hard-pressed industry cause for optimism with the potential for reduced\r\noperating costs. It will also come as welcome news to our international seafarers who\r\nhave sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors\r\ndeserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including\r\ninsurers and leading players such as the Joint War Committee, react to this latest\r\ndevelopment.”','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-revision-v1','','','2015-10-09 13:23:21','2015-10-09 13:23:21','',1117,'http://myseatime.com/blogadm/1117-revision-v1/',0,'revision','',0,0),(1120,1,'2015-10-09 13:24:54','2015-10-09 13:24:54','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest\r\ninternational shipping association, advised that the co-sponsors of Best Management\r\nPractice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised\r\ndefinition of the High Risk Area (HRA). The changes, detailed below, shall take efect\r\nformally from 1st December 2015 in order to give crews and shipping companies\r\nadequate time to adapt.\r\n\r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this\r\nannouncement as a decision that takes account of the changing strategic and threat\r\ncontext in the region and the important views of a number of coastal states. The news is\r\nthe first step in a welcome de-escalation that will ultimately see a shift from the\r\nwidespread use of armed guards towards more appropriate, and less costly, methods of\r\nmitigating risk in the High Risk Area.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\r\n\r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and\r\nprogress. The message from the naval forces is unequivocal that the threat remains,\r\nalbeit inactive. However, it is clear that the audacious long range attacks seen in\r\n2009-2011 are not the most likely course of action and thus a de-escalation of risk\r\nposture in these areas is wholly appropriate. The re-drawing of the boundaries does\r\nreflect the criminals’ most likely course of action should the threat reconstitute and so we\r\nfully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about\r\nto drop our guard on piracy or other regional maritime security issues, such as the war in\r\nYemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will\r\ngive the hard-pressed industry cause for optimism with the potential for reduced\r\noperating costs. It will also come as welcome news to our international seafarers who\r\nhave sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors\r\ndeserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including\r\ninsurers and leading players such as the Joint War Committee, react to this latest\r\ndevelopment.”','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-revision-v1','','','2015-10-09 13:24:54','2015-10-09 13:24:54','',1117,'http://myseatime.com/blogadm/1117-revision-v1/',0,'revision','',0,0),(1121,1,'2015-10-09 13:36:08','2015-10-09 13:36:08','commons.wikimedia.com/BotMultichillT','Piracy wikipedia','','inherit','open','open','','piracy-wikipedia','','','2015-10-09 13:38:05','2015-10-09 13:38:05','',1117,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/Piracy-wikipedia.jpg',0,'attachment','image/jpeg',0,0),(1122,1,'2015-10-09 13:38:22','2015-10-09 13:38:22','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest\r\ninternational shipping association, advised that the co-sponsors of Best Management\r\nPractice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised\r\ndefinition of the High Risk Area (HRA). The changes, detailed below, shall take efect\r\nformally from 1st December 2015 in order to give crews and shipping companies\r\nadequate time to adapt.\r\n\r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this\r\nannouncement as a decision that takes account of the changing strategic and threat\r\ncontext in the region and the important views of a number of coastal states. The news is\r\nthe first step in a welcome de-escalation that will ultimately see a shift from the\r\nwidespread use of armed guards towards more appropriate, and less costly, methods of\r\nmitigating risk in the High Risk Area.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\r\n\r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and\r\nprogress. The message from the naval forces is unequivocal that the threat remains,\r\nalbeit inactive. However, it is clear that the audacious long range attacks seen in\r\n2009-2011 are not the most likely course of action and thus a de-escalation of risk\r\nposture in these areas is wholly appropriate. The re-drawing of the boundaries does\r\nreflect the criminals’ most likely course of action should the threat reconstitute and so we\r\nfully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about\r\nto drop our guard on piracy or other regional maritime security issues, such as the war in\r\nYemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will\r\ngive the hard-pressed industry cause for optimism with the potential for reduced\r\noperating costs. It will also come as welcome news to our international seafarers who\r\nhave sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors\r\ndeserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including\r\ninsurers and leading players such as the Joint War Committee, react to this latest\r\ndevelopment.”\r\n\r\nImage Credit: commons.wikimedia.com/BotMultichillT','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-revision-v1','','','2015-10-09 13:38:22','2015-10-09 13:38:22','',1117,'http://myseatime.com/blogadm/1117-revision-v1/',0,'revision','',0,0),(1123,1,'2015-10-09 13:39:37','2015-10-09 13:39:37','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest\r\ninternational shipping association, advised that the co-sponsors of Best Management\r\nPractice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised\r\ndefinition of the High Risk Area (HRA). The changes, detailed below, shall take efect\r\nformally from 1st December 2015 in order to give crews and shipping companies\r\nadequate time to adapt.\r\n\r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this\r\nannouncement as a decision that takes account of the changing strategic and threat\r\ncontext in the region and the important views of a number of coastal states. The news is\r\nthe first step in a welcome de-escalation that will ultimately see a shift from the\r\nwidespread use of armed guards towards more appropriate, and less costly, methods of\r\nmitigating risk in the High Risk Area.\r\n\r\n&nbsp;\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\r\n\r\n&nbsp;\r\n\r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and\r\nprogress. The message from the naval forces is unequivocal that the threat remains,\r\nalbeit inactive. However, it is clear that the audacious long range attacks seen in\r\n2009-2011 are not the most likely course of action and thus a de-escalation of risk\r\nposture in these areas is wholly appropriate. The re-drawing of the boundaries does\r\nreflect the criminals’ most likely course of action should the threat reconstitute and so we\r\nfully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about\r\nto drop our guard on piracy or other regional maritime security issues, such as the war in\r\nYemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will\r\ngive the hard-pressed industry cause for optimism with the potential for reduced\r\noperating costs. It will also come as welcome news to our international seafarers who\r\nhave sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors\r\ndeserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including\r\ninsurers and leading players such as the Joint War Committee, react to this latest\r\ndevelopment.”\r\n\r\n&nbsp;\r\n\r\n<strong>Image Credit: commons.wikimedia.com/BotMultichillT</strong>','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-revision-v1','','','2015-10-09 13:39:37','2015-10-09 13:39:37','',1117,'http://myseatime.com/blogadm/1117-revision-v1/',0,'revision','',0,0),(1124,1,'2015-10-09 13:58:29','2015-10-09 13:58:29','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest international shipping association, advised that the co-sponsors of Best Management Practice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised definition of the High Risk Area (HRA). The changes, detailed below, shall take effect formally from 1st December 2015 in order to give crews and shipping companies adequate time to adapt.\n\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\nIn the Red Sea: Latitude 15°N\nIn the Gulf of Oman: Latitude 22°N\nEastern Limit: Longitude 065°E\nSouthern Limit: Latitude 5°S\n\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this announcement as a decision that takes account of the changing strategic and threat context in the region and the important views of a number of coastal states. The news is the first step in a welcome de-escalation that will ultimately see a shift from the widespread use of armed guards towards more appropriate, and less costly, methods of mitigating risk in the High Risk Area.\n\n&nbsp;\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\n\n&nbsp;\n\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\n\n“This amendment to the HRA is well considered and reflects the balance of caution and\nprogress. The message from the naval forces is unequivocal that the threat remains,\nalbeit inactive. However, it is clear that the audacious long range attacks seen in\n2009-2011 are not the most likely course of action and thus a de-escalation of risk\nposture in these areas is wholly appropriate. The re-drawing of the boundaries does\nreflect the criminals’ most likely course of action should the threat reconstitute and so we\nfully support this pragmatic decision. Whilst it would be premature to claim total victory\non piracy, this is the first and most optimistic sign of progress toward that goal.”\n\nIan Millen, Chief Operating Officer, Dryad Maritime;\n\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about\nto drop our guard on piracy or other regional maritime security issues, such as the war in\nYemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will\ngive the hard-pressed industry cause for optimism with the potential for reduced\noperating costs. It will also come as welcome news to our international seafarers who\nhave sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors\ndeserve much credit for the significant part that they have played in the fight against\npiracy and today’s welcome news. It will be interesting to see how others, including\ninsurers and leading players such as the Joint War Committee, react to this latest\ndevelopment.”\n\n&nbsp;\n\n<strong>Image Credit: commons.wikimedia.com/BotMultichillT</strong>','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-autosave-v1','','','2015-10-09 13:58:29','2015-10-09 13:58:29','',1117,'http://myseatime.com/blogadm/1117-autosave-v1/',0,'revision','',0,0),(1125,1,'2015-10-09 13:59:41','2015-10-09 13:59:41','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest international shipping association, advised that the co-sponsors of Best Management Practice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised definition of the High Risk Area (HRA). The changes, detailed below, shall take effect formally from 1st December 2015 in order to give crews and shipping companies adequate time to adapt.