-- Table structure for table `wp_posts`
--

CREATE TABLE `wp_posts` (
  `ID` bigint(20) unsigned NOT NULL AUTO_INCREMENT,
  `post_author` bigint(20) unsigned NOT NULL DEFAULT '0',
  `post_date` datetime NOT NULL DEFAULT '0000-00-00 00:00:00',
  `post_date_gmt` datetime NOT NULL DEFAULT '0000-00-00 00:00:00',
  `post_content` longtext NOT NULL,
  `post_title` text NOT NULL,
  `post_excerpt` text NOT NULL,
  `post_status` varchar(20) NOT NULL DEFAULT 'publish',
  `comment_status` varchar(20) NOT NULL DEFAULT 'open',
  `ping_status` varchar(20) NOT NULL DEFAULT 'open',
  `post_password` varchar(20) NOT NULL DEFAULT '',
  `post_name` varchar(200) NOT NULL DEFAULT '',
  `to_ping` text NOT NULL,
  `pinged` text NOT NULL,
  `post_modified` datetime NOT NULL DEFAULT '0000-00-00 00:00:00',
  `post_modified_gmt` datetime NOT NULL DEFAULT '0000-00-00 00:00:00',
  `post_content_filtered` longtext NOT NULL,
  `post_parent` bigint(20) unsigned NOT NULL DEFAULT '0',
  `guid` varchar(255) NOT NULL DEFAULT '',
  `menu_order` int(11) NOT NULL DEFAULT '0',
  `post_type` varchar(20) NOT NULL DEFAULT 'post',
  `post_mime_type` varchar(100) NOT NULL DEFAULT '',
  `comment_count` bigint(20) NOT NULL DEFAULT '0',
  `viewCounter` int(11) NOT NULL DEFAULT '0',
  PRIMARY KEY (`ID`),
  KEY `post_name` (`post_name`),
  KEY `type_status_date` (`post_type`,`post_status`,`post_date`,`ID`),
  KEY `post_parent` (`post_parent`),
  KEY `post_author` (`post_author`)
) ENGINE=InnoDB AUTO_INCREMENT=1361 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_posts`
--

INSERT INTO `wp_posts` VALUES (2,1,'2014-11-13 05:53:28','2014-11-13 05:53:28','This is an example page. It\'s different from a blog post because it will stay in one place and will show up in your site navigation (in most themes). Most people start with an About page that introduces them to potential site visitors. It might say something like this:\n\n<blockquote>Hi there! I\'m a bike messenger by day, aspiring actor by night, and this is my blog. I live in Los Angeles, have a great dog named Jack, and I like pi&#241;a coladas. (And gettin\' caught in the rain.)</blockquote>\n\n...or something like this:\n\n<blockquote>The XYZ Doohickey Company was founded in 1971, and has been providing quality doohickeys to the public ever since. Located in Gotham City, XYZ employs over 2,000 people and does all kinds of awesome things for the Gotham community.</blockquote>\n\nAs a new WordPress user, you should go to <a href=\"http://myseatime.com/blog/wp-admin/\">your dashboard</a> to delete this page and create new pages for your content. Have fun!','Sample Page','','publish','open','open','','sample-page','','','2014-11-13 05:53:28','2014-11-13 05:53:28','',0,'http://myseatime.com/blog/?page_id=2',0,'page','',0,0),(5,2,'2014-10-13 14:06:45','2014-10-13 14:06:45','Recently someone asked me this question as to why there are very few new ULCCs? Why most of the ULCCs were built in 70s ? I considered the question to be a topic of one of my blog. This blog is the answer to that question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\n<strong>Food for thought:</strong> can you think how the discovery of shale gas in USA will affect the demand of crude oil in tonne mile and what effect this can have on the average size of the crude oil tankers in near future?\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','publish','open','open','','nothing-lasts-nothing-is-finished-and-nothing-is-perfect','','','2015-11-27 10:44:52','2015-11-27 10:44:52','',0,'http://myseatime.com/blog/?p=5',0,'post','',0,38),(6,1,'2014-11-13 14:06:45','2014-11-13 14:06:45','Lorem ipsum dolor sit amet, consectetur adipiscing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua. Ut enim ad minim veniam, quis nostrud exercitation ullamco laboris nisi ut aliquip ex ea commodo consequat. Duis aute irure dolor in reprehenderit in voluptate velit esse cillum dolore eu fugiat nulla pariatur. Excepteur sint occaecat cupidatat non proident, sunt in culpa qui officia deserunt mollit anim id est laborum.','Nothing lasts, nothing is finished, and nothing is perfect','','inherit','open','open','','5-revision-v1','','','2014-11-13 14:06:45','2014-11-13 14:06:45','',5,'http://myseatime.com/blog/?p=6',0,'revision','',0,0),(7,2,'2014-11-13 14:07:22','2014-11-13 14:07:22','Bill of lading is Perhaps most important document related to the shipping industry as someone can loose money if attention is not given while handling these bills of lading. To define \"bill of lading\"\r\n\r\n<strong>\"It is a document issued to the shipper by the Master of the vessel on behalf of the carrier for the goods shipped onboard that vessel\" </strong>\r\n\r\nA Bill of lading serves mainly three functions\r\n\r\n<strong>1) It acts as the receipt of goods</strong>\r\n<strong>2) It is document of title</strong>\r\n<strong>3) It is evidence of contract of agreement or contract of carriage</strong>\r\n\r\nTo proceed further it is expected that one is well versed with the terms like Shipper, consignee, Receiver, carrier.\r\n\r\nVery brief introduction about these three functions\r\n\r\n<strong>1)</strong> <strong>It acts as the receipt of goods:</strong>  Receipt of goods is the straightforward thing. Whether we leave our car for servicing, pay our utility bills or buy an electronic item, we want receipt for all these. Similarly when we receive the goods onboard, we are suppose to issue a receipt. Bill of lading act as the receipt of the cargo received onboard.\r\n\r\n<strong>2) It is evidence of contact of carriage:</strong>  So it is only evidence that there is a contract of carriage between shipper and carrier but it is not the contract of carriage itself.\r\n\r\nQ: Can you think of last time you saw actual contact of carriage ?\r\n\r\n<strong>3) It is document of title:</strong>  Title means right to the ownership. In case of bill of lading it implies that whoever has the bill of lading can claim the cargo by presenting the bill of lading to the master of the vessel. While the ship is in the sea passage, the present owner of the cargo can negotiate with the potential buyer of the cargo and if agreed he can transfer the ownership of the cargo by transferring the bill of lading to him. This way Bill of lading can change several hands and the final holder of the bill of lading will also be the owner of the cargo. That makes the bill of lading a negotiable document.\r\n\r\nQ: Are all bills of lading negotiable and serves as document of title ? Well not exactly. There are Different types of bill of ladings and some are negotiable too.','Bill of lading: What it is and what purpose it solves ?','','publish','open','open','','bill-of-lading-what-it-is-and-what-purpose-it-solves','','','2016-01-06 16:28:50','2016-01-06 16:28:50','',0,'http://myseatime.com/blog/?p=7',0,'post','',0,65),(8,1,'2014-11-13 14:07:22','2014-11-13 14:07:22','Lorem ipsum dolor sit amet, consectetur adipiscing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua. Ut enim ad minim veniam, quis nostrud exercitation ullamco laboris nisi ut aliquip ex ea commodo consequat. Duis aute irure dolor in reprehenderit in voluptate velit esse cillum dolore eu fugiat nulla pariatur. Excepteur sint occaecat cupidatat non proident, sunt in culpa qui officia deserunt mollit anim id est laborum.','Lorem ipsum ','','inherit','open','open','','7-revision-v1','','','2014-11-13 14:07:22','2014-11-13 14:07:22','',7,'http://myseatime.com/blog/?p=8',0,'revision','',0,0),(9,1,'2014-11-13 14:12:42','2014-11-13 14:12:42','','blogdetimg','','inherit','open','open','','blogdetimg','','','2014-11-13 14:12:42','2014-11-13 14:12:42','',7,'http://myseatime.com/blog/wp-content/uploads/2014/11/blogdetimg.jpg',0,'attachment','image/jpeg',0,0),(10,3,'2014-11-03 14:17:32','2014-11-03 14:17:32','Morocco has hosted the 2014 IMO World Maritime Day Parallel Event (27 to 29 October 2014), with a conference and other activities, focusing on this year\'s World Maritime Day theme: “IMO conventions: effective implementation”.\r\n\r\nThe parallel event was opened by IMO Secretary-General Koji Sekimizu, who began by handing the official IMO parallel event flag to Mr. Aziz Rebbah, Minister of Infrastructure, Transport and Logistics, Kingdom of Morocco.\r\n\r\nSome 300 representatives from the maritime community in Morocco and other countries, non-governmental organizations and academia, attended a conference and exhibition. A high-level session on 27 October focused on: the role of the International Maritime Organization in the preparation of international maritime conventions and regulations; the three main groups of IMO conventions: safety, environment and liability and compensation; and effective implementation of IMO conventions: national experiences.\r\n\r\nSpeakers included: Mr. Jeffrey Lantz, Chairman, IMO Council;   Mr. José Maura, Director, IOPC Funds;  Mr. Andrew Winbow, Director, Maritime Safety Division, IMO;  Mr. Frederick Kenney, Director, Legal Affairs and External Relations Division, IMO; Mr. Giorgio Berlingieri, Vice-President, Comité Maritime International; and Mr. Miguel Palomares, former Director, Marine Environment Division, IMO. On the national experience, speakers included: Mr. Julio Berzosa Navazo, Algeciras Maritime Captain;  Mrs. Meriem Hrouch, Law Counsellor for the Administration in the General Secretariat of the Government of Morocco;  and Mr. Mourad El Fadil, Director of Research and Law Studies at the General Secretariat of the Government of Morocco.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15517151070_2d095dd90f_z.jpg\"><img class=\"aligncenter size-full wp-image-39\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15517151070_2d095dd90f_z.jpg\" alt=\"15517151070_2d095dd90f_z\" width=\"640\" height=\"425\" /></a>\r\n\r\nThe second day of the parallel event was focused on presenting maritime Morocco, its heritage, its achievements and its new strategies and objectives for an accelerated relaunch of integrated and sustainable development of the Kingdom\'s maritime sector, as well as national and international best practices and success stories.\r\n\r\nSpeakers included: Mrs. Bahija Simou, Director of the Royal Archives, Morocco; Mr. Younes Tazi, Director-General of the Moroccan Agency for Development and Logistics (AMDL); Mr. Mohammed Merzagui, Director of the Merchant Marine, Morocco; and Mr.  Taoufik Elktiri, Director of Sea Fishing and Aquaculture, Ministry of Agriculture and Marine Fishing, Morocco.\r\n\r\nAt the close of the second day, the participants adopted by acclamation the Tangier Statement: \"Effective implementation of IMO conventions, foundation for sustainable development of the maritime sector\".\r\n\r\nFinally, the flag of the World Maritime Day 2015 Parallel Event  was handed over by Mr. Najib Boulif, Minister Delegate, in charge of Transport, ​of Morocco, to Mr. Toshiki Sakurai, Senior Deputy Director-General, Ministry of Land, Infrastructure, Transport and Tourism, representing the host for next year’s Parallel Event, Japan. At the same time, a commemorative plaque was presented to Morocco by IMO Secretary-General Sekimizu.\r\n\r\nThe third day of the Morocco World Maritime Day Parallel Event included visits to Morocco’s maritime infrastructure, including Cape Spartel, with its historic lighthouse, the port of the city of Tangier which is being restructured, Cape Malabata, the Maritime Traffic Surveillance Centre in the Strait of Gibraltar (Tangier Traffic VTS) and the modern port complex of Tanger Méditerranée, one of the largest in Africa and the Euro-Mediterranean region.\r\n\r\nSource &amp; Image credit: imo.org','Morocco’s World Maritime Day Parallel Event effectively implemented','','publish','open','open','','news1','','','2014-11-13 21:04:35','2014-11-13 21:04:35','',0,'http://myseatime.com/blog/?p=10',0,'post','',0,42),(11,1,'2014-11-13 14:17:32','2014-11-13 14:17:32','Lorem ipsum dolor sit amet, consectetur adipiscing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua. Ut enim ad minim veniam, quis nostrud exercitation ullamco laboris nisi ut aliquip ex ea commodo consequat. Duis aute irure dolor in reprehenderit in voluptate velit esse cillum dolore eu fugiat nulla pariatur. Excepteur sint occaecat cupidatat non proident, sunt in culpa qui officia deserunt mollit anim id est laborum.','News1','','inherit','open','open','','10-revision-v1','','','2014-11-13 14:17:32','2014-11-13 14:17:32','',10,'http://myseatime.com/blog/?p=11',0,'revision','',0,0),(13,1,'2014-11-13 14:35:46','2014-11-13 14:35:46','','Latest News','','publish','open','open','','latest-news','','','2014-11-13 14:35:46','2014-11-13 14:35:46','',0,'http://myseatime.com/blog/?page_id=13',0,'page','',0,0),(14,1,'2014-11-13 14:35:46','2014-11-13 14:35:46','','Latest News','','inherit','open','open','','13-revision-v1','','','2014-11-13 14:35:46','2014-11-13 14:35:46','',13,'http://myseatime.com/blog/?p=14',0,'revision','',0,0),(15,1,'2014-11-13 14:36:14','2014-11-13 14:36:14','','Blog Search','','publish','open','open','','blog-search','','','2014-11-13 14:36:14','2014-11-13 14:36:14','',0,'http://myseatime.com/blog/?page_id=15',0,'page','',0,0),(16,1,'2014-11-13 14:36:14','2014-11-13 14:36:14','','Blog Search','','inherit','open','open','','15-revision-v1','','','2014-11-13 14:36:14','2014-11-13 14:36:14','',15,'http://myseatime.com/blog/?p=16',0,'revision','',0,0),(17,3,'2014-10-21 14:40:14','2014-10-21 14:40:14','A key step on the way to a mandatory Polar Code for ships operating in Arctic and Antarctic waters has been reached with the approval by the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) of the environmental provisions in the draft International Code for Ships Operating in Polar Waters (the Polar Code), together with associated draft amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL), to make the Code mandatory.\r\n\r\nFollowing this approval, the MEPC will consider the Code and the draft amendments for adoption at its next session, in May 2015. Once adopted, the Polar Code and MARPOL amendments could enter into force on 1 January 2017.\r\n\r\nThe draft Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles. The environmental provisions add additional requirements to those already contained in MARPOL, to be applied to ships operating in the polar waters. As the Antarctic area is already established as a Special Area under MARPOL Annexes I and V, with stringent restrictions on discharges, the Polar Code aims to replicate many of those provisions in the Arctic area.\r\n\r\nThe MEPC approved the preamble, introduction and part II of the Polar Code, which includes mandatory provisions in chapters covering the following topics:\r\n\r\n• prevention of pollution by oil, including discharge restrictions prohibiting any discharge into the sea of oil or oily mixtures from any ship, as well as structural requirements including protective location of fuel-oil and cargo tanks;\r\n\r\n• control of pollution by noxious liquid substances in bulk, prohibiting any discharge into the sea of noxious liquid substances, or mixtures containing such substances;\r\n\r\n• prevention of pollution by sewage from ships, prohibiting the discharge of sewage except for comminuted and disinfected sewage under specific circumstances, including a specified distance from ice;\r\n\r\n• prevention of pollution by garbage from ships, adding additional restrictions to the permitted discharges (under MARPOL Annex V, discharge of all garbage into the sea is prohibited, except as provided otherwise). Food wastes shall not be discharged onto the ice and discharge into the sea of comminuted and ground food wastes is only permitted under specific circumstances including at a not less than 12 nautical miles from the nearest land, ice-shelf or fast ice. Only certain cargo residues, classified as not harmful to the marine environment, can be discharged.