\r\n\r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this announcement as a decision that takes account of the changing strategic and threat context in the region and the important views of a number of coastal states. The news is the first step in a welcome de-escalation that will ultimately see a shift from the widespread use of armed guards towards more appropriate, and less costly, methods of mitigating risk in the High Risk Area.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\r\n\r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and progress. The message from the naval forces is unequivocal that the threat remains, albeit inactive. However, it is clear that the audacious long range attacks seen in 2009-2011 are not the most likely course of action and thus a de-escalation of risk posture in these areas is wholly appropriate. The re-drawing of the boundaries does reflect the criminals’ most likely course of action should the threat reconstitute and so we fully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about to drop our guard on piracy or other regional maritime security issues, such as the war in Yemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will give the hard-pressed industry cause for optimism with the potential for reduced operating costs. It will also come as welcome news to our international seafarers who have sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors deserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including insurers and leading players such as the Joint War Committee, react to this latest development.”\r\n\r\n<strong>Image Credit: commons.wikimedia.com/BotMultichillT</strong>','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-revision-v1','','','2015-10-09 13:59:41','2015-10-09 13:59:41','',1117,'http://myseatime.com/blogadm/1117-revision-v1/',0,'revision','',0,0),(1126,1,'2015-10-09 14:00:29','2015-10-09 14:00:29','Today, the Baltic and International Maritime Council (BIMCO), the world’s largest international shipping association, advised that the co-sponsors of Best Management Practice for Protection against Somali Piracy, version 4, (BMP 4) have agreed to a revised definition of the High Risk Area (HRA). The changes, detailed below, shall take effect formally from 1st December 2015 in order to give crews and shipping companies adequate time to adapt.\r\n\r\n&nbsp;\r\n\r\nThe High Risk Area, as defined by BMP4, will be reduced in size as follows:\r\nIn the Red Sea: Latitude 15°N\r\nIn the Gulf of Oman: Latitude 22°N\r\nEastern Limit: Longitude 065°E\r\nSouthern Limit: Latitude 5°S\r\n\r\n&nbsp;\r\n\r\nDryad Maritime, the UK’s leading maritime intelligence company, welcomed this announcement as a decision that takes account of the changing strategic and threat context in the region and the important views of a number of coastal states. The news is the first step in a welcome de-escalation that will ultimately see a shift from the widespread use of armed guards towards more appropriate, and less costly, methods of mitigating risk in the High Risk Area.\r\n\r\n&nbsp;\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\"><img class=\"aligncenter wp-image-1118\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/10/LIMIT-HIGH-RISK-AREA-MAP-All2.jpg\" alt=\"high risk area indian ocean\" width=\"600\" height=\"503\" /></a>\r\n\r\n&nbsp;\r\n\r\nGraeme Gibbon Brooks, Chief Executive Officer, Dryad Maritime;\r\n\r\n“This amendment to the HRA is well considered and reflects the balance of caution and progress. The message from the naval forces is unequivocal that the threat remains, albeit inactive. However, it is clear that the audacious long range attacks seen in 2009-2011 are not the most likely course of action and thus a de-escalation of risk posture in these areas is wholly appropriate. The re-drawing of the boundaries does reflect the criminals’ most likely course of action should the threat reconstitute and so we fully support this pragmatic decision. Whilst it would be premature to claim total victory\r\non piracy, this is the first and most optimistic sign of progress toward that goal.”\r\n\r\nIan Millen, Chief Operating Officer, Dryad Maritime;\r\n\r\n“This is great news for the maritime industry and seafarers alike. Whilst we are not about to drop our guard on piracy or other regional maritime security issues, such as the war in Yemen, this HRA reduction of approximately 55% or 1.7 million square miles of ocean will give the hard-pressed industry cause for optimism with the potential for reduced operating costs. It will also come as welcome news to our international seafarers who have sufered at the hands of Somali piracy for far too long. BIMCO and other sponsors deserve much credit for the significant part that they have played in the fight against\r\npiracy and today’s welcome news. It will be interesting to see how others, including insurers and leading players such as the Joint War Committee, react to this latest development.”\r\n\r\n<strong>Image Credit: commons.wikimedia.com/BotMultichillT</strong>','Dryad Maritime supports BMP4 HRA revision','','inherit','open','open','','1117-revision-v1','','','2015-10-09 14:00:29','2015-10-09 14:00:29','',1117,'http://myseatime.com/blogadm/1117-revision-v1/',0,'revision','',0,0),(1127,117,'2015-10-10 06:42:37','0000-00-00 00:00:00','Illuminz.com ','myseatime_5618b35d1c531','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1128,117,'2015-10-10 07:40:35','0000-00-00 00:00:00','www.illuminz.com \n','myseatime_5618c0f3b7321','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1129,117,'2015-10-10 07:40:39','0000-00-00 00:00:00','www.illuminz.com ','myseatime_5618c0f702e34','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1130,3,'2015-10-16 11:14:33','2015-10-16 11:14:33','<p class=\"p1\"><span class=\"s1\">DNV GL, in collaboration with Decom North Sea (DNS), is seeking industry partners to participate in a joint industry project (JIP). The project will develop industry guidance to assist in effective and cost-efficient major accident hazard management for installations during late-life and end of life operations. It will also facilitate Safety Case compliance through cessation of production, well plug and abandonment, decommissioning, dismantlement and removal.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">Whilst there is considerable experience, guidance and clarity on managing major accident hazards during the operational life of an installation, there is relatively little knowledge on effective risk management for the late life phases, leading into cessation of production, through to final installation removal. This period can extend for many years, it can include step changes in major accident hazards risk and has considerable uncertainty. </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Offshore operators need to plan for the end of life phase and be prepared to modify their existing risk management system so that it remains effective as the installation moves towards cessation of production, decommissioning  and subsequent removal. The operator must demonstrate continued legal compliance with the Offshore Safety Case Regulations (OSCR), through all end of life activities, up until the installation has been removed.  This includes demonstration that major safety and environmental accident hazards are adequately understood, that appropriate measures are in place to manage those hazards, and that these measures are being suitably maintained.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The challenge of continuing risk management through the late-life operation of an installation and into the post-cessation of production stages must be accomplished on ageing facilities in a very cost-conscious environment. The risks from major accident hazards change considerably during this period as the hydrocarbon production risks reduce and the risks associated with decommissioning, well plugging and abandonment, and structural dismantlement are introduced, and environmental impact risk increases.   </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The JIP is in response to an industry request and reflects the importance of maintaining effective management of major accident hazards and legal compliance during the end of life phases of an installation.  It also addresses the cost and effort required to deliver this; the recent significant revision of OSCR; and the lack of documented experience and practices.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The JIP will bring together key stakeholders including installation operators, supply chain organisations and regulators to develop a common understanding of the issues and current approaches.  It will develop good practice guidance for effective and cost efficient major accident hazard management and OSCR compliance during the end of life phases of all installation types. </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Hamish Holt, JIP project manager says: “The JIP will capture, challenge and develop the current experience and knowledge within the offshore oil and gas, heavy lift and deconstruction industries as well as input from relevant regulators and DNV GL.  We will create guidance that will promote an effective, robust and cost-conscious approach to management of major accident hazards during the end of life phases of an installation. This should reduce the potential for over or under-managed major accident hazards and also reduce the risk from programme delays due to compliance issues.” </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Hamish continues: “An advantage of developing industry guidance within a JIP is that participants have the opportunity, outside a specific project or organisation-to-organisation reporting line, to discuss with other parties: issues, concerns, situations, opportunities, and ideas for improvement. This allows open discussion on potentially contentious or radical approaches, without endangering reputation or regulatory relationships.” </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Participants of the JIP will be able to learn from others, share experiences, explore opportunities to reduce costs, and help shape fit-for purpose risk management and Safety Case compliance guidance.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">This JIP should be of interest to:</span></p>\r\n\r\n<ul class=\"ul1\">\r\n	<li class=\"li1\"><span class=\"s1\">Oil and gas installation operators/duty holders</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Decommissioning/dismantlement turnkey contractors</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Heavy lift vessel operators</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">HSE, DECC, MCA and other relevant regulators and authorities.</span></li>\r\n</ul>\r\n\r\nPhoto credit: <a href=\"https://www.flickr.com/photos/smu_cul_digitalcollections/8222024652/\">SMU Central University Libraries</a> / <a href=\"http://foter.com/\">Foter</a> / <a href=\"http://flickr.com/commons/usage/\">No known copyright restrictions</a>','DNV GL to lead project developing end of life guidance for offshore installations','','publish','open','open','','dnv-gl-to-lead-project-developing-end-of-life-guidance-for-offshore-installations','','','2015-10-16 11:16:20','2015-10-16 11:16:20','',0,'http://myseatime.com/blogadm/?p=1130',0,'post','',0,107),(1131,1,'2015-10-16 11:11:48','2015-10-16 11:11:48','','offshore','','inherit','open','open','','offshore','','','2015-10-16 11:15:07','2015-10-16 11:15:07','',1130,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/offshore.jpg',0,'attachment','image/jpeg',0,0),(1132,1,'2015-10-16 11:14:33','2015-10-16 11:14:33','<p class=\"p1\"><span class=\"s1\">DNV GL, in collaboration with Decom North Sea (DNS), is seeking industry partners to participate in a joint industry project (JIP). The project will develop industry guidance to assist in effective and cost-efficient major accident hazard management for installations during late-life and end of life operations. It will also facilitate Safety Case compliance through cessation of production, well plug and abandonment, decommissioning, dismantlement and removal.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">Whilst there is considerable experience, guidance and clarity on managing major accident hazards during the operational life of an installation, there is relatively little knowledge on effective risk management for the late life phases, leading into cessation of production, through to final installation removal. This period can extend for many years, it can include step changes in major accident hazards risk and has considerable uncertainty. </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Offshore operators need to plan for the end of life phase and be prepared to modify their existing risk management system so that it remains effective as the installation moves towards cessation of production, decommissioning  and subsequent removal. The operator must demonstrate continued legal compliance with the Offshore Safety Case Regulations (OSCR), through all end of life activities, up until the installation has been removed.  This includes demonstration that major safety and environmental accident hazards are adequately understood, that appropriate measures are in place to manage those hazards, and that these measures are being suitably maintained.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The challenge of continuing risk management through the late-life operation of an installation and into the post-cessation of production stages must be accomplished on ageing facilities in a very cost-conscious environment. The risks from major accident hazards change considerably during this period as the hydrocarbon production risks reduce and the risks associated with decommissioning, well plugging and abandonment, and structural dismantlement are introduced, and environmental impact risk increases.   </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The JIP is in response to an industry request and reflects the importance of maintaining effective management of major accident hazards and legal compliance during the end of life phases of an installation.  It also addresses the cost and effort required to deliver this; the recent significant revision of OSCR; and the lack of documented experience and practices.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The JIP will bring together key stakeholders including installation operators, supply chain organisations and regulators to develop a common understanding of the issues and current approaches.  It will develop good practice guidance for effective and cost efficient major accident hazard management and OSCR compliance during the end of life phases of all installation types. </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Hamish Holt, JIP project manager says: “The JIP will capture, challenge and develop the current experience and knowledge within the offshore oil and gas, heavy lift and deconstruction industries as well as input from relevant regulators and DNV GL.  We will create guidance that will promote an effective, robust and cost-conscious approach to management of major accident hazards during the end of life phases of an installation. This should reduce the potential for over or under-managed major accident hazards and also reduce the risk from programme delays due to compliance issues.” </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Hamish continues: “An advantage of developing industry guidance within a JIP is that participants have the opportunity, outside a specific project or organisation-to-organisation reporting line, to discuss with other parties: issues, concerns, situations, opportunities, and ideas for improvement. This allows open discussion on potentially contentious or radical approaches, without endangering reputation or regulatory relationships.” </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Participants of the JIP will be able to learn from others, share experiences, explore opportunities to reduce costs, and help shape fit-for purpose risk management and Safety Case compliance guidance.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">This JIP should be of interest to:</span></p>\r\n\r\n<ul class=\"ul1\">\r\n	<li class=\"li1\"><span class=\"s1\">Oil and gas installation operators/duty holders</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Decommissioning/dismantlement turnkey contractors</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Heavy lift vessel operators</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">HSE, DECC, MCA and other relevant regulators and authorities.</span></li>\r\n</ul>\r\nPhoto credit: &lt;a href=\"https://www.flickr.com/photos/smu_cul_digitalcollections/8222024652/\"&gt;SMU Central University Libraries&lt;/a&gt; / &lt;a href=\"http://foter.com/\"&gt;Foter&lt;/a&gt; / &lt;a href=\"http://flickr.com/commons/usage/\"&gt;No known copyright restrictions&lt;/a&gt;','DNV GL to lead project developing end of life guidance for offshore installations','','inherit','open','open','','1130-revision-v1','','','2015-10-16 11:14:33','2015-10-16 11:14:33','',1130,'http://myseatime.com/blogadm/1130-revision-v1/',0,'revision','',0,0),(1133,1,'2015-10-16 11:16:13','2015-10-16 11:16:13','<p class=\"p1\"><span class=\"s1\">DNV GL, in collaboration with Decom North Sea (DNS), is seeking industry partners to participate in a joint industry project (JIP). The project will develop industry guidance to assist in effective and cost-efficient major accident hazard management for installations during late-life and end of life operations. It will also facilitate Safety Case compliance through cessation of production, well plug and abandonment, decommissioning, dismantlement and removal.</span></p>\n<p class=\"p1\"><span class=\"s1\">Whilst there is considerable experience, guidance and clarity on managing major accident hazards during the operational life of an installation, there is relatively little knowledge on effective risk management for the late life phases, leading into cessation of production, through to final installation removal. This period can extend for many years, it can include step changes in major accident hazards risk and has considerable uncertainty. </span></p>\n<p class=\"p1\"><span class=\"s1\">Offshore operators need to plan for the end of life phase and be prepared to modify their existing risk management system so that it remains effective as the installation moves towards cessation of production, decommissioning  and subsequent removal. The operator must demonstrate continued legal compliance with the Offshore Safety Case Regulations (OSCR), through all end of life activities, up until the installation has been removed.  This includes demonstration that major safety and environmental accident hazards are adequately understood, that appropriate measures are in place to manage those hazards, and that these measures are being suitably maintained.  </span></p>\n<p class=\"p1\"><span class=\"s1\">The challenge of continuing risk management through the late-life operation of an installation and into the post-cessation of production stages must be accomplished on ageing facilities in a very cost-conscious environment. The risks from major accident hazards change considerably during this period as the hydrocarbon production risks reduce and the risks associated with decommissioning, well plugging and abandonment, and structural dismantlement are introduced, and environmental impact risk increases.   </span></p>\n<p class=\"p1\"><span class=\"s1\">The JIP is in response to an industry request and reflects the importance of maintaining effective management of major accident hazards and legal compliance during the end of life phases of an installation.  It also addresses the cost and effort required to deliver this; the recent significant revision of OSCR; and the lack of documented experience and practices.  </span></p>\n<p class=\"p1\"><span class=\"s1\">The JIP will bring together key stakeholders including installation operators, supply chain organisations and regulators to develop a common understanding of the issues and current approaches.  It will develop good practice guidance for effective and cost efficient major accident hazard management and OSCR compliance during the end of life phases of all installation types. </span></p>\n<p class=\"p1\"><span class=\"s1\">Hamish Holt, JIP project manager says: “The JIP will capture, challenge and develop the current experience and knowledge within the offshore oil and gas, heavy lift and deconstruction industries as well as input from relevant regulators and DNV GL.  We will create guidance that will promote an effective, robust and cost-conscious approach to management of major accident hazards during the end of life phases of an installation. This should reduce the potential for over or under-managed major accident hazards and also reduce the risk from programme delays due to compliance issues.” </span></p>\n<p class=\"p1\"><span class=\"s1\">Hamish continues: “An advantage of developing industry guidance within a JIP is that participants have the opportunity, outside a specific project or organisation-to-organisation reporting line, to discuss with other parties: issues, concerns, situations, opportunities, and ideas for improvement. This allows open discussion on potentially contentious or radical approaches, without endangering reputation or regulatory relationships.” </span></p>\n<p class=\"p1\"><span class=\"s1\">Participants of the JIP will be able to learn from others, share experiences, explore opportunities to reduce costs, and help shape fit-for purpose risk management and Safety Case compliance guidance.  </span></p>\n<p class=\"p1\"><span class=\"s1\">This JIP should be of interest to:</span></p>\n\n<ul class=\"ul1\">\n	<li class=\"li1\"><span class=\"s1\">Oil and gas installation operators/duty holders</span></li>\n	<li class=\"li1\"><span class=\"s1\">Decommissioning/dismantlement turnkey contractors</span></li>\n	<li class=\"li1\"><span class=\"s1\">Heavy lift vessel operators</span></li>\n	<li class=\"li1\"><span class=\"s1\">HSE, DECC, MCA and other relevant regulators and authorities.