\r\n\r\nAlso approved were draft amendments to MARPOL Annexes I (prevention of pollution by oil from ships), II (noxious liquid substances), IV (sewage) and V (garbage) to bring the introduction and corresponding chapters in part II-A of the Polar Code into force under those annexes. Recommendations in Part II-B of the Polar Code were approved, including a recommendation to refrain from carrying heavy fuel oil as cargo or fuel in the Arctic (a current regulation in MARPOL Annex 1 already prohibits the carriage of such fuel in the Antarctic); and a recommendation to apply the standards contained in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments (BWM Convention), 2004 (this instrument has not yet entered into force).\r\n\r\nIn May 2014, IMO’s Maritime Safety Committee (MSC), approved the Introduction and part I (safety provisions) of the Polar Code, along with a draft new chapter XIV of the International Convention for the Safety of Life at Sea (SOLAS) on “Safety measures for ships operating in polar waters”. The MSC will consider the adoption of the Polar Code and SOLAS amendments at its next session (MSC 94, 17 to 21 November). Once adopted, it is expected that the SOLAS amendments making the Polar Code mandatory would enter into force on 1 January 2017.\r\n\r\nSource &amp; Image credit: imo.org','Draft Polar Code approved by IMO’s Marine Environment Protection Committee','','publish','open','open','','news2','','','2014-11-13 21:04:54','2014-11-13 21:04:54','',0,'http://myseatime.com/blog/?p=17',0,'post','',0,36),(18,1,'2014-11-13 14:40:14','2014-11-13 14:40:14','Lorem ipsum dolor sit amet, consectetur adipiscing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua. Ut enim ad minim veniam, quis nostrud exercitation ullamco laboris nisi ut aliquip ex ea commodo consequat. Duis aute irure dolor in reprehenderit in voluptate velit esse cillum dolore eu fugiat nulla pariatur. Excepteur sint occaecat cupidatat non proident, sunt in culpa qui officia deserunt mollit anim id est laborum.','News2','','inherit','open','open','','17-revision-v1','','','2014-11-13 14:40:14','2014-11-13 14:40:14','',17,'http://myseatime.com/blog/?p=18',0,'revision','',0,0),(20,1,'2014-11-13 15:32:29','2014-11-13 15:32:29','','tanker','','inherit','open','open','','tanker','','','2014-11-13 15:32:29','2014-11-13 15:32:29','',5,'http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg',0,'attachment','image/jpeg',0,0),(21,1,'2014-11-13 15:36:54','2014-11-13 15:36:54','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\nThe economical viability is again dependent on\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"alignleft  wp-image-20\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker-300x224.jpg\" alt=\"tanker\" width=\"467\" height=\"349\" /></a>\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 15:36:54','2014-11-13 15:36:54','',5,'http://myseatime.com/blog/?p=21',0,'revision','',0,0),(22,1,'2014-11-13 15:38:26','2014-11-13 15:38:26','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\nThe economical viability is again dependent on\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"alignleft  wp-image-20\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker-300x224.jpg\" alt=\"tanker\" width=\"467\" height=\"349\" /></a>\r\n\r\n&nbsp;\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 15:38:26','2014-11-13 15:38:26','',5,'http://myseatime.com/blog/?p=22',0,'revision','',0,0),(23,1,'2014-11-13 17:48:37','2014-11-13 17:48:37','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"wp-image-20 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker-300x224.jpg\" alt=\"tanker\" width=\"474\" height=\"354\" /></a>\r\n\r\n&nbsp;\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 17:48:37','2014-11-13 17:48:37','',5,'http://myseatime.com/blog/?p=23',0,'revision','',0,0),(24,1,'2014-11-13 17:50:47','2014-11-13 17:50:47','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"aligncenter wp-image-20 \" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\" alt=\"tanker\" width=\"489\" height=\"366\" /></a>\r\n\r\n&nbsp;\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 17:50:47','2014-11-13 17:50:47','',5,'http://myseatime.com/blog/?p=24',0,'revision','',0,0),(25,1,'2014-11-13 17:52:37','2014-11-13 17:52:37','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n&nbsp;\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 17:52:37','2014-11-13 17:52:37','',5,'http://myseatime.com/blog/?p=25',0,'revision','',0,0),(26,1,'2014-11-13 18:12:55','2014-11-13 18:12:55','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\n\nWell generally speaking the decision of ordering a particular size of a ship depends upon\n\n1) Technological advancement or feasibility and\n2) Economical viability.\n\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\n\nThe economical viability is again dependent on\n\n1) Costs related to transporting a cargo on a route\n2) The demand of the cargo\n\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"aligncenter size-full wp-image-20\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\" alt=\"tanker\" width=\"625\" height=\"468\" /></a>\n\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\n\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\n\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\n\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\n\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-autosave-v1','','','2014-11-13 18:12:55','2014-11-13 18:12:55','',5,'http://myseatime.com/blog/?p=26',0,'revision','',0,0),(27,1,'2014-11-13 18:13:02','2014-11-13 18:13:02','One of my ship staff asked me this question as to why we cannot build the largest crude oil tanker of the world. Even though I answered him in bits and pieces, I considered it to be a topic of one of my blog. This blog is the answer to this question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"aligncenter size-full wp-image-20\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\" alt=\"tanker\" width=\"625\" height=\"468\" /></a>\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 18:13:02','2014-11-13 18:13:02','',5,'http://myseatime.com/blog/?p=27',0,'revision','',0,0),(28,1,'2014-11-13 18:32:30','2014-11-13 18:32:30','Bill of lading is Perhaps most important document related to the shipping industry as someone can loose money if attention is not given while handling these bills of lading. To define \"bill of lading\"\n\n<strong>\"It is a document issued to the shipper by the Master of the vessel on behalf of the carrier for the goods shipped onboard that vessel\" </strong>\n\nA Bill of lading serves mainly three functions\n\n<strong>1) It acts as the receipt of goods</strong>\n<strong>2) It is document of title</strong>\n<strong>3) It is evidence of contract of agreement or contract of carriage</strong>\n\nTo proceed further it is expected that one is well versed with the terms like Shipper, consignee, Receiver, carrier.\n\nVery brief introduction about these three functions\n\n<strong>1)</strong> <strong>It acts as the receipt of goods:</strong>  Receipt of goods is the straightforward thing. Whether we leave our car for servicing, pay our utility bills or buy an electronic item, we want receipt for all these. Similarly when we receive the goods onboard, we are suppose to issue a receipt. Bill of lading act as the receipt of the cargo received onboard.\n\n<strong>2) It is evidence of contact of carriage:</strong>  So it is only evidence that there is a contract of carriage between shipper and carrier but it is not the contract of carriage itself.\n\nQ: Can you think of last time you saw actual contact of carriage ?\n\n<strong>3) It is document of title:</strong>  Title means right to the ownership. In case of bill of lading it implies that whoever has the bill of lading can claim the cargo by presenting the bill of lading to the master of the vessel. While the ship is in the sea passage, the present owner of the cargo can negotiate with the potential buyer of the cargo and if agreed he can transfer the ownership of the cargo by transferring the bill of lading to him. This way Bill of lading can change several hands and the final holder of the bill of lading will also be the owner of the cargo. That makes the bill of lading a negotiable document.\n\nQ: Are all bills of lading negotiable and serves as document of title ? Well not exactly. There are Different types of bill of ladings and some are negotiable too.','Bill of lading: What it is and what purpose it solves ?','','inherit','open','open','','7-autosave-v1','','','2014-11-13 18:32:30','2014-11-13 18:32:30','',7,'http://myseatime.com/blog/?p=28',0,'revision','',0,0),(29,1,'2014-11-13 18:53:13','2014-11-13 18:53:13','Bill of lading is Perhaps most important document related to the shipping industry as someone can loose money if attention is not given while handling these bills of lading. To define \"bill of lading\"\r\n\r\n<strong>\"It is a document issued to the shipper by the Master of the vessel on behalf of the carrier for the goods shipped onboard that vessel\" </strong>\r\n\r\nA Bill of lading serves mainly three functions\r\n\r\n<strong>1) It acts as the receipt of goods</strong>\r\n<strong>2) It is document of title</strong>\r\n<strong>3) It is evidence of contract of agreement or contract of carriage</strong>\r\n\r\nTo proceed further it is expected that one is well versed with the terms like Shipper, consignee, Receiver, carrier.\r\n\r\nVery brief introduction about these three functions\r\n\r\n<strong>1)</strong> <strong>It acts as the receipt of goods:</strong>  Receipt of goods is the straightforward thing. Whether we leave our car for servicing, pay our utility bills or buy an electronic item, we want receipt for all these. Similarly when we receive the goods onboard, we are suppose to issue a receipt. Bill of lading act as the receipt of the cargo received onboard.\r\n\r\n<strong>2) It is evidence of contact of carriage:</strong>  So it is only evidence that there is a contract of carriage between shipper and carrier but it is not the contract of carriage itself.\r\n\r\nQ: Can you think of last time you saw actual contact of carriage ?\r\n\r\n<strong>3) It is document of title:</strong>  Title means right to the ownership. In case of bill of lading it implies that whoever has the bill of lading can claim the cargo by presenting the bill of lading to the master of the vessel. While the ship is in the sea passage, the present owner of the cargo can negotiate with the potential buyer of the cargo and if agreed he can transfer the ownership of the cargo by transferring the bill of lading to him. This way Bill of lading can change several hands and the final holder of the bill of lading will also be the owner of the cargo. That makes the bill of lading a negotiable document.\r\n\r\nQ: Are all bills of lading negotiable and serves as document of title ? Well not exactly. There are Different types of bill of ladings and some are negotiable too.','Bill of lading: What it is and what purpose it solves ?','','inherit','open','open','','7-revision-v1','','','2014-11-13 18:53:13','2014-11-13 18:53:13','',7,'http://myseatime.com/blog/?p=29',0,'revision','',0,0),(30,2,'2014-11-12 19:28:19','2014-11-12 19:28:19','There are many reasons why ship owners choose to have more than one loadlines on their ships. However there are number of things Masters and ship staff need to be aware of while sailing on ships with more than one load lines. Masters and ships staff are encouraged to check these points to be very sure that their ship is not detained by port state controls or issued Condition of class during annual load line survey.\r\n\r\n<strong>1) Both the load line certificates kept in the certificate folder</strong>\r\n\r\nIt is a requirement by all the flag states, vetting companies and the classification societies to display only one loadline certificate that is in use. The other one MUST be kept in sealed envelop in master’s locker or other safe custody.\r\n\r\n<strong>2) The painted loadlines on ship side do not corresponds to the loadline certificate in the certificate folder </strong>\r\n\r\nThis situation can arise because of any of these two facts. The loadline marks on the ship side were not changed during last documented change of loadline and just the load line certificates were replaced. OR The loadline marks on ship side were changed but the master forgot to replace the loadline certificate. Whatever the reason, the deficiency has the potential of having the ship detained by the port state control.\r\n\r\n<strong>3) The Loadline marks on starboard side do not correspond to the loadline marks on port side </strong>\r\n\r\nThis might look silly but there have been detentions by many port state controls due to this deficiency. The most common reason for this deficiency is not because only one side of loadline marks were painted but because on one side the old marks were removed and then mistakenly same were painted again.\r\n\r\n<strong>4) No entry is made in official log book for the change in loadlines</strong>\r\n\r\nAll flag states &amp; classification societies require that whenever the loadlines are changed, Masters must make appropriate entry in the official log book.\r\n\r\n<strong>5) The second loadline certificate (kept in locker) is not stamped for annual class endorsements</strong>\r\n\r\nIt is very important that all the loadline certificates are stamped for annual surveys. During annual class survey, it is quite possible that other than the loadline certificate in use are not stamped, as these are not in the certificate folder.\r\n\r\n<strong>6) Wrong loadline certificate is displayed in the accommodation </strong>\r\n\r\nA small mistake but can be pointed out by Port State control inspectors. In ports where PSC inspector tend to make big issues of smaller things, this issue can give rise to unfavourable situation with PSC inspectors.','6 Mistakes Master and ship staff must avoid on ships with dual load lines','','publish','open','open','','6-mistakes-master-and-ship-staff-must-avoid-on-ships-with-dual-load-lines','','','2015-01-28 07:14:52','2015-01-28 07:14:52','',0,'http://myseatime.com/blog/?p=30',0,'post','',0,77),(31,1,'2014-11-13 19:26:43','2014-11-13 19:26:43','','Ship','','inherit','open','open','','ship','','','2014-11-13 19:26:43','2014-11-13 19:26:43','',30,'http://myseatime.com/blog/wp-content/uploads/2014/11/Ship.jpg',0,'attachment','image/jpeg',0,0),(32,1,'2014-11-13 19:27:03','2014-11-13 19:27:03','There are many reasons why ship owners choose to have more than one loadlines on their ships. However there are number of things Masters and ship staff need to be aware of while sailing on ships with more than one load lines. Masters and ships staff are encouraged to check these points to be very sure that their ship is not detained by port state controls or issued Condition of class during annual load line survey.\r\n\r\n<strong>1) Both the load line certificates kept in the certificate folder</strong>\r\n\r\nIt is a requirement by all the flag states, vetting companies and the classification societies to display only one loadline certificate that is in use. The other one MUST be kept in sealed envelop in master’s locker or other safe custody.