</span></li>\n</ul>\n','DNV GL to lead project developing end of life guidance for offshore installations','','inherit','open','open','','1130-autosave-v1','','','2015-10-16 11:16:13','2015-10-16 11:16:13','',1130,'http://myseatime.com/blogadm/1130-autosave-v1/',0,'revision','',0,0),(1134,1,'2015-10-16 11:16:20','2015-10-16 11:16:20','<p class=\"p1\"><span class=\"s1\">DNV GL, in collaboration with Decom North Sea (DNS), is seeking industry partners to participate in a joint industry project (JIP). The project will develop industry guidance to assist in effective and cost-efficient major accident hazard management for installations during late-life and end of life operations. It will also facilitate Safety Case compliance through cessation of production, well plug and abandonment, decommissioning, dismantlement and removal.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">Whilst there is considerable experience, guidance and clarity on managing major accident hazards during the operational life of an installation, there is relatively little knowledge on effective risk management for the late life phases, leading into cessation of production, through to final installation removal. This period can extend for many years, it can include step changes in major accident hazards risk and has considerable uncertainty. </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Offshore operators need to plan for the end of life phase and be prepared to modify their existing risk management system so that it remains effective as the installation moves towards cessation of production, decommissioning  and subsequent removal. The operator must demonstrate continued legal compliance with the Offshore Safety Case Regulations (OSCR), through all end of life activities, up until the installation has been removed.  This includes demonstration that major safety and environmental accident hazards are adequately understood, that appropriate measures are in place to manage those hazards, and that these measures are being suitably maintained.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The challenge of continuing risk management through the late-life operation of an installation and into the post-cessation of production stages must be accomplished on ageing facilities in a very cost-conscious environment. The risks from major accident hazards change considerably during this period as the hydrocarbon production risks reduce and the risks associated with decommissioning, well plugging and abandonment, and structural dismantlement are introduced, and environmental impact risk increases.   </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The JIP is in response to an industry request and reflects the importance of maintaining effective management of major accident hazards and legal compliance during the end of life phases of an installation.  It also addresses the cost and effort required to deliver this; the recent significant revision of OSCR; and the lack of documented experience and practices.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">The JIP will bring together key stakeholders including installation operators, supply chain organisations and regulators to develop a common understanding of the issues and current approaches.  It will develop good practice guidance for effective and cost efficient major accident hazard management and OSCR compliance during the end of life phases of all installation types. </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Hamish Holt, JIP project manager says: “The JIP will capture, challenge and develop the current experience and knowledge within the offshore oil and gas, heavy lift and deconstruction industries as well as input from relevant regulators and DNV GL.  We will create guidance that will promote an effective, robust and cost-conscious approach to management of major accident hazards during the end of life phases of an installation. This should reduce the potential for over or under-managed major accident hazards and also reduce the risk from programme delays due to compliance issues.” </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Hamish continues: “An advantage of developing industry guidance within a JIP is that participants have the opportunity, outside a specific project or organisation-to-organisation reporting line, to discuss with other parties: issues, concerns, situations, opportunities, and ideas for improvement. This allows open discussion on potentially contentious or radical approaches, without endangering reputation or regulatory relationships.” </span></p>\r\n<p class=\"p1\"><span class=\"s1\">Participants of the JIP will be able to learn from others, share experiences, explore opportunities to reduce costs, and help shape fit-for purpose risk management and Safety Case compliance guidance.  </span></p>\r\n<p class=\"p1\"><span class=\"s1\">This JIP should be of interest to:</span></p>\r\n\r\n<ul class=\"ul1\">\r\n	<li class=\"li1\"><span class=\"s1\">Oil and gas installation operators/duty holders</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Decommissioning/dismantlement turnkey contractors</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Heavy lift vessel operators</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">HSE, DECC, MCA and other relevant regulators and authorities.</span></li>\r\n</ul>\r\n\r\nPhoto credit: <a href=\"https://www.flickr.com/photos/smu_cul_digitalcollections/8222024652/\">SMU Central University Libraries</a> / <a href=\"http://foter.com/\">Foter</a> / <a href=\"http://flickr.com/commons/usage/\">No known copyright restrictions</a>','DNV GL to lead project developing end of life guidance for offshore installations','','inherit','open','open','','1130-revision-v1','','','2015-10-16 11:16:20','2015-10-16 11:16:20','',1130,'http://myseatime.com/blogadm/1130-revision-v1/',0,'revision','',0,0),(1135,117,'2015-10-20 04:02:16','0000-00-00 00:00:00','www.myseatime.com ','myseatime_5625bcc8e92b0','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1136,1,'2015-10-22 16:15:51','2015-10-22 16:15:51','','costa-concordia','','inherit','open','open','','costa-concordia','','','2015-12-04 18:49:36','2015-12-04 18:49:36','',474,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/costa-concordia.jpg',0,'attachment','image/jpeg',0,0),(1137,1,'2015-10-23 15:35:07','2015-10-23 15:35:07','Slowing global trade and a bloated orderbook of large vessel capacity mean that container shipping is set for another three years of overcapacity and financial pain, according to the latest Container Forecaster report published by global shipping consultancy Drewry.\r\n\r\n&nbsp;\r\n\r\nThe recent slowdown in world trade has forced Drewry to halve its forecast for container shipping growth for this year to just 2.2% and revise down estimates for future years. Meanwhile, an additional 1.6 million teu of new capacity is being added to the fleet this year, equating to a growth rate of 7.7%. As a result, Drewry’s Global Supply/Demand Index, a measure of the relative balance of vessel capacity and cargo demand in the market where 100 equals equilibrium, has fallen to a reading of 91 in 2015, its lowest level since the recession ravaged year of 2009.\r\n\r\n&nbsp;\r\n\r\nConsequently, spot freight rates across most key trades have fallen to historical lows, particularly on the Asia to Europe, Asia to East Coast of South America and Asia to Middle East trades. Carrier reliance on the monthly GRI mechanism and void sailings to adjust capacity has not worked.\r\n\r\n&nbsp;\r\n\r\n“Were it not for the recent fall in bunker prices, shipping lines would be losing money,” said Neil Dekker, Drewry’s director of container shipping research. “They cannot continue to rely on this unexpected gift to maintain profitability.”\r\n\r\n&nbsp;\r\n\r\nSome carriers have started to take more radical action by removing significant capacity from certain trades. Two alliances have each removed a single loop in the Asia to North Europe trade and the G6 alliance has taken out two strings this winter in the transpacific trade, although this is part of their usual winter re-deployment. On the smaller trades, Maersk has removed its smallest service on the Europe-South Asia route. After a horrific year, five carriers decided to suspend their weekly service of Panamax ships operating between Asia and East Coast South America, which will remove around 6% of operational capacity.\r\n\r\n&nbsp;\r\n\r\nHowever, with a further 1.3 million teu due to join the global fleet in 2016, many routes that are currently experiencing problems will be further hindered by new deliveries and the continued global cascade. Drewry forecasts that its Global Supply/Demand Index will fall to its lowest level on record over the next few years, indicating that the overhang of excess capacity will be even greater than that experienced in 2009.\r\n\r\n&nbsp;\r\n\r\n“The container shipping industry is in the midst of an over-capacity crisis which will worsen next year,” warned Dekker. “How carriers and tramp owners address the overcapacity situation will influence the duration of the crisis. Shipping lines will need to idle a much larger portion of the fleet than they have hitherto been prepared to do. Otherwise, short of an unexpected recovery in traffic volumes, container shipping is set for several years of overcapacity and mounting financial losses.\"\r\n\r\nSource: Drewry\r\nPhoto Credit: Aljazeera.com','Container Shipping Faces More Overcapacity and Financial Pain','','inherit','open','open','','1110-revision-v1','','','2015-10-23 15:35:07','2015-10-23 15:35:07','',1110,'http://myseatime.com/blogadm/1110-revision-v1/',0,'revision','',0,0),(1138,1,'2015-10-23 15:35:40','2015-10-23 15:35:40','Slowing global trade and a bloated orderbook of large vessel capacity mean that container shipping is set for another three years of overcapacity and financial pain, according to the latest Container Forecaster report published by global shipping consultancy Drewry.\r\n\r\n&nbsp;\r\n\r\nThe recent slowdown in world trade has forced Drewry to halve its forecast for container shipping growth for this year to just 2.2% and revise down estimates for future years. Meanwhile, an additional 1.6 million teu of new capacity is being added to the fleet this year, equating to a growth rate of 7.7%. As a result, Drewry’s Global Supply/Demand Index, a measure of the relative balance of vessel capacity and cargo demand in the market where 100 equals equilibrium, has fallen to a reading of 91 in 2015, its lowest level since the recession ravaged year of 2009.\r\n\r\n&nbsp;\r\n\r\nConsequently, spot freight rates across most key trades have fallen to historical lows, particularly on the Asia to Europe, Asia to East Coast of South America and Asia to Middle East trades. Carrier reliance on the monthly GRI mechanism and void sailings to adjust capacity has not worked.\r\n\r\n&nbsp;\r\n\r\n“Were it not for the recent fall in bunker prices, shipping lines would be losing money,” said Neil Dekker, Drewry’s director of container shipping research. “They cannot continue to rely on this unexpected gift to maintain profitability.”