\r\n\r\n<strong>2) The painted loadlines on ship side do not corresponds to the loadline certificate in the certificate folder </strong>\r\n\r\nThis situation can arise because of any of these two facts. The loadline marks on the ship side were not changed during last documented change of loadline and just the load line certificates were replaced. OR The loadline marks on ship side were changed but the master forgot to replace the loadline certificate. Whatever the reason, the deficiency has the potential of having the ship detained by the port state control.\r\n\r\n<strong>3) The Loadline marks on starboard side do not correspond to the loadline marks on port side </strong>\r\n\r\nThis might look silly but there have been detentions by many port state controls due to this deficiency. The most common reason for this deficiency is not because only one side of loadline marks were painted but because on one side the old marks were removed and then mistakenly same were painted again.\r\n\r\n<strong>4) No entry is made in official log book for the change in loadlines</strong>\r\n\r\nAll flag states &amp; classification societies require that whenever the loadlines are changed, Masters must make appropriate entry in the official log book.\r\n\r\n<strong>5) The second loadline certificate (kept in locker) is not stamped for annual class endorsements</strong>\r\n\r\nIt is very important that all the loadline certificates are stamped for annual surveys. During annual class survey, it is quite possible that other than the loadline certificate in use are not stamped, as these are not in the certificate folder.\r\n\r\n<strong>6) Wrong loadline certificate is displayed in the accommodation </strong>\r\n\r\nA small mistake but can be pointed out by Port State control inspectors. In ports where PSC inspector tend to make big issues of smaller things, this issue can give rise to unfavourable situation with PSC inspectors.','7 Mistakes Master and ship staff must avoid on ships with dual load lines','','inherit','open','open','','30-revision-v1','','','2014-11-13 19:27:03','2014-11-13 19:27:03','',30,'http://myseatime.com/blog/?p=32',0,'revision','',0,0),(33,1,'2014-11-13 19:28:19','2014-11-13 19:28:19','There are many reasons why ship owners choose to have more than one loadlines on their ships. However there are number of things Masters and ship staff need to be aware of while sailing on ships with more than one load lines. Masters and ships staff are encouraged to check these points to be very sure that their ship is not detained by port state controls or issued Condition of class during annual load line survey.\r\n\r\n<strong>1) Both the load line certificates kept in the certificate folder</strong>\r\n\r\nIt is a requirement by all the flag states, vetting companies and the classification societies to display only one loadline certificate that is in use. The other one MUST be kept in sealed envelop in master’s locker or other safe custody.\r\n\r\n<strong>2) The painted loadlines on ship side do not corresponds to the loadline certificate in the certificate folder </strong>\r\n\r\nThis situation can arise because of any of these two facts. The loadline marks on the ship side were not changed during last documented change of loadline and just the load line certificates were replaced. OR The loadline marks on ship side were changed but the master forgot to replace the loadline certificate. Whatever the reason, the deficiency has the potential of having the ship detained by the port state control.\r\n\r\n<strong>3) The Loadline marks on starboard side do not correspond to the loadline marks on port side </strong>\r\n\r\nThis might look silly but there have been detentions by many port state controls due to this deficiency. The most common reason for this deficiency is not because only one side of loadline marks were painted but because on one side the old marks were removed and then mistakenly same were painted again.\r\n\r\n<strong>4) No entry is made in official log book for the change in loadlines</strong>\r\n\r\nAll flag states &amp; classification societies require that whenever the loadlines are changed, Masters must make appropriate entry in the official log book.\r\n\r\n<strong>5) The second loadline certificate (kept in locker) is not stamped for annual class endorsements</strong>\r\n\r\nIt is very important that all the loadline certificates are stamped for annual surveys. During annual class survey, it is quite possible that other than the loadline certificate in use are not stamped, as these are not in the certificate folder.\r\n\r\n<strong>6) Wrong loadline certificate is displayed in the accommodation </strong>\r\n\r\nA small mistake but can be pointed out by Port State control inspectors. In ports where PSC inspector tend to make big issues of smaller things, this issue can give rise to unfavourable situation with PSC inspectors.','6 Mistakes Master and ship staff must avoid on ships with dual load lines','','inherit','open','open','','30-revision-v1','','','2014-11-13 19:28:19','2014-11-13 19:28:19','',30,'http://myseatime.com/blog/?p=33',0,'revision','',0,0),(34,3,'2014-11-12 20:16:47','2014-11-12 20:16:47','IMO\'s Maritime Safety Committee (MSC), which meets at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, is expected to adopt the Polar Code and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory.\r\n\r\nThe MSC will also have a number of other items on its busy agenda, including approval of the draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low flashpoint Fuels (IGF Code); further work on its action plan on passenger ship safety; and the consideration of items put forward by the sub-committees.\r\n\r\n<strong>Draft mandatory Polar Code and SOLAS amendments to be considered for adoption</strong>\r\n\r\nThe MSC will be invited to consider, with a view to adoption, the draft International Code for Ships Operating in Polar Waters (Polar Code), and the proposed draft new SOLAS chapter XIV “Safety measures for ships operating in polar waters”, to make the Code (Preamble, Introduction and Part I-A (Safety measures)) mandatory.\r\n\r\nThe draft SOLAS amendments were approved at the last session, with a view to adoption at the current session, along with the Polar Code.\r\n\r\nThe Polar Code contains additional design, construction, equipment, operational, training, and search and rescue requirements for ships operating in the harsh environment of Arctic and Antarctic waters, with the aim of preventing accidents and pollution, and protecting ships, seafarers and passengers.\r\n\r\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (<a href=\"http://www.imo.org/MediaCentre/PressBriefings/Pages/32-mepc-polar.aspx#.VGNuqvmsXmc\">MEPC​</a>) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments, likely to be 1 January 2017.\r\n\r\nSource: imo.org','Polar Code set for adoption as Maritime Safety Committee meets 17 to 21 November','','publish','open','open','','polar-code-set-for-adoption-as-maritime-safety-committee-meets-17-to-21-november','','','2015-01-21 13:56:15','2015-01-21 13:56:15','',0,'http://myseatime.com/blog/?p=34',0,'post','',0,38),(36,1,'2014-11-13 20:16:47','2014-11-13 20:16:47','IMO\'s Maritime Safety Committee (MSC), which meets at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, is expected to adopt the Polar Code and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory.\r\n\r\nThe MSC will also have a number of other items on its busy agenda, including approval of the draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low flashpoint Fuels (IGF Code); further work on its action plan on passenger ship safety; and the consideration of items put forward by the sub-committees.\r\n\r\n<strong>Draft mandatory Polar Code and SOLAS amendments to be considered for adoption</strong>\r\n\r\nThe MSC will be invited to consider, with a view to adoption, the draft International Code for Ships Operating in Polar Waters (Polar Code), and the proposed draft new SOLAS chapter XIV “Safety measures for ships operating in polar waters”, to make the Code (Preamble, Introduction and Part I-A (Safety measures)) mandatory.\r\n\r\nThe draft SOLAS amendments were approved at the last session, with a view to adoption at the current session, along with the Polar Code.\r\n\r\nThe Polar Code contains additional design, construction, equipment, operational, training, and search and rescue requirements for ships operating in the harsh environment of Arctic and Antarctic waters, with the aim of preventing accidents and pollution, and protecting ships, seafarers and passengers.\r\n\r\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (<a href=\"http://www.imo.org/MediaCentre/PressBriefings/Pages/32-mepc-polar.aspx#.VGNuqvmsXmc\">MEPC​</a>) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments, likely to be 1 January 2017.','Polar Code set for adoption as Maritime Safety Committee meets 17 to 21 November','','inherit','open','open','','34-revision-v1','','','2014-11-13 20:16:47','2014-11-13 20:16:47','',34,'http://myseatime.com/blog/?p=36',0,'revision','',0,0),(37,1,'2014-11-13 20:17:15','2014-11-13 20:17:15','IMO\'s Maritime Safety Committee (MSC), which meets at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014, is expected to adopt the Polar Code and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory.\r\n\r\nThe MSC will also have a number of other items on its busy agenda, including approval of the draft SOLAS amendments to make mandatory the International Code of Safety for Ships using Gases or other Low flashpoint Fuels (IGF Code); further work on its action plan on passenger ship safety; and the consideration of items put forward by the sub-committees.\r\n\r\n<strong>Draft mandatory Polar Code and SOLAS amendments to be considered for adoption</strong>\r\n\r\nThe MSC will be invited to consider, with a view to adoption, the draft International Code for Ships Operating in Polar Waters (Polar Code), and the proposed draft new SOLAS chapter XIV “Safety measures for ships operating in polar waters”, to make the Code (Preamble, Introduction and Part I-A (Safety measures)) mandatory.\r\n\r\nThe draft SOLAS amendments were approved at the last session, with a view to adoption at the current session, along with the Polar Code.\r\n\r\nThe Polar Code contains additional design, construction, equipment, operational, training, and search and rescue requirements for ships operating in the harsh environment of Arctic and Antarctic waters, with the aim of preventing accidents and pollution, and protecting ships, seafarers and passengers.\r\n\r\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (<a href=\"http://www.imo.org/MediaCentre/PressBriefings/Pages/32-mepc-polar.aspx#.VGNuqvmsXmc\">MEPC​</a>) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments, likely to be 1 January 2017.\r\n\r\nSource: imo.org','Polar Code set for adoption as Maritime Safety Committee meets 17 to 21 November','','inherit','open','open','','34-revision-v1','','','2014-11-13 20:17:15','2014-11-13 20:17:15','',34,'http://myseatime.com/blog/?p=37',0,'revision','',0,0),(38,1,'2014-11-13 20:29:06','2014-11-13 20:29:06','Morocco has hosted the 2014 IMO World Maritime Day Parallel Event (27 to 29 October 2014), with a conference and other activities, focusing on this year\'s World Maritime Day theme: “IMO conventions: effective implementation”.\n\nThe parallel event was opened by IMO Secretary-General Koji Sekimizu, who began by handing the official IMO parallel event flag to Mr. Aziz Rebbah, Minister of Infrastructure, Transport and Logistics, Kingdom of Morocco.\n\nSome 300 representatives from the maritime community in Morocco and other countries, non-governmental organizations and academia, attended a conference and exhibition. A high-level session on 27 October focused on: the role of the International Maritime Organization in the preparation of international maritime conventions and regulations; the three main groups of IMO conventions: safety, environment and liability and compensation; and effective implementation of IMO conventions: national experiences.\n\nSpeakers included: Mr. Jeffrey Lantz, Chairman, IMO Council;   Mr. José Maura, Director, IOPC Funds;  Mr. Andrew Winbow, Director, Maritime Safety Division, IMO;  Mr. Frederick Kenney, Director, Legal Affairs and External Relations Division, IMO; Mr. Giorgio Berlingieri, Vice-President, Comité Maritime International; and Mr. Miguel Palomares, former Director, Marine Environment Division, IMO. On the national experience, speakers included: Mr. Julio Berzosa Navazo, Algeciras Maritime Captain;  Mrs. Meriem Hrouch, Law Counsellor for the Administration in the General Secretariat of the Government of Morocco;  and Mr. Mourad El Fadil, Director of Research and Law Studies at the General Secretariat of the Government of Morocco.\n\n&nbsp;\n\nThe second day of the parallel event was focused on presenting maritime Morocco, its heritage, its achievements and its new strategies and objectives for an accelerated relaunch of integrated and sustainable development of the Kingdom\'s maritime sector, as well as national and international best practices and success stories.\n\nSpeakers included: Mrs. Bahija Simou, Director of the Royal Archives, Morocco; Mr. Younes Tazi, Director-General of the Moroccan Agency for Development and Logistics (AMDL); Mr. Mohammed Merzagui, Director of the Merchant Marine, Morocco; and Mr.  Taoufik Elktiri, Director of Sea Fishing and Aquaculture, Ministry of Agriculture and Marine Fishing, Morocco.\n\nAt the close of the second day, the participants adopted by acclamation the Tangier Statement: \"Effective implementation of IMO conventions, foundation for sustainable development of the maritime sector\".\n\nFinally, the flag of the World Maritime Day 2015 Parallel Event  was handed over by Mr. Najib Boulif, Minister Delegate, in charge of Transport, ​of Morocco, to Mr. Toshiki Sakurai, Senior Deputy Director-General, Ministry of Land, Infrastructure, Transport and Tourism, representing the host for next year’s Parallel Event, Japan. At the same time, a commemorative plaque was presented to Morocco by IMO Secretary-General Sekimizu.\n\nThe third day of the Morocco World Maritime Day Parallel Event included visits to Morocco’s maritime infrastructure, including Cape Spartel, with its historic lighthouse, the port of the city of Tangier which is being restructured, Cape Malabata, the Maritime Traffic Surveillance Centre in the Strait of Gibraltar (Tangier Traffic VTS) and the modern port complex of Tanger Méditerranée, one of the largest in Africa and the Euro-Mediterranean region.\n\n&nbsp;','Morocco’s World Maritime Day Parallel Event effectively implemented','','inherit','open','open','','10-autosave-v1','','','2014-11-13 20:29:06','2014-11-13 20:29:06','',10,'http://myseatime.com/blog/?p=38',0,'revision','',0,0),(39,1,'2014-11-13 20:29:08','2014-11-13 20:29:08','','15517151070_2d095dd90f_z','','inherit','open','open','','15517151070_2d095dd90f_z','','','2014-11-13 20:29:08','2014-11-13 20:29:08','',10,'http://myseatime.com/blog/wp-content/uploads/2014/11/15517151070_2d095dd90f_z.jpg',0,'attachment','image/jpeg',0,0),(40,1,'2014-11-13 20:30:06','2014-11-13 20:30:06','Morocco has hosted the 2014 IMO World Maritime Day Parallel Event (27 to 29 October 2014), with a conference and other activities, focusing on this year\'s World Maritime Day theme: “IMO conventions: effective implementation”.\r\n\r\nThe parallel event was opened by IMO Secretary-General Koji Sekimizu, who began by handing the official IMO parallel event flag to Mr. Aziz Rebbah, Minister of Infrastructure, Transport and Logistics, Kingdom of Morocco.\r\n\r\nSome 300 representatives from the maritime community in Morocco and other countries, non-governmental organizations and academia, attended a conference and exhibition. A high-level session on 27 October focused on: the role of the International Maritime Organization in the preparation of international maritime conventions and regulations; the three main groups of IMO conventions: safety, environment and liability and compensation; and effective implementation of IMO conventions: national experiences.\r\n\r\nSpeakers included: Mr. Jeffrey Lantz, Chairman, IMO Council;   Mr. José Maura, Director, IOPC Funds;  Mr. Andrew Winbow, Director, Maritime Safety Division, IMO;  Mr. Frederick Kenney, Director, Legal Affairs and External Relations Division, IMO; Mr. Giorgio Berlingieri, Vice-President, Comité Maritime International; and Mr. Miguel Palomares, former Director, Marine Environment Division, IMO. On the national experience, speakers included: Mr. Julio Berzosa Navazo, Algeciras Maritime Captain;  Mrs. Meriem Hrouch, Law Counsellor for the Administration in the General Secretariat of the Government of Morocco;  and Mr. Mourad El Fadil, Director of Research and Law Studies at the General Secretariat of the Government of Morocco.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15517151070_2d095dd90f_z.jpg\"><img class=\"aligncenter size-full wp-image-39\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15517151070_2d095dd90f_z.jpg\" alt=\"15517151070_2d095dd90f_z\" width=\"640\" height=\"425\" /></a>\r\n\r\nThe second day of the parallel event was focused on presenting maritime Morocco, its heritage, its achievements and its new strategies and objectives for an accelerated relaunch of integrated and sustainable development of the Kingdom\'s maritime sector, as well as national and international best practices and success stories.\r\n\r\nSpeakers included: Mrs. Bahija Simou, Director of the Royal Archives, Morocco; Mr. Younes Tazi, Director-General of the Moroccan Agency for Development and Logistics (AMDL); Mr. Mohammed Merzagui, Director of the Merchant Marine, Morocco; and Mr.  Taoufik Elktiri, Director of Sea Fishing and Aquaculture, Ministry of Agriculture and Marine Fishing, Morocco.\r\n\r\nAt the close of the second day, the participants adopted by acclamation the Tangier Statement: \"Effective implementation of IMO conventions, foundation for sustainable development of the maritime sector\".\r\n\r\nFinally, the flag of the World Maritime Day 2015 Parallel Event  was handed over by Mr. Najib Boulif, Minister Delegate, in charge of Transport, ​of Morocco, to Mr. Toshiki Sakurai, Senior Deputy Director-General, Ministry of Land, Infrastructure, Transport and Tourism, representing the host for next year’s Parallel Event, Japan. At the same time, a commemorative plaque was presented to Morocco by IMO Secretary-General Sekimizu.\r\n\r\nThe third day of the Morocco World Maritime Day Parallel Event included visits to Morocco’s maritime infrastructure, including Cape Spartel, with its historic lighthouse, the port of the city of Tangier which is being restructured, Cape Malabata, the Maritime Traffic Surveillance Centre in the Strait of Gibraltar (Tangier Traffic VTS) and the modern port complex of Tanger Méditerranée, one of the largest in Africa and the Euro-Mediterranean region.\r\n\r\nSource &amp; Image credit: imo.org','Morocco’s World Maritime Day Parallel Event effectively implemented','','inherit','open','open','','10-revision-v1','','','2014-11-13 20:30:06','2014-11-13 20:30:06','',10,'http://myseatime.com/blog/?p=40',0,'revision','',0,0),(41,3,'2014-10-25 20:43:03','2014-10-25 20:43:03','The International Maritime Organization (IMO) today (24 October) reiterated that there should be no general ban on international travel or trade due to the Ebola virus disease outbreak in West Africa, citing the recommendations of the third meeting of the Emergency Committee convened by the World Health Organization (WHO) Director-General on Wednesday, 22 October 2014.\r\n\r\n“We would recommend to all our Member States as well as the broader maritime community, shipping companies, ship operators and port and terminal operators that they follow the recommendations of the World Health Organization, which is that the movement of ships, including the handling of cargo and goods, to and from the affected areas, should continue as normal, in order to reduce the isolation and economic hardship of the affected countries,” said Mr. Andy Winbow, Assistant Secretary-General and Director, Maritime Safety Division, IMO.\r\n\r\n“Any necessary medical treatment should be available ashore for seafarers and passengers,” Mr. Winbow said.\r\n\r\nThe <a href=\"http://www.who.int/mediacentre/news/statements/2014/ebola-3rd-ihr-meeting/en/\">Statement on the 3rd meeting of the IHR Emergency Committee regarding the 2014 Ebola outbreak in West Africa </a>notes that previous recommendations regarding the travel of Ebola virus disease cases and contacts should continue to be implemented.\r\n\r\nMO has issued an infographic “<a href=\"http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx\">What you need to know</a>” which can be downloaded and used on board ships and in ports and terminals. The infographic will shortly be available in all six official languages of the Organization.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\"><img class=\"wp-image-43 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\" alt=\"ebola\" width=\"468\" height=\"333\" /></a>\r\n\r\nThe WHO notes that while a number of States have recently introduced entry screening measures, WHO encourages countries implementing such measures to share their experiences and lessons learned. Entry screening may have a limited effect in reducing international spread when added to exit screening, and its advantages and disadvantages should be carefully considered.\r\n\r\nIf entry screening is implemented, States should take into account the following considerations: it offers an opportunity for individual sensitization, but the resource demands may be significant, even if screening is targeted; and management systems must be in place to care for travellers and suspected cases in compliance with International Health Regulations (IHR) requirements.\r\n\r\n&nbsp;','IMO reiterates: no ban on travel or trade needed due to Ebola','','publish','open','open','','imo-reiterates-no-ban-on-travel-or-trade-needed-due-to-ebola','','','2015-01-21 20:07:03','2015-01-21 20:07:03','',0,'http://myseatime.com/blog/?p=41',0,'post','',0,37),(42,1,'2014-11-13 20:39:14','2014-11-13 20:39:14','','Ebola final','','inherit','open','open','','ebola-final','','','2014-11-13 20:39:14','2014-11-13 20:39:14','',41,'http://myseatime.com/blog/wp-content/uploads/2014/11/Ebola-final.pdf',0,'attachment','application/pdf',0,0),(43,1,'2014-11-13 20:42:29','2014-11-13 20:42:29','','ebola','','inherit','open','open','','ebola','','','2014-11-13 20:42:29','2014-11-13 20:42:29','',41,'http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png',0,'attachment','image/png',0,0),(44,1,'2014-11-13 20:43:03','2014-11-13 20:43:03','The International Maritime Organization (IMO) today (24 October) reiterated that there should be no general ban on international travel or trade due to the Ebola virus disease outbreak in West Africa, citing the recommendations of the third meeting of the Emergency Committee convened by the World Health Organization (WHO) Director-General on Wednesday, 22 October 2014.\r\n\r\n“We would recommend to all our Member States as well as the broader maritime community, shipping companies, ship operators and port and terminal operators that they follow the recommendations of the World Health Organization, which is that the movement of ships, including the handling of cargo and goods, to and from the affected areas, should continue as normal, in order to reduce the isolation and economic hardship of the affected countries,” said Mr. Andy Winbow, Assistant Secretary-General and Director, Maritime Safety Division, IMO.\r\n\r\n“Any necessary medical treatment should be available ashore for seafarers and passengers,” Mr. Winbow said.\r\n\r\nThe <a href=\"http://www.who.int/mediacentre/news/statements/2014/ebola-3rd-ihr-meeting/en/\">Statement on the 3rd meeting of the IHR Emergency Committee regarding the 2014 Ebola outbreak in West Africa </a>notes that previous recommendations regarding the travel of Ebola virus disease cases and contacts should continue to be implemented.\r\n\r\nMO has issued an infographic “<a href=\"http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx\">What you need to know</a>” which can be downloaded and used on board ships and in ports and terminals. The infographic will shortly be available in all six official languages of the Organization.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\"><img class=\"aligncenter size-full wp-image-43\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\" alt=\"ebola\" width=\"932\" height=\"663\" /></a>\r\n\r\nThe WHO notes that while a number of States have recently introduced entry screening measures, WHO encourages countries implementing such measures to share their experiences and lessons learned. Entry screening may have a limited effect in reducing international spread when added to exit screening, and its advantages and disadvantages should be carefully considered.\r\n\r\nIf entry screening is implemented, States should take into account the following considerations: it offers an opportunity for individual sensitization, but the resource demands may be significant, even if screening is targeted; and management systems must be in place to care for travellers and suspected cases in compliance with International Health Regulations (IHR) requirements.\r\n\r\n&nbsp;','IMO reiterates: no ban on travel or trade needed due to Ebola','','inherit','open','open','','41-revision-v1','','','2014-11-13 20:43:03','2014-11-13 20:43:03','',41,'http://myseatime.com/blog/?p=44',0,'revision','',0,0),(46,1,'2014-11-13 20:56:46','2014-11-13 20:56:46','A key step on the way to a mandatory Polar Code for ships operating in Arctic and Antarctic waters has been reached with the approval by the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) of the environmental provisions in the draft International Code for Ships Operating in Polar Waters (the Polar Code), together with associated draft amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL), to make the Code mandatory.\n\nFollowing this approval, the MEPC will consider the Code and the draft amendments for adoption at its next session, in May 2015. Once adopted, the Polar Code and MARPOL amendments could enter into force on 1 January 2017.\n\nThe draft Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles. The environmental provisions add additional requirements to those already contained in MARPOL, to be applied to ships operating in the polar waters. As the Antarctic area is already established as a Special Area under MARPOL Annexes I and V, with stringent restrictions on discharges, the Polar Code aims to replicate many of those provisions in the Arctic area.\n\nThe MEPC approved the preamble, introduction and part II of the Polar Code, which includes mandatory provisions in chapters covering the following topics:\n\n• prevention of pollution by oil, including discharge restrictions prohibiting any discharge into the sea of oil or oily mixtures from any ship, as well as structural requirements including protective location of fuel-oil and cargo tanks;\n\n• control of pollution by noxious liquid substances in bulk, prohibiting any discharge into the sea of noxious liquid substances, or mixtures containing such substances;\n\n• prevention of pollution by sewage from ships, prohibiting the discharge of sewage except for comminuted and disinfected sewage under specific circumstances, including a specified distance from ice;\n\n• prevention of pollution by garbage from ships, adding additional restrictions to the permitted discharges (under MARPOL Annex V, discharge of all garbage into the sea is prohibited, except as provided otherwise). Food wastes shall not be discharged onto the ice and discharge into the sea of comminuted and ground food wastes is only permitted under specific circumstances including at a not less than 12 nautical miles from the nearest land, ice-shelf or fast ice. Only certain cargo residues, classified as not harmful to the marine environment, can be discharged.\n\nAlso approved were draft amendments to MARPOL Annexes I (prevention of pollution by oil from ships), II (noxious liquid substances), IV (sewage) and V (garbage) to bring the introduction and corresponding chapters in part II-A of the Polar Code into force under those annexes. Recommendations in Part II-B of the Polar Code were approved, including a recommendation to refrain from carrying heavy fuel oil as cargo or fuel in the Arctic (a current regulation in MARPOL Annex 1 already prohibits the carriage of such fuel in the Antarctic); and a recommendation to apply the standards contained in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments (BWM Convention), 2004 (this instrument has not yet entered into force).\n\nIn May 2014, IMO’s Maritime Safety Committee (MSC), approved the Introduction and part I (safety provisions) of the Polar Code, along with a draft new chapter XIV of the International Convention for the Safety of Life at Sea (SOLAS) on “Safety measures for ships operating in polar waters”. The MSC will consider the adoption of the Polar Code and SOLAS amendments at its next session (MSC 94, 17 to 21 November). Once adopted, it is expected that the SOLAS amendments making the Polar Code mandatory would enter into force on 1 January 2017.\n\nSource &amp; Imag','Draft Polar Code approved by IMO’s Marine Environment Protection Committee','','inherit','open','open','','17-autosave-v1','','','2014-11-13 20:56:46','2014-11-13 20:56:46','',17,'http://myseatime.com/blog/?p=46',0,'revision','',0,0),(47,1,'2014-11-13 20:56:27','2014-11-13 20:56:27','','OOCL','','inherit','open','open','','47','','','2015-01-21 20:07:55','2015-01-21 20:07:55','',17,'http://myseatime.com/blog/wp-content/uploads/2014/11/oocl-ship-in-iceWEB.jpg',0,'attachment','image/jpeg',0,0),(48,1,'2014-11-13 20:57:16','2014-11-13 20:57:16','A key step on the way to a mandatory Polar Code for ships operating in Arctic and Antarctic waters has been reached with the approval by the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) of the environmental provisions in the draft International Code for Ships Operating in Polar Waters (the Polar Code), together with associated draft amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL), to make the Code mandatory.\r\n\r\nFollowing this approval, the MEPC will consider the Code and the draft amendments for adoption at its next session, in May 2015. Once adopted, the Polar Code and MARPOL amendments could enter into force on 1 January 2017.