\r\n\r\n&nbsp;\r\n\r\nSome carriers have started to take more radical action by removing significant capacity from certain trades. Two alliances have each removed a single loop in the Asia to North Europe trade and the G6 alliance has taken out two strings this winter in the transpacific trade, although this is part of their usual winter re-deployment. On the smaller trades, Maersk has removed its smallest service on the Europe-South Asia route. After a horrific year, five carriers decided to suspend their weekly service of Panamax ships operating between Asia and East Coast South America, which will remove around 6% of operational capacity.\r\n\r\n&nbsp;\r\n\r\nHowever, with a further 1.3 million teu due to join the global fleet in 2016, many routes that are currently experiencing problems will be further hindered by new deliveries and the continued global cascade. Drewry forecasts that its Global Supply/Demand Index will fall to its lowest level on record over the next few years, indicating that the overhang of excess capacity will be even greater than that experienced in 2009.\r\n\r\n&nbsp;\r\n\r\n“The container shipping industry is in the midst of an over-capacity crisis which will worsen next year,” warned Dekker. “How carriers and tramp owners address the overcapacity situation will influence the duration of the crisis. Shipping lines will need to idle a much larger portion of the fleet than they have hitherto been prepared to do. Otherwise, short of an unexpected recovery in traffic volumes, container shipping is set for several years of overcapacity and mounting financial losses.\"\r\n\r\n&nbsp;\r\n\r\nSource: Drewry\r\nPhoto Credit: Aljazeera.com','Container Shipping Faces More Overcapacity and Financial Pain','','inherit','open','open','','1110-revision-v1','','','2015-10-23 15:35:40','2015-10-23 15:35:40','',1110,'http://myseatime.com/blogadm/1110-revision-v1/',0,'revision','',0,0),(1139,3,'2015-10-27 04:29:30','2015-10-27 04:29:30','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nUnder the patronage and in presence of His Highness Sheikh Abdullah bin Zayed Al Nahyan, UAE Foreign Minister, and His Excellency MANKEUR NDIAYE, Senegal’s Minister of Foreign Affairs; H.E. Sultan Ahmed bin Sulayem, Chairman of DP World and Chairman of Ports, Customs and Free Zone Corporation (PCFC) – Dubai has signed in Dakar an MoU with Senegalese government whereby DP World will build and develop a logistics free zone in the vicinity of the new Blaise Diagne International Airport, not far from DP World – Dakar Terminal in the outskirts of Senegal’s capital city of Dakar.\r\n\r\n&nbsp;\r\n\r\nH.H. Sheikh Abdullah bin Zayed, UAE FM, expressed appreciation and support for the efforts being undertaken by DP World and the role it serves in advancing economic and commercial bonds between the UAE and the Republic of Senegal, as part of the state’s keenness in boosting relationships with all friendly nations in general, and African ones in particular. The Senegalese FM, H.E. Mankeur Ndiaye, praised\r\n\r\n&nbsp;\r\n\r\nDP World’s growth-oriented projects and investments in Senegal, saying they largely contribute to the upswing of local economy.\r\n\r\n&nbsp;\r\n\r\nSultan Ahmed bin Sulayem said: “Investing in the construction and development of the logistics free zone in Blaise Diagne International Airport of Senegal is a new opportunity for us at DP World and PCFC to move forward with the enactment of the wise leadership’s vision aiming to support growth and development in friendly countries, as directed by His Highness Sheikh Khalifa bin Zayed Al Nahyan, UAE President, and His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai.\r\n\r\n&nbsp;\r\n\r\n“It is our long-standing commitment at DP World to provide our global expertise and potentials in port and free zone operation to help these countries build necessary infrastructure for trade and economic development, especially in the port industry  where DP World is a global leader with an expanding portfolio of 65 terminals currently operated worldwide.”\r\n\r\n&nbsp;\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nAccording to Bin Sulayem, the new logistics free zone in Senegal, is expected to be one of the most advanced and well-organized free zones in Africa and globally, using the world’s latest state-of-the-art equipment and technology in the operation and management of the zone. The project will also add new jobs for Senegalese workforce, which would further boost economic growth and social welfare in the country.\r\n\r\n&nbsp;\r\n\r\nThe Chairman of DP World and PCFC affirmed that: “The new logistics free zone complements DP World’s leading investments in DP World-Dakar Terminal, which stands as West Africa’s largest and most modern container terminal after a new terminal was built in the facility in November 2011, doubling capacity to over 600,000 TEU. As a vital gateway to Senegal’s and West Africa’s growing trade and business sectors, DP World Dakar has created more than 200 jobs for local Senegalese people – specialized training has been given to those terminal employees to level up their skillset and bring operational efficiencies in line with DP World’s global standards.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','DP World signs MOU with Senegal for logistic zone development','','publish','open','open','','dp-world-signs-mou-with-senegal-for-logistic-zone-development','','','2015-11-27 10:25:21','2015-11-27 10:25:21','',0,'http://myseatime.com/blogadm/?p=1139',0,'post','',0,118),(1140,1,'2015-10-27 04:29:16','2015-10-27 04:29:16','','DP-World-Senegal','','inherit','open','open','','dp-world-senegal','','','2015-10-27 04:29:16','2015-10-27 04:29:16','',1139,'http://myseatime.com/blogadm/wp-content/uploads/2015/10/DP-World-Senegal.jpg',0,'attachment','image/jpeg',0,0),(1141,1,'2015-10-27 04:29:30','2015-10-27 04:29:30','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nUnder the patronage and in presence of His Highness Sheikh Abdullah bin Zayed Al Nahyan, UAE Foreign Minister, and His Excellency MANKEUR NDIAYE, Senegal’s Minister of Foreign Affairs; H.E. Sultan Ahmed bin Sulayem, Chairman of DP World and Chairman of Ports, Customs and Free Zone Corporation (PCFC) – Dubai has signed in Dakar an MoU with Senegalese government whereby DP World will build and develop a logistics free zone in the vicinity of the new Blaise Diagne International Airport, not far from DP World – Dakar Terminal in the outskirts of Senegal’s capital city of Dakar.\r\n\r\nH.H. Sheikh Abdullah bin Zayed, UAE FM, expressed appreciation and support for the efforts being undertaken by DP World and the role it serves in advancing economic and commercial bonds between the UAE and the Republic of Senegal, as part of the state’s keenness in boosting relationships with all friendly nations in general, and African ones in particular. The Senegalese FM, H.E. Mankeur Ndiaye, praised\r\n\r\nDP World’s growth-oriented projects and investments in Senegal, saying they largely contribute to the upswing of local economy.\r\n\r\nSultan Ahmed bin Sulayem said: “Investing in the construction and development of the logistics free zone in Blaise Diagne International Airport of Senegal is a new opportunity for us at DP World and PCFC to move forward with the enactment of the wise leadership’s vision aiming to support growth and development in friendly countries, as directed by His Highness Sheikh Khalifa bin Zayed Al Nahyan, UAE President, and His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai.\r\n\r\n“It is our long-standing commitment at DP World to provide our global expertise and potentials in port and free zone operation to help these countries build necessary infrastructure for trade and economic development, especially in the port industry  where DP World is a global leader with an expanding portfolio of 65 terminals currently operated worldwide.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nAccording to Bin Sulayem, the new logistics free zone in Senegal, is expected to be one of the most advanced and well-organized free zones in Africa and globally, using the world’s latest state-of-the-art equipment and technology in the operation and management of the zone. The project will also add new jobs for Senegalese workforce, which would further boost economic growth and social welfare in the country.\r\n\r\nThe Chairman of DP World and PCFC affirmed that: “The new logistics free zone complements DP World’s leading investments in DP World-Dakar Terminal, which stands as West Africa’s largest and most modern container terminal after a new terminal was built in the facility in November 2011, doubling capacity to over 600,000 TEU. As a vital gateway to Senegal’s and West Africa’s growing trade and business sectors, DP World Dakar has created more than 200 jobs for local Senegalese people – specialized training has been given to those terminal employees to level up their skillset and bring operational efficiencies in line with DP World’s global standards.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','DP World signs MOU with Senegal for logistic zone development','','inherit','open','open','','1139-revision-v1','','','2015-10-27 04:29:30','2015-10-27 04:29:30','',1139,'http://myseatime.com/blogadm/1139-revision-v1/',0,'revision','',0,0),(1142,1,'2015-11-26 09:39:33','2015-11-26 09:39:33','<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nUnder the patronage and in presence of His Highness Sheikh Abdullah bin Zayed Al Nahyan, UAE Foreign Minister, and His Excellency MANKEUR NDIAYE, Senegal’s Minister of Foreign Affairs; H.E. Sultan Ahmed bin Sulayem, Chairman of DP World and Chairman of Ports, Customs and Free Zone Corporation (PCFC) – Dubai has signed in Dakar an MoU with Senegalese government whereby DP World will build and develop a logistics free zone in the vicinity of the new Blaise Diagne International Airport, not far from DP World – Dakar Terminal in the outskirts of Senegal’s capital city of Dakar.\n\nH.H. Sheikh Abdullah bin Zayed, UAE FM, expressed appreciation and support for the efforts being undertaken by DP World and the role it serves in advancing economic and commercial bonds between the UAE and the Republic of Senegal, as part of the state’s keenness in boosting relationships with all friendly nations in general, and African ones in particular. The Senegalese FM, H.E. Mankeur Ndiaye, praised\n\n&nbsp;\n\nDP World’s growth-oriented projects and investments in Senegal, saying they largely contribute to the upswing of local economy.\n\n&nbsp;\n\nSultan Ahmed bin Sulayem said: “Investing in the construction and development of the logistics free zone in Blaise Diagne International Airport of Senegal is a new opportunity for us at DP World and PCFC to move forward with the enactment of the wise leadership’s vision aiming to support growth and development in friendly countries, as directed by His Highness Sheikh Khalifa bin Zayed Al Nahyan, UAE President, and His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai.\n\n&nbsp;\n\n“It is our long-standing commitment at DP World to provide our global expertise and potentials in port and free zone operation to help these countries build necessary infrastructure for trade and economic development, especially in the port industry  where DP World is a global leader with an expanding portfolio of 65 terminals currently operated worldwide.”