\r\n\r\nThe draft Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles. The environmental provisions add additional requirements to those already contained in MARPOL, to be applied to ships operating in the polar waters. As the Antarctic area is already established as a Special Area under MARPOL Annexes I and V, with stringent restrictions on discharges, the Polar Code aims to replicate many of those provisions in the Arctic area.\r\n\r\nThe MEPC approved the preamble, introduction and part II of the Polar Code, which includes mandatory provisions in chapters covering the following topics:\r\n\r\n• prevention of pollution by oil, including discharge restrictions prohibiting any discharge into the sea of oil or oily mixtures from any ship, as well as structural requirements including protective location of fuel-oil and cargo tanks;\r\n\r\n• control of pollution by noxious liquid substances in bulk, prohibiting any discharge into the sea of noxious liquid substances, or mixtures containing such substances;\r\n\r\n• prevention of pollution by sewage from ships, prohibiting the discharge of sewage except for comminuted and disinfected sewage under specific circumstances, including a specified distance from ice;\r\n\r\n• prevention of pollution by garbage from ships, adding additional restrictions to the permitted discharges (under MARPOL Annex V, discharge of all garbage into the sea is prohibited, except as provided otherwise). Food wastes shall not be discharged onto the ice and discharge into the sea of comminuted and ground food wastes is only permitted under specific circumstances including at a not less than 12 nautical miles from the nearest land, ice-shelf or fast ice. Only certain cargo residues, classified as not harmful to the marine environment, can be discharged.\r\n\r\nAlso approved were draft amendments to MARPOL Annexes I (prevention of pollution by oil from ships), II (noxious liquid substances), IV (sewage) and V (garbage) to bring the introduction and corresponding chapters in part II-A of the Polar Code into force under those annexes. Recommendations in Part II-B of the Polar Code were approved, including a recommendation to refrain from carrying heavy fuel oil as cargo or fuel in the Arctic (a current regulation in MARPOL Annex 1 already prohibits the carriage of such fuel in the Antarctic); and a recommendation to apply the standards contained in the International Convention for the Control and Management of Ships\' Ballast Water and Sediments (BWM Convention), 2004 (this instrument has not yet entered into force).\r\n\r\nIn May 2014, IMO’s Maritime Safety Committee (MSC), approved the Introduction and part I (safety provisions) of the Polar Code, along with a draft new chapter XIV of the International Convention for the Safety of Life at Sea (SOLAS) on “Safety measures for ships operating in polar waters”. The MSC will consider the adoption of the Polar Code and SOLAS amendments at its next session (MSC 94, 17 to 21 November). Once adopted, it is expected that the SOLAS amendments making the Polar Code mandatory would enter into force on 1 January 2017.\r\n\r\nSource &amp; Image credit: imo.org','Draft Polar Code approved by IMO’s Marine Environment Protection Committee','','inherit','open','open','','17-revision-v1','','','2014-11-13 20:57:16','2014-11-13 20:57:16','',17,'http://myseatime.com/blog/?p=48',0,'revision','',0,0),(49,1,'2014-11-13 21:02:43','2014-11-13 21:02:43','Recently someone asked me this question as to why there are very few new ULCCs? Why most of the ULCCs were built in 70s ? I considered the question to be a topic of one of my blog. This blog is the answer to that question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"aligncenter size-full wp-image-20\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\" alt=\"tanker\" width=\"625\" height=\"468\" /></a>\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\nWith the discovery of shale gas in USA, the demand of crude oil ships (measure in tonne mile) would reduce as USA might import less crude oil from gulf. This would mean that we can expect that largest crude oil tankers\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 21:02:43','2014-11-13 21:02:43','',5,'http://myseatime.com/blog/?p=49',0,'revision','',0,0),(50,3,'2014-10-21 21:22:07','2014-10-21 21:22:07','Measures to assist in accelerating the entry into force and implementation of the key international convention designed to eradicate the global spread of harmful organisms in ships’ ballast water were adopted by the Marine Environment Protection Committee (MEPC), of the International Maritime Organization (IMO), when it met for its 67th session (13 to 17 October 2014).\r\n\r\nThe International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004 (the BWM Convention), addresses the problem of aquatic organisms and pathogens being released into non-native environments after being transported around the world in ships’ ballast water. Such organisms may survive and out-compete native species, becoming invasive and causing a great deal of damage to the local ecosystem. The BWM Convention requires the treatment and management of ballast water in order to kill off such microorganisms or species.\r\n\r\nThe resolutions adopted by the MEPC last week address issues surrounding the type-approval of BWM systems and guidance for port State control inspections. They have already been heralded by the shipping industry as “significant progress” on what had been proving challenging topics to resolve.\r\n\r\nThe MEPC resolution on <span class=\"imo-stylesStyle-Italic\">Measures to be taken to facilitate entry into force of the International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004</span> aims to address concerns that the testing system for approval of BWM systems needs to be sufficiently robust and consistent so that any systems approved will meet the standards set out in the BWM treaty.\r\n\r\nThe resolution agrees that the technical standards and approval testing procedures in the Guidelines for approval of ballast water management systems (G8) will undergo a comprehensive review.  A correspondence group was established to initiate the review. ​\r\n\r\nThe resolution also agrees that “early movers”, in other words, shipowners that have already installed type-approved ballast water management systems prior to the application of the revised Guidelines (G8),  should not be penalized and that port States should refrain from applying criminal sanctions or detaining the ship, based on sampling during a trial period.\r\n\r\nAlso adopted by an MEPC resolution were <span class=\"imo-stylesStyle-Italic\">Guidelines for port State control inspection for compliance with the BWM Convention</span>. The Guidelines note that every effort should be made to avoid any undue delays to the ship.\r\n\r\nThe MEPC also agreed a plan and terms of reference for a proposed study on implementation of the ballast water performance standard described in regulation D-2 of the BWM Convention. This specifies the water quality for discharge, related to specified maximum concentrations of viable organisms. The study would include stakeholder surveys and collection of data on similarities and differences in existing practices relating to type approval and testing of BWM systems and practices relating to analysing the performance of BWM systems after installation on board ships. The final study report is to be submitted to MEPC 69 which is scheduled for early 2016.\r\n\r\nMeanwhile, further BWM systems that make use of Active Substances were granted Basic Approval (one system) and Final Approval (three systems), following consideration of the reports of the 28th and 29th meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group. In addition, nine further type approvals of ballast water management systems were reported to the Committee, bringing the total number of reported type-approved systems to 51.\r\n\r\nThe BWM Convention will enter into force 12 months after ratification by 30 States which collectively represent 35 per cent of world merchant shipping tonnage. Recent accessions by Turkey and Japan have brought this tantalisingly close. The number of ratifying states (43) states is already sufficient but, at 32.54 per cent, their collective share of world merchant shipping tonnage is not quite sufficient to trigger entry into force. However, it is anticipated that the entry-into-force criteria will be met shortly as a number of States have indicated they are making arrangements to deposit their instruments of accession very soon.\r\n\r\nSource &amp; Image credit: imo.org','IMO’s environment committee addresses implementation issues as ballast water management treaty nears entry into force','','publish','open','open','','imos-environment-committee-addresses-implementation-issues-as-ballast-water-management-treaty-nears-entry-into-force','','','2014-11-14 15:17:39','2014-11-14 15:17:39','',0,'http://myseatime.com/blog/?p=50',0,'post','',0,42),(51,1,'2014-11-13 21:18:26','2014-11-13 21:18:26','','Ballast water sampling','','inherit','open','open','','ballast-water-sampling','','','2014-11-13 21:18:26','2014-11-13 21:18:26','',50,'http://myseatime.com/blog/wp-content/uploads/2014/11/375-Fred-Haag.jpg',0,'attachment','image/jpeg',0,0),(52,1,'2014-11-13 21:19:03','2014-11-13 21:19:03','Measures to assist in accelerating the entry into force and implementation of the key international convention designed to eradicate the global spread of harmful organisms in ships’ ballast water were adopted by the Marine Environment Protection Committee (MEPC), of the International Maritime Organization (IMO), when it met for its 67th session (13 to 17 October 2014).\r\n\r\nThe International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004 (the BWM Convention), addresses the problem of aquatic organisms and pathogens being released into non-native environments after being transported around the world in ships’ ballast water. Such organisms may survive and out-compete native species, becoming invasive and causing a great deal of damage to the local ecosystem. The BWM Convention requires the treatment and management of ballast water in order to kill off such microorganisms or species.\r\n\r\nThe resolutions adopted by the MEPC last week address issues surrounding the type-approval of BWM systems and guidance for port State control inspections. They have already been heralded by the shipping industry as “significant progress” on what had been proving challenging topics to resolve.\r\n\r\nThe MEPC resolution on <span class=\"imo-stylesStyle-Italic\">Measures to be taken to facilitate entry into force of the International Convention for the Control and Management of Ships\' Ballast Water and Sediments, 2004</span> aims to address concerns that the testing system for approval of BWM systems needs to be sufficiently robust and consistent so that any systems approved will meet the standards set out in the BWM treaty.\r\n\r\nThe resolution agrees that the technical standards and approval testing procedures in the Guidelines for approval of ballast water management systems (G8) will undergo a comprehensive review.  A correspondence group was established to initiate the review. ​\r\n\r\nThe resolution also agrees that “early movers”, in other words, shipowners that have already installed type-approved ballast water management systems prior to the application of the revised Guidelines (G8),  should not be penalized and that port States should refrain from applying criminal sanctions or detaining the ship, based on sampling during a trial period.\r\n\r\nAlso adopted by an MEPC resolution were <span class=\"imo-stylesStyle-Italic\">Guidelines for port State control inspection for compliance with the BWM Convention</span>. The Guidelines note that every effort should be made to avoid any undue delays to the ship.\r\n\r\nThe MEPC also agreed a plan and terms of reference for a proposed study on implementation of the ballast water performance standard described in regulation D-2 of the BWM Convention. This specifies the water quality for discharge, related to specified maximum concentrations of viable organisms. The study would include stakeholder surveys and collection of data on similarities and differences in existing practices relating to type approval and testing of BWM systems and practices relating to analysing the performance of BWM systems after installation on board ships. The final study report is to be submitted to MEPC 69 which is scheduled for early 2016.\r\n\r\nMeanwhile, further BWM systems that make use of Active Substances were granted Basic Approval (one system) and Final Approval (three systems), following consideration of the reports of the 28th and 29th meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group. In addition, nine further type approvals of ballast water management systems were reported to the Committee, bringing the total number of reported type-approved systems to 51.\r\n\r\nThe BWM Convention will enter into force 12 months after ratification by 30 States which collectively represent 35 per cent of world merchant shipping tonnage. Recent accessions by Turkey and Japan have brought this tantalisingly close. The number of ratifying states (43) states is already sufficient but, at 32.54 per cent, their collective share of world merchant shipping tonnage is not quite sufficient to trigger entry into force. However, it is anticipated that the entry-into-force criteria will be met shortly as a number of States have indicated they are making arrangements to deposit their instruments of accession very soon.\r\n\r\nSource &amp; Image credit: imo.org','IMO’s environment committee addresses implementation issues as ballast water management treaty nears entry into force','','inherit','open','open','','50-revision-v1','','','2014-11-13 21:19:03','2014-11-13 21:19:03','',50,'http://myseatime.com/blog/?p=52',0,'revision','',0,0),(53,1,'2014-11-13 21:28:50','2014-11-13 21:28:50','The International Maritime Organization (IMO) today (24 October) reiterated that there should be no general ban on international travel or trade due to the Ebola virus disease outbreak in West Africa, citing the recommendations of the third meeting of the Emergency Committee convened by the World Health Organization (WHO) Director-General on Wednesday, 22 October 2014.\r\n\r\n“We would recommend to all our Member States as well as the broader maritime community, shipping companies, ship operators and port and terminal operators that they follow the recommendations of the World Health Organization, which is that the movement of ships, including the handling of cargo and goods, to and from the affected areas, should continue as normal, in order to reduce the isolation and economic hardship of the affected countries,” said Mr. Andy Winbow, Assistant Secretary-General and Director, Maritime Safety Division, IMO.\r\n\r\n“Any necessary medical treatment should be available ashore for seafarers and passengers,” Mr. Winbow said.\r\n\r\nThe <a href=\"http://www.who.int/mediacentre/news/statements/2014/ebola-3rd-ihr-meeting/en/\">Statement on the 3rd meeting of the IHR Emergency Committee regarding the 2014 Ebola outbreak in West Africa </a>notes that previous recommendations regarding the travel of Ebola virus disease cases and contacts should continue to be implemented.\r\n\r\nMO has issued an infographic “<a href=\"http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx\">What you need to know</a>” which can be downloaded and used on board ships and in ports and terminals. The infographic will shortly be available in all six official languages of the Organization.