\n\n&nbsp;\n<div class=\"page\" title=\"Page 2\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nAccording to Bin Sulayem, the new logistics free zone in Senegal, is expected to be one of the most advanced and well-organized free zones in Africa and globally, using the world’s latest state-of-the-art equipment and technology in the operation and management of the zone. The project will also add new jobs for Senegalese workforce, which would further boost economic growth and social welfare in the country.\n\n&nbsp;\n\nThe Chairman of DP World and PCFC affirmed that: “The new logistics free zone complements DP World’s leading investments in DP World-Dakar Terminal, which stands as West Africa’s largest and most modern container terminal after a new terminal was built in the facility in November 2011, doubling capacity to over 600,000 TEU. As a vital gateway to Senegal’s and West Africa’s growing trade and business sectors, DP World Dakar has created more than 200 jobs for local Senegalese people – specialized training has been given to those terminal employees to level up their skillset and bring operational efficiencies in line with DP World’s global standards.\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','DP World signs MOU with Senegal for logistic zone development','','inherit','open','open','','1139-autosave-v1','','','2015-11-26 09:39:33','2015-11-26 09:39:33','',1139,'http://myseatime.com/blogadm/1139-autosave-v1/',0,'revision','',0,0),(1143,1,'2015-10-27 04:56:54','2015-10-27 04:56:54','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nUnder the patronage and in presence of His Highness Sheikh Abdullah bin Zayed Al Nahyan, UAE Foreign Minister, and His Excellency MANKEUR NDIAYE, Senegal’s Minister of Foreign Affairs; H.E. Sultan Ahmed bin Sulayem, Chairman of DP World and Chairman of Ports, Customs and Free Zone Corporation (PCFC) – Dubai has signed in Dakar an MoU with Senegalese government whereby DP World will build and develop a logistics free zone in the vicinity of the new Blaise Diagne International Airport, not far from DP World – Dakar Terminal in the outskirts of Senegal’s capital city of Dakar.\r\n\r\n&nbsp;\r\n\r\nH.H. Sheikh Abdullah bin Zayed, UAE FM, expressed appreciation and support for the efforts being undertaken by DP World and the role it serves in advancing economic and commercial bonds between the UAE and the Republic of Senegal, as part of the state’s keenness in boosting relationships with all friendly nations in general, and African ones in particular. The Senegalese FM, H.E. Mankeur Ndiaye, praised\r\n\r\n&nbsp;\r\n\r\nDP World’s growth-oriented projects and investments in Senegal, saying they largely contribute to the upswing of local economy.\r\n\r\n&nbsp;\r\n\r\nSultan Ahmed bin Sulayem said: “Investing in the construction and development of the logistics free zone in Blaise Diagne International Airport of Senegal is a new opportunity for us at DP World and PCFC to move forward with the enactment of the wise leadership’s vision aiming to support growth and development in friendly countries, as directed by His Highness Sheikh Khalifa bin Zayed Al Nahyan, UAE President, and His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai.\r\n\r\n&nbsp;\r\n\r\n“It is our long-standing commitment at DP World to provide our global expertise and potentials in port and free zone operation to help these countries build necessary infrastructure for trade and economic development, especially in the port industry  where DP World is a global leader with an expanding portfolio of 65 terminals currently operated worldwide.”\r\n\r\n&nbsp;\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nAccording to Bin Sulayem, the new logistics free zone in Senegal, is expected to be one of the most advanced and well-organized free zones in Africa and globally, using the world’s latest state-of-the-art equipment and technology in the operation and management of the zone. The project will also add new jobs for Senegalese workforce, which would further boost economic growth and social welfare in the country.\r\n\r\n&nbsp;\r\n\r\nThe Chairman of DP World and PCFC affirmed that: “The new logistics free zone complements DP World’s leading investments in DP World-Dakar Terminal, which stands as West Africa’s largest and most modern container terminal after a new terminal was built in the facility in November 2011, doubling capacity to over 600,000 TEU. As a vital gateway to Senegal’s and West Africa’s growing trade and business sectors, DP World Dakar has created more than 200 jobs for local Senegalese people – specialized training has been given to those terminal employees to level up their skillset and bring operational efficiencies in line with DP World’s global standards.\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','DP World signs MOU with Senegal for logistic zone development','','inherit','open','open','','1139-revision-v1','','','2015-10-27 04:56:54','2015-10-27 04:56:54','',1139,'http://myseatime.com/blogadm/1139-revision-v1/',0,'revision','',0,0),(1144,1,'2015-11-01 05:27:13','0000-00-00 00:00:00','<p class=\"p1\"><span class=\"s1\">ClassNK picked up the Innovation Award for its 3D modeling software ClassNK-PEERLESS at the 18th Lloyd’s List Asia Awards in Singapore last night. </span></p>\n<p class=\"p1\"><span class=\"s1\">The awards recognize the Asian maritime industry’s successes, setting a benchmark for excellence while rewarding breakthrough ideas and concepts. The Innovation Award recognizes an innovative project or technology which has demonstrated or has verified potential to move shipping forward. </span></p>\n<p class=\"p1\"><span class=\"s1\">ClassNK-PEERLESS, the comprehensive and powerful design tool for 3D modeling, was developed using outcomes from joint R&amp;D projects with the University of Tokyo, NYK Line, Mitsui O.S.K. Lines, “K” Line, Sasebo Heavy Industries, Sanwa Dock, MTI, S.E.A Systems, Armonicos, and ClassNK Consulting Service. </span></p>\n<p class=\"p1\"><span class=\"s1\">It provides a solution to the ballast water management (BWM) system retrofit bottleneck following the anticipated entry into force of the BWM Convention. Whereas before it was necessary to enter the engine room and measure every structure manually, ClassNK-PEERLESS streamlines the process and eliminates the need for direct contact by using high-precision 3D laser scanners. Since its launch in 2014, ClassNK-PEERLESS has been used for retrofits on 27 vessels, saving roughly 8,000 man hours, translating into thousands of dollars in reduced labor costs.</span></p>','','','draft','open','open','','','','','2015-11-01 05:27:13','2015-11-01 05:27:13','',0,'http://myseatime.com/blogadm/?p=1144',0,'post','',0,0),(1146,1,'2015-11-01 08:20:48','2015-11-01 08:20:48','Rolls-Royce has secured a contract to supply a power and propulsion package for a high-end ice-class multi-purpose vessel under construction at Keppel Singmarine for Singaporean ship owner New Orient Marine Pte Ltd.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/offset_comp_222880-750x499.jpg\"><img class=\"aligncenter size-full wp-image-1145\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/offset_comp_222880-750x499.jpg\" alt=\"offset_comp_222880-750x499\" width=\"750\" height=\"499\" /></a>\r\n\r\nJohn Knudsen, Rolls-Royce, President – Commercial Marine, said: “We are delighted to have been awarded this power and propulsion contract. Not only does it mark the continued trust Keppel Offshore &amp; Marine has in us, but the contract also represents a new shipowner customer for Rolls-Royce. We are looking forward to working with New Orient Marine and the yard on this prestigious project.”\r\n\r\nThe propulsion package includes a 1650kW and two 3000kW tunnel thrusters, two US ARC 0.8 main azimuth thrusters and a single 3000kW retractable thruster. As well as four Bergen B32:40V12ACD and two Bergen C25:33L6ACD generating sets which will supply the requisite power to the £132 million offshore vessel.\r\n\r\n“Ship operations in Arctic waters require reliable systems capable of operating cleanly and efficiently. As a pioneer in powering ice-class vessels we have the propulsion solution for technology-intensive operations in the harshest, most ecologically-sensitive environments,” added Knudsen.\r\n\r\nDesigned by Keppel Offshore &amp; Marine’s ship design subsidiary, Marine Technology Development, the DP3 vessel will be built to Ice Class Arc 5 notation for operation in ambient temperatures down to -30°C.\r\n\r\nNew Orient Marine, a subsidiary of Luxembourg-based Maritime Construction Services, is due to take delivery of its first ice-class vessel in July 2017.\r\n\r\nRolls-Royce will start delivering equipment to the Keppel Singmarine in January 2016','Rolls–Royce To Deliver Engines And Propulsion To New Orient Ice-Class Multi-Purpose Vessel','','inherit','open','open','','1035-revision-v1','','','2015-11-01 08:20:48','2015-11-01 08:20:48','',1035,'http://myseatime.com/blogadm/1035-revision-v1/',0,'revision','',0,0),(1147,1,'2015-11-01 08:22:59','2015-11-01 08:22:59','Rolls-Royce has secured a contract to supply a power and propulsion package for a high-end ice-class multi-purpose vessel under construction at Keppel Singmarine for Singaporean ship owner New Orient Marine Pte Ltd.\n\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/offset_comp_222880-750x499.jpg\"><img class=\"size-full wp-image-1145 alignleft\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/offset_comp_222880-750x499.jpg\" alt=\"offset_comp_222880-750x499\" width=\"750\" height=\"499\" /></a>\n\nJohn Knudsen, Rolls-Royce, President – Commercial Marine, said: “We are delighted to have been awarded this power and propulsion contract. Not only does it mark the continued trust Keppel Offshore &amp; Marine has in us, but the contract also represents a new shipowner customer for Rolls-Royce. We are looking forward to working with New Orient Marine and the yard on this prestigious project.”\n\nThe propulsion package includes a 1650kW and two 3000kW tunnel thrusters, two US ARC 0.8 main azimuth thrusters and a single 3000kW retractable thruster. As well as four Bergen B32:40V12ACD and two Bergen C25:33L6ACD generating sets which will supply the requisite power to the £132 million offshore vessel.\n\n“Ship operations in Arctic waters require reliable systems capable of operating cleanly and efficiently. As a pioneer in powering ice-class vessels we have the propulsion solution for technology-intensive operations in the harshest, most ecologically-sensitive environments,” added Knudsen.\n\nDesigned by Keppel Offshore &amp; Marine’s ship design subsidiary, Marine Technology Development, the DP3 vessel will be built to Ice Class Arc 5 notation for operation in ambient temperatures down to -30°C.\n\nNew Orient Marine, a subsidiary of Luxembourg-based Maritime Construction Services, is due to take delivery of its first ice-class vessel in July 2017.\n\nRolls-Royce will start delivering equipment to the Keppel Singmarine in January 2016','Rolls–Royce To Deliver Engines And Propulsion To New Orient Ice-Class Multi-Purpose Vessel','','inherit','open','open','','1035-autosave-v1','','','2015-11-01 08:22:59','2015-11-01 08:22:59','',1035,'http://myseatime.com/blogadm/1035-autosave-v1/',0,'revision','',0,0),(1148,1,'2015-11-01 08:23:31','2015-11-01 08:23:31','Rolls-Royce has secured a contract to supply a power and propulsion package for a high-end ice-class multi-purpose vessel under construction at Keppel Singmarine for Singaporean ship owner New Orient Marine Pte Ltd.