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\"><img class=\"wp-image-43 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\" alt=\"ebola\" width=\"381\" height=\"271\" /></a>\r\n\r\nThe WHO notes that while a number of States have recently introduced entry screening measures, WHO encourages countries implementing such measures to share their experiences and lessons learned. Entry screening may have a limited effect in reducing international spread when added to exit screening, and its advantages and disadvantages should be carefully considered.\r\n\r\nIf entry screening is implemented, States should take into account the following considerations: it offers an opportunity for individual sensitization, but the resource demands may be significant, even if screening is targeted; and management systems must be in place to care for travellers and suspected cases in compliance with International Health Regulations (IHR) requirements.\r\n\r\n&nbsp;','IMO reiterates: no ban on travel or trade needed due to Ebola','','inherit','open','open','','41-revision-v1','','','2014-11-13 21:28:50','2014-11-13 21:28:50','',41,'http://myseatime.com/blog/?p=53',0,'revision','',0,0),(54,1,'2014-11-13 21:29:36','2014-11-13 21:29:36','The International Maritime Organization (IMO) today (24 October) reiterated that there should be no general ban on international travel or trade due to the Ebola virus disease outbreak in West Africa, citing the recommendations of the third meeting of the Emergency Committee convened by the World Health Organization (WHO) Director-General on Wednesday, 22 October 2014.\r\n\r\n“We would recommend to all our Member States as well as the broader maritime community, shipping companies, ship operators and port and terminal operators that they follow the recommendations of the World Health Organization, which is that the movement of ships, including the handling of cargo and goods, to and from the affected areas, should continue as normal, in order to reduce the isolation and economic hardship of the affected countries,” said Mr. Andy Winbow, Assistant Secretary-General and Director, Maritime Safety Division, IMO.\r\n\r\n“Any necessary medical treatment should be available ashore for seafarers and passengers,” Mr. Winbow said.\r\n\r\nThe <a href=\"http://www.who.int/mediacentre/news/statements/2014/ebola-3rd-ihr-meeting/en/\">Statement on the 3rd meeting of the IHR Emergency Committee regarding the 2014 Ebola outbreak in West Africa </a>notes that previous recommendations regarding the travel of Ebola virus disease cases and contacts should continue to be implemented.\r\n\r\nMO has issued an infographic “<a href=\"http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx\">What you need to know</a>” which can be downloaded and used on board ships and in ports and terminals. The infographic will shortly be available in all six official languages of the Organization.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\"><img class=\"wp-image-43 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\" alt=\"ebola\" width=\"453\" height=\"322\" /></a>\r\n\r\nThe WHO notes that while a number of States have recently introduced entry screening measures, WHO encourages countries implementing such measures to share their experiences and lessons learned. Entry screening may have a limited effect in reducing international spread when added to exit screening, and its advantages and disadvantages should be carefully considered.\r\n\r\nIf entry screening is implemented, States should take into account the following considerations: it offers an opportunity for individual sensitization, but the resource demands may be significant, even if screening is targeted; and management systems must be in place to care for travellers and suspected cases in compliance with International Health Regulations (IHR) requirements.\r\n\r\n&nbsp;','IMO reiterates: no ban on travel or trade needed due to Ebola','','inherit','open','open','','41-revision-v1','','','2014-11-13 21:29:36','2014-11-13 21:29:36','',41,'http://myseatime.com/blog/?p=54',0,'revision','',0,0),(55,1,'2014-11-13 21:31:02','2014-11-13 21:31:02','The International Maritime Organization (IMO) today (24 October) reiterated that there should be no general ban on international travel or trade due to the Ebola virus disease outbreak in West Africa, citing the recommendations of the third meeting of the Emergency Committee convened by the World Health Organization (WHO) Director-General on Wednesday, 22 October 2014.\n\n“We would recommend to all our Member States as well as the broader maritime community, shipping companies, ship operators and port and terminal operators that they follow the recommendations of the World Health Organization, which is that the movement of ships, including the handling of cargo and goods, to and from the affected areas, should continue as normal, in order to reduce the isolation and economic hardship of the affected countries,” said Mr. Andy Winbow, Assistant Secretary-General and Director, Maritime Safety Division, IMO.\n\n“Any necessary medical treatment should be available ashore for seafarers and passengers,” Mr. Winbow said.\n\nThe <a href=\"http://www.who.int/mediacentre/news/statements/2014/ebola-3rd-ihr-meeting/en/\">Statement on the 3rd meeting of the IHR Emergency Committee regarding the 2014 Ebola outbreak in West Africa </a>notes that previous recommendations regarding the travel of Ebola virus disease cases and contacts should continue to be implemented.\n\nMO has issued an infographic “<a href=\"http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx\">What you need to know</a>” which can be downloaded and used on board ships and in ports and terminals. The infographic will shortly be available in all six official languages of the Organization.\n\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\"><img class=\"wp-image-43 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\" alt=\"ebola\" width=\"468\" height=\"333\" /></a>\n\nThe WHO notes that while a number of States have recently introduced entry screening measures, WHO encourages countries implementing such measures to share their experiences and lessons learned. Entry screening may have a limited effect in reducing international spread when added to exit screening, and its advantages and disadvantages should be carefully considered.\n\nIf entry screening is implemented, States should take into account the following considerations: it offers an opportunity for individual sensitization, but the resource demands may be significant, even if screening is targeted; and management systems must be in place to care for travellers and suspected cases in compliance with International Health Regulations (IHR) requirements.\n\n&nbsp;','IMO reiterates: no ban on travel or trade needed due to Ebola','','inherit','open','open','','41-autosave-v1','','','2014-11-13 21:31:02','2014-11-13 21:31:02','',41,'http://myseatime.com/blog/?p=55',0,'revision','',0,0),(56,1,'2014-11-13 21:31:05','2014-11-13 21:31:05','The International Maritime Organization (IMO) today (24 October) reiterated that there should be no general ban on international travel or trade due to the Ebola virus disease outbreak in West Africa, citing the recommendations of the third meeting of the Emergency Committee convened by the World Health Organization (WHO) Director-General on Wednesday, 22 October 2014.\r\n\r\n“We would recommend to all our Member States as well as the broader maritime community, shipping companies, ship operators and port and terminal operators that they follow the recommendations of the World Health Organization, which is that the movement of ships, including the handling of cargo and goods, to and from the affected areas, should continue as normal, in order to reduce the isolation and economic hardship of the affected countries,” said Mr. Andy Winbow, Assistant Secretary-General and Director, Maritime Safety Division, IMO.\r\n\r\n“Any necessary medical treatment should be available ashore for seafarers and passengers,” Mr. Winbow said.\r\n\r\nThe <a href=\"http://www.who.int/mediacentre/news/statements/2014/ebola-3rd-ihr-meeting/en/\">Statement on the 3rd meeting of the IHR Emergency Committee regarding the 2014 Ebola outbreak in West Africa </a>notes that previous recommendations regarding the travel of Ebola virus disease cases and contacts should continue to be implemented.\r\n\r\nMO has issued an infographic “<a href=\"http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx\">What you need to know</a>” which can be downloaded and used on board ships and in ports and terminals. The infographic will shortly be available in all six official languages of the Organization.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\"><img class=\"wp-image-43 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/ebola.png\" alt=\"ebola\" width=\"468\" height=\"333\" /></a>\r\n\r\nThe WHO notes that while a number of States have recently introduced entry screening measures, WHO encourages countries implementing such measures to share their experiences and lessons learned. Entry screening may have a limited effect in reducing international spread when added to exit screening, and its advantages and disadvantages should be carefully considered.\r\n\r\nIf entry screening is implemented, States should take into account the following considerations: it offers an opportunity for individual sensitization, but the resource demands may be significant, even if screening is targeted; and management systems must be in place to care for travellers and suspected cases in compliance with International Health Regulations (IHR) requirements.\r\n\r\n&nbsp;','IMO reiterates: no ban on travel or trade needed due to Ebola','','inherit','open','open','','41-revision-v1','','','2014-11-13 21:31:05','2014-11-13 21:31:05','',41,'http://myseatime.com/blog/?p=56',0,'revision','',0,0),(57,1,'2014-11-13 21:38:56','2014-11-13 21:38:56','Recently someone asked me this question as to why there are very few new ULCCs? Why most of the ULCCs were built in 70s ? I considered the question to be a topic of one of my blog. This blog is the answer to that question.\r\n\r\nWell generally speaking the decision of ordering a particular size of a ship depends upon\r\n\r\n1) Technological advancement or feasibility and\r\n2) Economical viability.\r\n\r\nThere are no problems technologically to build largest crude oil tanker of the world never built but the question is “would it be economically viable?” and the answer is NO.\r\n\r\nThe economical viability is again dependent on\r\n\r\n1) Costs related to transporting a cargo on a route\r\n2) The demand of the cargo\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\"><img class=\"aligncenter size-full wp-image-20\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/tanker.jpg\" alt=\"tanker\" width=\"625\" height=\"468\" /></a>\r\n\r\nA model of estimated costs to transport per tonne cargo developed from the Evans &amp; Marlow’s model of maritime economics revealed, “ As the route length increases, the larger ships will have lower costs in transporting a unit cargo and there is optimum ship size for a route length”. So for to and fro route length of say 2000 mile, a VLCC would not be an economically viable option but for to and fro route length of 20000 miles, 180000 DWT tanker would be an ideal option.\r\n\r\nAnother factor that affects the ship size is the demand of the cargo and the ships to carry that cargo (Shipping is a derived demand). The unit costs I talked about earlier is based upon the assumption that ships will be fully laden in the voyage but if the demand is less and bigger ships move with half full, the inventory costs will offset the low unit cost of the larger ships on longer routes and hence if the demand is low, the ship size need to be smaller.\r\nThe demand in shipping is measured in tonne miles, which is equal to tonne of cargo carried, multiplied by the distance to cover in nautical miles.\r\n\r\nNow to answer the question specifically, why the largest tankers were built in 70s. What is special event related to shipping in that era? The answer is closure of Suez Canal following Arab Israel war that forced the ships to route via cape of good hopes for transporting the crude oil from gulf to Europe and North America. This increased the shipping demand in terms of tonne mile as the distance increased. There was huge shortage of the tankers and crude oil prices skyrocketed. This was ideal time for the ship owners to order bigger and bigger ships as these ships could be employed on longest routes in a time with huge demand. This greed however later led to the biggest recession of the shipping industry in 80s because of over supply of the ships.\r\n\r\n<strong>Food for thought:</strong> can you think how the discovery of shale gas in USA will affect the demand of crude oil in tonne mile and what effect this can have on the average size of the crude oil tankers in near future?\r\n\r\n&nbsp;','Does Size Matter? Why the crude oil tanker sizes did not increase in last 5 decades?','','inherit','open','open','','5-revision-v1','','','2014-11-13 21:38:56','2014-11-13 21:38:56','',5,'http://myseatime.com/blog/?p=57',0,'revision','',0,0),(58,3,'2014-08-14 13:34:16','2014-08-14 13:34:16','The Shipping Corporation of India Limited (SCI), the largest Indian Shipping Company has reported a net profit of Rs. 49.50 crores for the quarter ended 30.06.2014. This is against the loss of Rs. 98.70 crores reported for the corresponding quarter last year. Despite the depressed market conditions, operationally SCI has performed better as can be seen from the profit from operations before other income &amp; finance cost, which stood at Rs. 11.94 crores, as against the loss of Rs. 61.11 crores during the same period last year. SCI has also benefitted from cancellation of some of its shipbuilding contracts. The Company had also reported a profit of Rs.13.24 crores during the preceding quarter of Jan‐ Mar 2014 after five consecutive quarters of loss.','SCI reports a net profit of Rs. 49.50 crores for the quarter ended 30.06.2014','','publish','open','open','','sci-reports-a-net-profit-of-rs-49-50-crores-for-the-quarter-ended-30-06-2014','','','2014-11-14 15:18:13','2014-11-14 15:18:13','',0,'http://myseatime.com/blog/?p=58',0,'post','',0,39),(59,1,'2014-11-14 14:18:52','2014-11-14 14:18:52','','SCI Ship','','inherit','open','open','','sci-ship','','','2014-11-14 14:18:52','2014-11-14 14:18:52','',58,'http://myseatime.com/blog/wp-content/uploads/2014/11/SCI-Ship.jpg',0,'attachment','image/jpeg',0,0),(60,1,'2014-11-14 14:19:32','2014-11-14 14:19:32','The Shipping Corporation of India Limited (SCI), the largest Indian Shipping Company has reported a net profit of Rs. 49.50 crores for the quarter ended 30.06.2014. This is against the loss of Rs. 98.70 crores reported for the corresponding quarter last year. Despite the depressed market conditions, operationally SCI has performed better as can be seen from the profit from operations before other income &amp; finance cost, which stood at Rs. 11.94 crores, as against the loss of Rs. 61.11 crores during the same period last year. SCI has also benefitted from cancellation of some of its shipbuilding contracts. The Company had also reported a profit of Rs.13.24 crores during the preceding quarter of Jan‐ Mar 2014 after five consecutive quarters of loss.','SCI reports a net profit of Rs. 49.50 crores for the quarter ended 30.06.2014','','inherit','open','open','','58-revision-v1','','','2014-11-14 14:19:32','2014-11-14 14:19:32','',58,'http://myseatime.com/blog/?p=60',0,'revision','',0,0),(61,3,'2014-11-06 14:32:11','2014-11-06 14:32:11','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nLondon, UK, 5th November 2014 – Shipping consultancy Drewry and shipment management software solutions provider CargoSmart have expanded their cooperation agreement to cover a broader exchange of market intelligence data on the container shipping market.