\r\n\r\n&nbsp;\r\n\r\nJohn Knudsen, Rolls-Royce, President – Commercial Marine, said: “We are delighted to have been awarded this power and propulsion contract. Not only does it mark the continued trust Keppel Offshore &amp; Marine has in us, but the contract also represents a new shipowner customer for Rolls-Royce. We are looking forward to working with New Orient Marine and the yard on this prestigious project.”\r\n\r\nThe propulsion package includes a 1650kW and two 3000kW tunnel thrusters, two US ARC 0.8 main azimuth thrusters and a single 3000kW retractable thruster. As well as four Bergen B32:40V12ACD and two Bergen C25:33L6ACD generating sets which will supply the requisite power to the £132 million offshore vessel.\r\n\r\n“Ship operations in Arctic waters require reliable systems capable of operating cleanly and efficiently. As a pioneer in powering ice-class vessels we have the propulsion solution for technology-intensive operations in the harshest, most ecologically-sensitive environments,” added Knudsen.\r\n\r\nDesigned by Keppel Offshore &amp; Marine’s ship design subsidiary, Marine Technology Development, the DP3 vessel will be built to Ice Class Arc 5 notation for operation in ambient temperatures down to -30°C.\r\n\r\nNew Orient Marine, a subsidiary of Luxembourg-based Maritime Construction Services, is due to take delivery of its first ice-class vessel in July 2017.\r\n\r\nRolls-Royce will start delivering equipment to the Keppel Singmarine in January 2016','Rolls–Royce To Deliver Engines And Propulsion To New Orient Ice-Class Multi-Purpose Vessel','','inherit','open','open','','1035-revision-v1','','','2015-11-01 08:23:31','2015-11-01 08:23:31','',1035,'http://myseatime.com/blogadm/1035-revision-v1/',0,'revision','',0,0),(1149,117,'2015-11-06 10:51:21','0000-00-00 00:00:00','www.myseatime.com ','myseatime_563c86293e2d2','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1150,117,'2015-11-06 10:54:39','0000-00-00 00:00:00','Sea Time','myseatime_563c86efbbc74','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1151,117,'2015-11-19 06:14:13','0000-00-00 00:00:00','www.footwall.com ','myseatime_564d68b52ead5','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1152,117,'2015-11-19 06:14:52','0000-00-00 00:00:00','Ship ;)\n','myseatime_564d68dc65b62','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1153,117,'2015-11-20 06:33:37','0000-00-00 00:00:00','hmmmmmmmmmm............','myseatime_564ebec1103f7','','publish','open','open','','','','','0000-00-00 00:00:00','0000-00-00 00:00:00','',0,'',0,'myseatime_post','',0,0),(1154,1,'2015-11-27 06:12:41','2015-11-27 06:12:41','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\"><img class=\"aligncenter size-full wp-image-1001\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\" alt=\"emergency batteries\" width=\"750\" height=\"499\" /></a>\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n\r\n- 1 hour in case GMDSS has the power from emergency generators\r\n- 6 hours in case GMDSS does not have the power from emergency generators.\r\n\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-11-27 06:12:41','2015-11-27 06:12:41','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1155,1,'2015-11-27 06:13:21','2015-11-27 06:13:21','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\n&nbsp;\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n\r\n- 1 hour in case GMDSS has the power from emergency generators\r\n- 6 hours in case GMDSS does not have the power from emergency generators.\r\n\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-11-27 06:13:21','2015-11-27 06:13:21','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1156,1,'2015-11-27 06:22:42','2015-11-27 06:22:42','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n\r\n- 1 hour in case GMDSS has the power from emergency generators\r\n- 6 hours in case GMDSS does not have the power from emergency generators.\r\n\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-11-27 06:22:42','2015-11-27 06:22:42','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1157,1,'2015-11-27 06:38:13','2015-11-27 06:38:13','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\"><img class=\"aligncenter size-full wp-image-1001\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/04/off-grid-battery-rolls-for-cabo-san-lucas_opt.jpg\" alt=\"emergency batteries\" width=\"750\" height=\"499\" /></a>\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n\r\n- 1 hour in case GMDSS has the power from emergency generators\r\n- 6 hours in case GMDSS does not have the power from emergency generators.\r\n\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-11-27 06:38:13','2015-11-27 06:38:13','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1158,1,'2015-11-27 06:49:05','2015-11-27 06:49:05','Emergency batteries as well as GMDSS batteries onboard serve a very Important function. During a black out, emergency generator need some power source to start automatically and emergency batteries feed this required power to the emergency generator. If the emergency batteries are week, your emergency generator may not start automatically and you would then need to start the emergency generator manually from emergency generator room. In figuring out why emergency generator did not start and then starting the emergency generator locally can take away vital time which may result in disastrous situations.\r\n\r\nNow monthly testing of emergency generators does not guarantee that emergency batteries are good as in this case, batteries are on continuous charging state and thus can provide the required power source to the emergency generator. So how do we know if our emergency batteries are good and will start the emergency generator when required ? Apart from checking the health of the batteries, load test of the emergency generator does exactly that. Usually this load test is required to be done quarterly and it is very important that this load test is done religiously. The rationale behind the load test should be to take away the main power source from the emergency generator and then blacking out to see if the emergency generator starts automatically.\r\n\r\nComing to GMDSS batteries now. As per SOLAS GMDSS batteries are required to provide power to operate GMDSS for\r\n\r\n- 1 hour in case GMDSS has the power from emergency generators\r\n- 6 hours in case GMDSS does not have the power from emergency generators.\r\n\r\nNow how do we test the GMDSS batteries to be sure that these won’t die down before the required time. Some of us confuse this test with the On load/Off load daily test of the batteries. They argue that we need to switch off the AC power to GMDSS and operate the GMDSS for 1 hour (or 6 hours) to see if it can operate for around that time. But this is not correct.\r\n\r\nIdeally, the specifications of the required batteries is given during the yard delivery of the vessel and so far we have renewed the batteries with same specifications, we can be sure that the batteries would last for the required period except if the capacity of the batteries has reduced during the life of the batteries. To be sure that the capacity of the GMDSS batteries is OK, a capacity test is required to be done annually. This is very important test which ensures that in emergency &amp; when required your GMDSS batteries would last upto the required time.\r\n\r\nWishing you all fair winds following seas.','Are your emergency & GMDSS batteries in good shape ?','','inherit','open','open','','1000-revision-v1','','','2015-11-27 06:49:05','2015-11-27 06:49:05','',1000,'http://myseatime.com/blogadm/1000-revision-v1/',0,'revision','',0,0),(1159,3,'2015-11-28 03:55:28','2015-11-28 03:55:28','<p class=\"p1\"><span class=\"s1\">Battery Systems on board ships have become an instrumental component in cost efficiency, complying with environmental regulations, and optimizing energy efficiency. All electric and hybrid ships with energy storage in large Li-ion batteries can provide significant reductions in fuel cost, maintenance and emissions as well as improved responsiveness, regularity and safety.</span></p>\r\n<p class=\"p1\"><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\"><img class=\"aligncenter size-full wp-image-1160\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\" alt=\"DNVGL\" width=\"800\" height=\"535\" /></a></p>\r\n<p class=\"p1\"><span class=\"s1\">The importance of cleaner energy in shipping makes the use of batteries increasingly vital. In the future, most ships will probably be hybrid or plug-in hybrid. </span>DNV GL and ZEM have now joined forces to deliver a training course that introduces maritime battery systems and gives an overview of possibilities and challenges for hybrid and all electric propulsion in maritime power plants. Participants will be familiarised with different aspects of implementing battery systems onboard ships in a safe, economical and effective way.</p>\r\n<p class=\"p1\"><span class=\"s1\">The course covers the following points:</span></p>\r\n<p class=\"p1\">Why battery systems in the maritime sector?</p>\r\n<p class=\"p1\">Battery basics with focus on Li-ion technology</p>\r\n<p class=\"p1\">Main factors for a safe and cost effective battery system</p>\r\n<p class=\"p1\">Class requirements for battery systems</p>\r\n<p class=\"p1\">Risk analyses</p>\r\n<p class=\"p1\">Technical, economic and environmental related analyses</p>\r\n<p class=\"p1\"><span class=\"s1\">This 1-day <span style=\"color: #333333;\"><a style=\"color: #333333;\" href=\"https://www.dnvgl.com/training/maritime-battery-systems-introduction-course-44980\"><span class=\"s2\">“<span style=\"color: #3366ff;\">Maritime Battery Systems Introduction Course</span>”</span></a></span> will benefit technical staff, management, yards, suppliers, ship designers, consultants and anyone who has interest in the electrification and hybridization of the marine industry.</span></p>\r\n<p class=\"p1\">Photo credit: <span style=\"color: #3366ff;\"><a style=\"color: #3366ff;\" href=\"https://www.flickr.com/photos/defenceimages/6147136519/\">Defence Images</a> / <a style=\"color: #3366ff;\" href=\"http://foter.com/\">Foter.com</a> / <a style=\"color: #3366ff;\" href=\"http://creativecommons.org/licenses/by-nc/2.0/\">CC BY-NC</a></span></p>','Maritime Battery Systems – get a first introduction to this new field','','publish','open','open','','maritime-battery-systems-get-a-first-introduction-to-this-new-field','','','2015-11-28 04:09:33','2015-11-28 04:09:33','',0,'http://myseatime.com/blogadm/?p=1159',0,'post','',0,70),(1160,1,'2015-11-28 03:52:57','2015-11-28 03:52:57','Royal Navy Antarctic Patrol Vessel HMS Protector is pictured near Plymouth.\n\nHMS Protector will fulfil HMS Endurances role as the Navys ice patrol ship for an interim period, and has been leased on a three-year contract from Norwegian company GC Rieber Shipping. \n\nPhotographer: LA(Phot) Arron Hoare\nImage 45153156.jpg from www.defenceimages.mod.uk','Royal Navy Antarctic Patrol Ship HMS Protector','','inherit','open','open','','royal-navy-antarctic-patrol-ship-hms-protector','','','2015-11-28 03:53:25','2015-11-28 03:53:25','',1159,'http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg',0,'attachment','image/jpeg',0,0),(1161,1,'2015-11-28 03:55:28','2015-11-28 03:55:28','<p class=\"p1\"><span class=\"s1\">Battery Systems on board ships have become an instrumental component in cost efficiency, complying with environmental regulations, and optimizing energy efficiency. All electric and hybrid ships with energy storage in large Li-ion batteries can provide significant reductions in fuel cost, maintenance and emissions as well as improved responsiveness, regularity and safety.