\r\n\r\nThe two companies first announced their cooperation agreement in April 2012, when Drewry began using data from CargoSmart to augment its coverage of ocean carrier service reliability on key container shipping trades.\r\n\r\n“This broader collaboration will enable Drewry to take greater advantage of the data available from CargoSmart’s system,” said Martin Dixon, Director Research Products at Drewry. “It allows Drewry to bring more value to its customers and provide greater transparency on key aspects of the container shipping market.”\r\n\r\nDrewry chose CargoSmart for its comprehensive, high quality data, which is essential for the information to be effective for decision making.\r\n\r\n“CargoSmart’s shipment management software captures key data and metrics on the performance of the container shipping supply chain,” said Steve Siu, Chief Executive Officer at CargoSmart. “We collect this data from multiple sources and analyse it to improve its completeness, accuracy and timeliness. We are honoured to be extending our cooperation with Drewry to make this information more widely available as a decision making tool.”\r\n\r\nDrewry was the first company to introduce independent schedule reliability KPIs and container freight rate benchmarks in 2006. Eight years on, Drewry intends to bring more transparency, accountability and comparability in other key aspects of the container shipping supply chain, through its partnership with CargoSmart.\r\n\r\nCargoSmart offers solutions that help shippers, consignees, logistics service providers, and NVOCCs manage their shipments throughout the supply chain. It provides global shipment management software solutions that enable companies to increase delivery reliability, lower transportation costs, and streamline operations.\r\n\r\n</div>\r\n</div>\r\n</div>','Drewry and CargoSmart expand their cooperation','','publish','open','open','','drewry-and-cargosmart-expand-their-cooperation','','','2015-01-21 14:32:03','2015-01-21 14:32:03','',0,'http://myseatime.com/blog/?p=61',0,'post','',0,36),(63,1,'2014-11-14 14:38:57','2014-11-14 14:38:57','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nLondon, UK, 5th November 2014 – Shipping consultancy Drewry and shipment management software solutions provider CargoSmart have expanded their cooperation agreement to cover a broader exchange of market intelligence data on the container shipping market.\r\n\r\nThe two companies first announced their cooperation agreement in April 2012, when Drewry began using data from CargoSmart to augment its coverage of ocean carrier service reliability on key container shipping trades.\r\n\r\n“This broader collaboration will enable Drewry to take greater advantage of the data available from CargoSmart’s system,” said Martin Dixon, Director Research Products at Drewry. “It allows Drewry to bring more value to its customers and provide greater transparency on key aspects of the container shipping market.”\r\n\r\nDrewry chose CargoSmart for its comprehensive, high quality data, which is essential for the information to be effective for decision making.\r\n\r\n“CargoSmart’s shipment management software captures key data and metrics on the performance of the container shipping supply chain,” said Steve Siu, Chief Executive Officer at CargoSmart. “We collect this data from multiple sources and analyse it to improve its completeness, accuracy and timeliness. We are honoured to be extending our cooperation with Drewry to make this information more widely available as a decision making tool.”\r\n\r\nDrewry was the first company to introduce independent schedule reliability KPIs and container freight rate benchmarks in 2006. Eight years on, Drewry intends to bring more transparency, accountability and comparability in other key aspects of the container shipping supply chain, through its partnership with CargoSmart.\r\n\r\nCargoSmart offers solutions that help shippers, consignees, logistics service providers, and NVOCCs manage their shipments throughout the supply chain. It provides global shipment management software solutions that enable companies to increase delivery reliability, lower transportation costs, and streamline operations.\r\n\r\n</div>\r\n</div>\r\n</div>','Drewry and CargoSmart expand their cooperation','','inherit','open','open','','61-revision-v1','','','2014-11-14 14:38:57','2014-11-14 14:38:57','',61,'http://myseatime.com/blog/?p=63',0,'revision','',0,0),(64,3,'2014-10-16 15:04:31','2014-10-16 15:04:31','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n15th October, London – The Drewry All Earnings Index, which covers the main bulk shipping markets, fell 25% in September to stand at 115 points, according to the Shipping Insight report published by shipping consultancy Drewry.\r\n\r\nThis followed a similar fall in the index’s value in August, caused by another month of declining earnings by tanker and LPG owners. But the slump in the index would have been much greater were it not for a continued recovery in the dry bulk market, where rates reached new highs in September.\r\n\r\nThe fall in earnings through both August and September followed a month in which the index had soared 46%, indicating the volatile state of the shipping market (see graph below). The index is an average of time charter earnings for dry bulk, tankers and LPG markets, weighted according to estimated market share.\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-all-shipping-index-1.png\"><img class=\"aligncenter size-full wp-image-66\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-all-shipping-index-1.png\" alt=\"Drewry all shipping index 1\" width=\"723\" height=\"649\" /></a>\r\n\r\nDespite an increase in spot chartering for tanker vessels, freight rates for dirty tankers declined because of receding demand for crude. But rates for product tankers increased on major routes.\r\n\r\n“We expect the tanker market to remain subdued through early October due to maintenance shut- downs of refineries in Europe,” said Drewry’s lead energy shipping analyst Rahul Sharan. “However, the market will recover later in the month as demand for crude rises with better refinery runs on approaching winter.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nIn the LPG sector, Asian economies continued to have healthy LPG stocks, resulting in lacklustre shipping demand. Meanwhile, freight rates for chemical tankers were stable in September, as US exports to both China and Europe remained flat.\r\n\r\nSharan elaborated: “We do not expect much near term improvement in the chemical tankers trade. For instance, Europe’s styrene imports from the US are unlikely to grow significantly in the coming weeks.”\r\n\r\nThe dry bulk market was boosted by a surge in Indian coal imports, as well as seasonal growth in US grain exports, the latter supporting employment of Supramax and Handysize vessels. However, a decline in demand for thermal coal from China has severely dented the demand for larger vessels.\r\n\r\nDrewry’s All Earnings Index reached a four-year high of 310 points in December 2013 on the back of a strong recovery in time charter rates across all sectors but has since weakened. September’s reading represented a 12% year-on-year decline and took the index below its 3-year average for the first time since May 2014.\r\n\r\nSource &amp; Image credit:  drewry.co.uk\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry all earnings shipping index slumps 25% in September','','publish','open','open','','drewry-all-earnings-shipping-index-slumps-25-in-september','','','2014-11-14 15:18:05','2014-11-14 15:18:05','',0,'http://myseatime.com/blog/?p=64',0,'post','',0,52),(65,1,'2014-11-14 15:09:23','2014-11-14 15:09:23','','Drewry all shipping index','','inherit','open','open','','drewry-all-shipping-index','','','2014-11-14 15:09:23','2014-11-14 15:09:23','',64,'http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-all-shipping-index.png',0,'attachment','image/png',0,0),(66,1,'2014-11-14 15:09:58','2014-11-14 15:09:58','','Drewry all shipping index 1','','inherit','open','open','','drewry-all-shipping-index-1','','','2014-11-14 15:09:58','2014-11-14 15:09:58','',64,'http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-all-shipping-index-1.png',0,'attachment','image/png',0,0),(67,1,'2014-11-14 15:12:41','2014-11-14 15:12:41','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n15th October, London – The Drewry All Earnings Index, which covers the main bulk shipping markets, fell 25% in September to stand at 115 points, according to the Shipping Insight report published by shipping consultancy Drewry.\r\n\r\nThis followed a similar fall in the index’s value in August, caused by another month of declining earnings by tanker and LPG owners. But the slump in the index would have been much greater were it not for a continued recovery in the dry bulk market, where rates reached new highs in September.\r\n\r\nThe fall in earnings through both August and September followed a month in which the index had soared 46%, indicating the volatile state of the shipping market (see graph below). The index is an average of time charter earnings for dry bulk, tankers and LPG markets, weighted according to estimated market share.\r\n<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-all-shipping-index-1.png\"><img class=\"aligncenter size-full wp-image-66\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-all-shipping-index-1.png\" alt=\"Drewry all shipping index 1\" width=\"723\" height=\"649\" /></a>\r\n\r\nDespite an increase in spot chartering for tanker vessels, freight rates for dirty tankers declined because of receding demand for crude. But rates for product tankers increased on major routes.\r\n\r\n“We expect the tanker market to remain subdued through early October due to maintenance shut- downs of refineries in Europe,” said Drewry’s lead energy shipping analyst Rahul Sharan. “However, the market will recover later in the month as demand for crude rises with better refinery runs on approaching winter.”\r\n<div class=\"page\" title=\"Page 2\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nIn the LPG sector, Asian economies continued to have healthy LPG stocks, resulting in lacklustre shipping demand. Meanwhile, freight rates for chemical tankers were stable in September, as US exports to both China and Europe remained flat.\r\n\r\nSharan elaborated: “We do not expect much near term improvement in the chemical tankers trade. For instance, Europe’s styrene imports from the US are unlikely to grow significantly in the coming weeks.”\r\n\r\nThe dry bulk market was boosted by a surge in Indian coal imports, as well as seasonal growth in US grain exports, the latter supporting employment of Supramax and Handysize vessels. However, a decline in demand for thermal coal from China has severely dented the demand for larger vessels.\r\n\r\nDrewry’s All Earnings Index reached a four-year high of 310 points in December 2013 on the back of a strong recovery in time charter rates across all sectors but has since weakened. September’s reading represented a 12% year-on-year decline and took the index below its 3-year average for the first time since May 2014.\r\n\r\nSource &amp; Image credit:  drewry.co.uk\r\n\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>\r\n</div>','Drewry all earnings shipping index slumps 25% in September','','inherit','open','open','','64-revision-v1','','','2014-11-14 15:12:41','2014-11-14 15:12:41','',64,'http://myseatime.com/blog/?p=67',0,'revision','',0,0),(80,1,'2014-11-14 18:03:13','2014-11-14 18:03:13','','Drewry news','','inherit','open','open','','drewry-news','','','2014-11-14 18:03:13','2014-11-14 18:03:13','',0,'http://myseatime.com/blog/wp-content/uploads/2014/11/Drewry-news.png',0,'attachment','image/png',0,0),(87,3,'2014-10-30 18:32:57','2014-10-30 18:32:57','The rescue of all persons in distress at sea – including illegal migrants – is an obligation under international maritime law, as well as being a long established humanitarian duty, says the International Chamber of Shipping (ICS). ICS is the global trade association for commercial ship operators, whose ships are currently involved on a daily basis in the rescue of refugees at sea in the Mediterranean.\r\n\r\nWhatever may be decided by policy makers in EU Member States, the legal and humanitarian obligation of merchant ships to provide assistance to anyone in distress at sea will remain unchanged, says ICS.\r\n\r\nCommenting on new reports that some European Union Ministers have expressed concerns that search and rescue operations have acted as a ‘pull factor’ for illegal migration, encouraging people to make dangerous crossings in the expectation of rescue, ICS notes that merchant ships are legally required to rescue persons in distress at sea by the UN International Maritime Organization’s Safety of Life at Sea Convention (SOLAS), to which virtually every maritime nation is a Party.\r\n\r\nUnder SOLAS, and the International Convention on Maritime Search and Rescue, the obligation of the ship Master to render assistance is complemented by a corresponding obligation of IMO Member States to co-operate in rescue situations, thereby relieving the Master of the responsibility to care for survivors, and allowing individuals who are rescued at sea in such circumstances to be delivered promptly to a place of safety.\r\n\r\nThe shipping industry is therefore very concerned by reports that the new EU Frontex operation ‘Triton’ will have a third of the budget of the current Italian ‘Mare Nostrum’ operation which it replaces, that its primary focus will be border control, and that search and rescue operations may be reduced in international waters.\r\n\r\nIt will clearly be much more difficult for merchant ships to save lives at sea without the adequate provision of search and rescue services by EU Member States. Moreover, whenever a ship performs its legal and humanitarian obligations, it will continue to be incumbent on EU Member States to ensure that those who are rescued can be readily disembarked at the next port of call, even when they may lack documentation.','Rescue of Migrants at Sea is a Legal and Humanitarian Obligation, Says Shipowners\' Global Trade Association','','publish','open','open','','rescue-of-migrants-at-sea-is-a-legal-and-humanitarian-obligation-says-shipowners-global-trade-association','','','2014-11-17 13:09:10','2014-11-17 13:09:10','',0,'http://myseatime.com/blog/?p=87',0,'post','',0,27),(88,1,'2014-11-14 18:58:11','2014-11-14 18:58:11','','rescue-at-sea-1','','inherit','open','open','','rescue-at-sea-1','','','2014-11-14 18:58:11','2014-11-14 18:58:11','',87,'http://myseatime.com/blog/wp-content/uploads/2014/11/rescue-at-sea-1.jpg',0,'attachment','image/jpeg',0,0),(89,1,'2014-11-14 18:59:02','2014-11-14 18:59:02','The rescue of all persons in distress at sea – including illegal migrants – is an obligation under international maritime law, as well as being a long established humanitarian duty, says the International Chamber of Shipping (ICS). ICS is the global trade association for commercial ship operators, whose ships are currently involved on a daily basis in the rescue of refugees at sea in the Mediterranean.