</span></p>\r\n<p class=\"p1\"><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\"><img class=\"aligncenter size-full wp-image-1160\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\" alt=\"DNVGL\" width=\"800\" height=\"535\" /></a></p>\r\n<p class=\"p1\"><span class=\"s1\">The importance of cleaner energy in shipping makes the use of batteries increasingly vital. In the future, most ships will probably be hybrid or plug-in hybrid.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">DNV GL and ZEM have now joined forces to deliver a training course that introduces maritime battery systems and gives an overview of possibilities and challenges for hybrid and all electric propulsion in maritime power plants.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">Participants will be familiarised with different aspects of implementing battery systems onboard ships in a safe, economical and effective way.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">The course covers the following points:</span></p>\r\n\r\n<ul class=\"ul1\">\r\n	<li class=\"li1\"><span class=\"s1\">Why battery systems in the maritime sector?</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Battery basics with focus on Li-ion technology</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Main factors for a safe and cost effective battery system</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Class requirements for battery systems</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Risk analyses</span></li>\r\n	<li class=\"li1\"><span class=\"s1\">Technical, economic and environmental related analyses</span></li>\r\n</ul>\r\n<p class=\"p1\"><span class=\"s1\">This 1-day <a href=\"https://www.dnvgl.com/training/maritime-battery-systems-introduction-course-44980\"><span class=\"s2\">“Maritime Battery Systems Introduction Course”</span></a> will benefit technical staff, management, yards, suppliers, ship designers, consultants and anyone who has interest in the electrification and hybridization of the marine industry.</span></p>\r\n<p class=\"p1\"><b>Photo credit: <a href=\"https://www.flickr.com/photos/defenceimages/6147136519/\">Defence Images</a> / <a href=\"http://foter.com/\">Foter.com</a> / <a href=\"http://creativecommons.org/licenses/by-nc/2.0/\">CC BY-NC</a></b></p>','Maritime Battery Systems – get a first introduction to this new field','','inherit','open','open','','1159-revision-v1','','','2015-11-28 03:55:28','2015-11-28 03:55:28','',1159,'http://myseatime.com/blogadm/1159-revision-v1/',0,'revision','',0,0),(1162,1,'2015-11-28 04:09:09','2015-11-28 04:09:09','<p class=\"p1\"><span class=\"s1\">Battery Systems on board ships have become an instrumental component in cost efficiency, complying with environmental regulations, and optimizing energy efficiency. All electric and hybrid ships with energy storage in large Li-ion batteries can provide significant reductions in fuel cost, maintenance and emissions as well as improved responsiveness, regularity and safety.</span></p>\n<p class=\"p1\"><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\"><img class=\"aligncenter size-full wp-image-1160\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\" alt=\"DNVGL\" width=\"800\" height=\"535\" /></a></p>\n<p class=\"p1\"><span class=\"s1\">The importance of cleaner energy in shipping makes the use of batteries increasingly vital. In the future, most ships will probably be hybrid or plug-in hybrid. </span>DNV GL and ZEM have now joined forces to deliver a training course that introduces maritime battery systems and gives an overview of possibilities and challenges for hybrid and all electric propulsion in maritime power plants. Participants will be familiarised with different aspects of implementing battery systems onboard ships in a safe, economical and effective way.</p>\n<p class=\"p1\"><span class=\"s1\">The course covers the following points:</span></p>\n<p class=\"p1\">Why battery systems in the maritime sector?</p>\n<p class=\"p1\">Battery basics with focus on Li-ion technology</p>\n<p class=\"p1\">Main factors for a safe and cost effective battery system</p>\n<p class=\"p1\">Class requirements for battery systems</p>\n<p class=\"p1\">Risk analyses</p>\n<p class=\"p1\">Technical, economic and environmental related analyses</p>\n<p class=\"p1\"><span class=\"s1\">This 1-day <span style=\"color: #333333;\"><a style=\"color: #333333;\" href=\"https://www.dnvgl.com/training/maritime-battery-systems-introduction-course-44980\"><span class=\"s2\">“<span style=\"color: #3366ff;\">Maritime Battery Systems Introduction Course</span>”</span></a></span> will benefit technical staff, management, yards, suppliers, ship designers, consultants and anyone who has interest in the electrification and hybridization of the marine industry.</span></p>\n<p class=\"p1\"><b>Photo credit: <a href=\"https://www.flickr.com/photos/defenceimages/6147136519/\">Defence Images</a> / <a href=\"http://foter.com/\">Foter.com</a> / <a href=\"http://creativecommons.org/licenses/by-nc/2.0/\">CC BY-NC</a></b></p>','Maritime Battery Systems – get a first introduction to this new field','','inherit','open','open','','1159-autosave-v1','','','2015-11-28 04:09:09','2015-11-28 04:09:09','',1159,'http://myseatime.com/blogadm/1159-autosave-v1/',0,'revision','',0,0),(1163,1,'2015-11-28 03:57:18','2015-11-28 03:57:18','<p class=\"p1\"><span class=\"s1\">Battery Systems on board ships have become an instrumental component in cost efficiency, complying with environmental regulations, and optimizing energy efficiency. All electric and hybrid ships with energy storage in large Li-ion batteries can provide significant reductions in fuel cost, maintenance and emissions as well as improved responsiveness, regularity and safety.</span></p>\r\n<p class=\"p1\"><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\"><img class=\"aligncenter size-full wp-image-1160\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\" alt=\"DNVGL\" width=\"800\" height=\"535\" /></a></p>\r\n<p class=\"p1\"><span class=\"s1\">The importance of cleaner energy in shipping makes the use of batteries increasingly vital. In the future, most ships will probably be hybrid or plug-in hybrid.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">DNV GL and ZEM have now joined forces to deliver a training course that introduces maritime battery systems and gives an overview of possibilities and challenges for hybrid and all electric propulsion in maritime power plants.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">Participants will be familiarised with different aspects of implementing battery systems onboard ships in a safe, economical and effective way.</span></p>\r\n<p class=\"p1\"><span class=\"s1\">The course covers the following points:</span></p>\r\n<p class=\"p1\">Why battery systems in the maritime sector?</p>\r\n<p class=\"p1\">Battery basics with focus on Li-ion technology</p>\r\n<p class=\"p1\">Main factors for a safe and cost effective battery system</p>\r\n<p class=\"p1\">Class requirements for battery systems</p>\r\n<p class=\"p1\">Risk analyses</p>\r\n<p class=\"p1\">Technical, economic and environmental related analyses</p>\r\n<p class=\"p1\"><span class=\"s1\">This 1-day <a href=\"https://www.dnvgl.com/training/maritime-battery-systems-introduction-course-44980\"><span class=\"s2\">“Maritime Battery Systems Introduction Course”</span></a> will benefit technical staff, management, yards, suppliers, ship designers, consultants and anyone who has interest in the electrification and hybridization of the marine industry.</span></p>\r\n<p class=\"p1\"><b>Photo credit: <a href=\"https://www.flickr.com/photos/defenceimages/6147136519/\">Defence Images</a> / <a href=\"http://foter.com/\">Foter.com</a> / <a href=\"http://creativecommons.org/licenses/by-nc/2.0/\">CC BY-NC</a></b></p>','Maritime Battery Systems – get a first introduction to this new field','','inherit','open','open','','1159-revision-v1','','','2015-11-28 03:57:18','2015-11-28 03:57:18','',1159,'http://myseatime.com/blogadm/1159-revision-v1/',0,'revision','',0,0),(1164,1,'2015-11-28 03:59:18','2015-11-28 03:59:18','<p class=\"p1\"><span class=\"s1\">Battery Systems on board ships have become an instrumental component in cost efficiency, complying with environmental regulations, and optimizing energy efficiency. All electric and hybrid ships with energy storage in large Li-ion batteries can provide significant reductions in fuel cost, maintenance and emissions as well as improved responsiveness, regularity and safety.</span></p>\r\n<p class=\"p1\"><a href=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\"><img class=\"aligncenter size-full wp-image-1160\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2015/11/HMS-Protector.jpg\" alt=\"DNVGL\" width=\"800\" height=\"535\" /></a></p>\r\n<p class=\"p1\"><span class=\"s1\">The importance of cleaner energy in shipping makes the use of batteries increasingly vital. In the future, most ships will probably be hybrid or plug-in hybrid. </span>DNV GL and ZEM have now joined forces to deliver a training course that introduces maritime battery systems and gives an overview of possibilities and challenges for hybrid and all electric propulsion in maritime power plants. Participants will be familiarised with different aspects of implementing battery systems onboard ships in a safe, economical and effective way.</p>\r\n<p class=\"p1\"><span class=\"s1\">The course covers the following points:</span></p>\r\n<p class=\"p1\">Why battery systems in the maritime sector?</p>\r\n<p class=\"p1\">Battery basics with focus on Li-ion technology</p>\r\n<p class=\"p1\">Main factors for a safe and cost effective battery system</p>\r\n<p class=\"p1\">Class requirements for battery systems</p>\r\n<p class=\"p1\">Risk analyses</p>\r\n<p class=\"p1\">Technical, economic and environmental related analyses</p>\r\n<p class=\"p1\"><span class=\"s1\">This 1-day <a href=\"https://www.dnvgl.com/training/maritime-battery-systems-introduction-course-44980\"><span class=\"s2\">“Maritime Battery Systems Introduction Course”</span></a> will benefit technical staff, management, yards, suppliers, ship designers, consultants and anyone who has interest in the electrification and hybridization of the marine industry.</span></p>\r\n<p class=\"p1\"><b>Photo credit: <a href=\"https://www.flickr.com/photos/defenceimages/6147136519/\">Defence Images</a> / <a href=\"http://foter.com/\">Foter.com</a> / <a href=\"http://creativecommons.org/licenses/by-nc/2.0/\">CC BY-NC</a></b></p>','Maritime Battery Systems – get a first introduction to this new field','','inherit','open','open','','1159-revision-v1','','','2015-11-28 03:59:18','2015-11-28 03:59:18','',1159,'http://myseatime.com/blogadm/1159-revision-v1/',0,'revision','',0,0),