\r\n\r\nWhatever may be decided by policy makers in EU Member States, the legal and humanitarian obligation of merchant ships to provide assistance to anyone in distress at sea will remain unchanged, says ICS.\r\n\r\nCommenting on new reports that some European Union Ministers have expressed concerns that search and rescue operations have acted as a ‘pull factor’ for illegal migration, encouraging people to make dangerous crossings in the expectation of rescue, ICS notes that merchant ships are legally required to rescue persons in distress at sea by the UN International Maritime Organization’s Safety of Life at Sea Convention (SOLAS), to which virtually every maritime nation is a Party.\r\n\r\nUnder SOLAS, and the International Convention on Maritime Search and Rescue, the obligation of the ship Master to render assistance is complemented by a corresponding obligation of IMO Member States to co-operate in rescue situations, thereby relieving the Master of the responsibility to care for survivors, and allowing individuals who are rescued at sea in such circumstances to be delivered promptly to a place of safety.\r\n\r\nThe shipping industry is therefore very concerned by reports that the new EU Frontex operation ‘Triton’ will have a third of the budget of the current Italian ‘Mare Nostrum’ operation which it replaces, that its primary focus will be border control, and that search and rescue operations may be reduced in international waters.\r\n\r\nIt will clearly be much more difficult for merchant ships to save lives at sea without the adequate provision of search and rescue services by EU Member States. Moreover, whenever a ship performs its legal and humanitarian obligations, it will continue to be incumbent on EU Member States to ensure that those who are rescued can be readily disembarked at the next port of call, even when they may lack documentation.','Rescue of Migrants at Sea is a Legal and Humanitarian Obligation, Says Shipowners\' Global Trade Association','','inherit','open','open','','87-revision-v1','','','2014-11-14 18:59:02','2014-11-14 18:59:02','',87,'http://myseatime.com/blog/?p=89',0,'revision','',0,0),(90,3,'2014-11-14 19:12:22','2014-11-14 19:12:22','At 1840 on 20 December 2013, the 93m chemical tanker Key Bora made heavy contact with the western approach jetty at Alexandra Dock, Hull. The vessel’s CPP system had a history of responding slowly to demands for astern pitch, and did not respond in time to the pilot’s order of full astern to prevent the bow striking the quay. The bulbous bow was holed above the waterline, there was no pollution.\r\n\r\nThe MAIB investigation identified that:\r\n<ul>\r\n	<li>The pilot was aware of the vessel’s poor astern response but did not test the engine prior to manoeuvring.</li>\r\n	<li>The master was unaware of the function of the CPP backup control system which could have been used to bring the situation under control.</li>\r\n	<li>The crew at the anchor station had difficulty hearing the master’s order to drop the anchor over the hand-held UHF radio.</li>\r\n	<li>Fault finding and assessment of the CPP system performance was hampered by the lack of installation records against which to judge the system’s response.</li>\r\n</ul>\r\nThe port authority, ABP, has taken steps to ensure that astern propulsion is tested and ready for use before departure or arrival from any berth, regardless of the vessel’s size. The vessel’s manager, V.Ships, has been recommended to investigate and rectify the anomaly with the CPP system on Key Bora and to include in its safety management system a requirement for bridge watch keeping officers to familiarise themselves with the emergency backup control of their CPP system.\r\n\r\nFollowing a recommendation from the chief inspector, BV has requested IACS to include response times in its forthcoming unified requirement for commissioning trials on CPP systems.\r\n\r\nThe investigation report can be <a title=\"MAIB investigation report\" href=\"http://www.maib.gov.uk/cms_resources.cfm?file=/Key%20Bora.pdf\" target=\"_blank\">downloaded here</a>\r\n\r\n<strong>Source &amp; image credit</strong>:  maib.co.uk','Key Bora Accident Investigation report published by MAIB','','publish','open','open','','key-bora-accident-investigation-report-published-by-maib','','','2014-11-17 13:08:28','2014-11-17 13:08:28','',0,'http://myseatime.com/blog/?p=90',0,'post','',0,43),(91,1,'2014-11-14 19:12:08','2014-11-14 19:12:08','','KeyBora_VesselPic','','inherit','open','open','','keybora_vesselpic','','','2014-11-14 19:12:08','2014-11-14 19:12:08','',90,'http://myseatime.com/blog/wp-content/uploads/2014/11/KeyBora_VesselPic.jpg',0,'attachment','image/jpeg',0,0),(92,1,'2014-11-14 19:12:22','2014-11-14 19:12:22','At 1840 on 20 December 2013, the 93m chemical tanker Key Bora made heavy contact with the western approach jetty at Alexandra Dock, Hull. The vessel’s CPP system had a history of responding slowly to demands for astern pitch, and did not respond in time to the pilot’s order of full astern to prevent the bow striking the quay. The bulbous bow was holed above the waterline, there was no pollution.\r\n\r\nThe MAIB investigation identified that:\r\n<ul>\r\n	<li>The pilot was aware of the vessel’s poor astern response but did not test the engine prior to manoeuvring.</li>\r\n	<li>The master was unaware of the function of the CPP backup control system which could have been used to bring the situation under control.</li>\r\n	<li>The crew at the anchor station had difficulty hearing the master’s order to drop the anchor over the hand-held UHF radio.</li>\r\n	<li>Fault finding and assessment of the CPP system performance was hampered by the lack of installation records against which to judge the system’s response.</li>\r\n</ul>\r\nThe port authority, ABP, has taken steps to ensure that astern propulsion is tested and ready for use before departure or arrival from any berth, regardless of the vessel’s size. The vessel’s manager, V.Ships, has been recommended to investigate and rectify the anomaly with the CPP system on Key Bora and to include in its safety management system a requirement for bridge watch keeping officers to familiarise themselves with the emergency backup control of their CPP system.\r\n\r\nFollowing a recommendation from the chief inspector, BV has requested IACS to include response times in its forthcoming unified requirement for commissioning trials on CPP systems.\r\n\r\nThe investigation report can be <a title=\"MAIB investigation report\" href=\"http://www.maib.gov.uk/cms_resources.cfm?file=/Key%20Bora.pdf\" target=\"_blank\">downloaded here</a>','Key Bora Accident Investigation report published by MAIB','','inherit','open','open','','90-revision-v1','','','2014-11-14 19:12:22','2014-11-14 19:12:22','',90,'http://myseatime.com/blog/?p=92',0,'revision','',0,0),(93,1,'2014-11-14 19:15:08','2014-11-14 19:15:08','At 1840 on 20 December 2013, the 93m chemical tanker Key Bora made heavy contact with the western approach jetty at Alexandra Dock, Hull. The vessel’s CPP system had a history of responding slowly to demands for astern pitch, and did not respond in time to the pilot’s order of full astern to prevent the bow striking the quay. The bulbous bow was holed above the waterline, there was no pollution.\n\nThe MAIB investigation identified that:\n<ul>\n	<li>The pilot was aware of the vessel’s poor astern response but did not test the engine prior to manoeuvring.</li>\n	<li>The master was unaware of the function of the CPP backup control system which could have been used to bring the situation under control.</li>\n	<li>The crew at the anchor station had difficulty hearing the master’s order to drop the anchor over the hand-held UHF radio.</li>\n	<li>Fault finding and assessment of the CPP system performance was hampered by the lack of installation records against which to judge the system’s response.</li>\n</ul>\nThe port authority, ABP, has taken steps to ensure that astern propulsion is tested and ready for use before departure or arrival from any berth, regardless of the vessel’s size. The vessel’s manager, V.Ships, has been recommended to investigate and rectify the anomaly with the CPP system on Key Bora and to include in its safety management system a requirement for bridge watch keeping officers to familiarise themselves with the emergency backup control of their CPP system.\n\nFollowing a recommendation from the chief inspector, BV has requested IACS to include response times in its forthcoming unified requirement for commissioning trials on CPP systems.\n\nThe investigation report can be <a title=\"MAIB investigation report\" href=\"http://www.maib.gov.uk/cms_resources.cfm?file=/Key%20Bora.pdf\" target=\"_blank\">downloaded here</a>\n\n&nbsp;','Key Bora Accident Investigation report published by MAIB','','inherit','open','open','','90-autosave-v1','','','2014-11-14 19:15:08','2014-11-14 19:15:08','',90,'http://myseatime.com/blog/?p=93',0,'revision','',0,0),(94,1,'2014-11-14 19:15:49','2014-11-14 19:15:49','At 1840 on 20 December 2013, the 93m chemical tanker Key Bora made heavy contact with the western approach jetty at Alexandra Dock, Hull. The vessel’s CPP system had a history of responding slowly to demands for astern pitch, and did not respond in time to the pilot’s order of full astern to prevent the bow striking the quay. The bulbous bow was holed above the waterline, there was no pollution.\r\n\r\nThe MAIB investigation identified that:\r\n<ul>\r\n	<li>The pilot was aware of the vessel’s poor astern response but did not test the engine prior to manoeuvring.</li>\r\n	<li>The master was unaware of the function of the CPP backup control system which could have been used to bring the situation under control.</li>\r\n	<li>The crew at the anchor station had difficulty hearing the master’s order to drop the anchor over the hand-held UHF radio.</li>\r\n	<li>Fault finding and assessment of the CPP system performance was hampered by the lack of installation records against which to judge the system’s response.</li>\r\n</ul>\r\nThe port authority, ABP, has taken steps to ensure that astern propulsion is tested and ready for use before departure or arrival from any berth, regardless of the vessel’s size. The vessel’s manager, V.Ships, has been recommended to investigate and rectify the anomaly with the CPP system on Key Bora and to include in its safety management system a requirement for bridge watch keeping officers to familiarise themselves with the emergency backup control of their CPP system.\r\n\r\nFollowing a recommendation from the chief inspector, BV has requested IACS to include response times in its forthcoming unified requirement for commissioning trials on CPP systems.\r\n\r\nThe investigation report can be <a title=\"MAIB investigation report\" href=\"http://www.maib.gov.uk/cms_resources.cfm?file=/Key%20Bora.pdf\" target=\"_blank\">downloaded here</a>\r\n\r\n<strong>Source &amp; image credit</strong>:  maib.co.uk','Key Bora Accident Investigation report published by MAIB','','inherit','open','open','','90-revision-v1','','','2014-11-14 19:15:49','2014-11-14 19:15:49','',90,'http://myseatime.com/blog/?p=94',0,'revision','',0,0),(105,3,'2014-11-14 20:34:07','2014-11-14 20:34:07','The smooth running of the well-established global regime for compensation from oil pollution from ships may be under serious threat, due to a decision by governments to wind up the 1971 International Oil Pollution Compensation Fund (IOPCF), says the International Chamber of Shipping (ICS), the global trade association for shipowners.\r\n\r\nAt next week’s IOPCF meeting in London, ICS (in conjunction with BIMCO and Intertanko) will argue that it is premature to wind up the 1971 Fund when there are still outstanding claims not covered by the current 1992 Fund. Some of these claims are subject to litigation, with money potentially still owed to the shipowners’ insurers, the Protection &amp; Indemity (P&amp;I) Clubs. ICS is therefore supporting the position of the International Group of P&amp;I Clubs on this issue and advocating a rethink of the decision, confirmed by an IOPCF meeting in April this year.\r\n\r\nThe shipping industry believes that the decision to wind up the 1971 Fund before resolving outstanding claims is in breach of the 1971 International Convention on the Establishment of an International Fund for Compensation for Oil Pollution, and will also result in a serious threat to the operation of the 1992 Fund, to the detriment of future pollution victims’ interests.\r\n\r\nThe issue is complicated but, because of the failure to address outstanding claims, the P&amp;I Clubs may no longer be willing to continue their current practice of making advance interim payments, following pollution incidents, in excess of the shipowners’ limitation amounts (under the IMO Civil Liability Convention) if it is thought that these excess payments may not be compensated by the 1992 Fund in the future. This could cause delay in providing compensation, potentially resulting in significant hardship for claimants when they could already be in difficult circumstances.\r\n\r\nICS believes that those governments that have supported the decision to wind up the 1971 Fund may not have not given full regard to these long term dangers.\r\n\r\n“It is important to understand that these unintended consquences are real” said ICS Secretary General, Peter Hinchliffe. “The P&amp;I Clubs, which are owned by shipowners, have made it very clear that this decision is likely to have very serious implications. We are therefore pleased that the United Kingdom has recognised our concerns, suggesting that the decision to wind up the 1971 Fund should be deferred at next week’s critical meeting of the IOPCF. We hope very much that other IMO Member States will support the UK’s submission.”\r\n\r\nFor four decades the regime established by the IMO Civil Liability (CLC) and Fund Conventions, with costs divided between shipowners and cargo interests, has provided a quick and efficient means of compensating pollution victims. The shipowners’ contribution is paid regardless of fault, with claimants having recourse to the IOPCF (which is funded by contributions from the oil industry) if the shipowner’s liability under the CLC Convention is exceeded.\r\n\r\n“We wish to avoid jeopardising the future operation of the IMO regime” said Peter Hinchliffe. “The decision to wind up the 1971 Fund before claims have been settled also appears to contravene the IMO Fund Convention. We therefore hope that governments will do the right thing and reverse this unfortunate decision.”\r\n\r\n<strong>Source:</strong>  ics-shipping.org','ICS Concern about Serious Threat to Maritime Oil Pollution Compensation Regime','','publish','open','open','','ics-concern-about-serious-threat-to-maritime-oil-pollution-compensation-regime','','','2015-01-28 06:03:18','2015-01-28 06:03:18','',0,'http://myseatime.com/blog/?p=105',0,'post','',0,38),(106,1,'2014-11-14 20:34:07','2014-11-14 20:34:07','The smooth running of the well-established global regime for compensation from oil pollution from ships may be under serious threat, due to a decision by governments to wind up the 1971 International Oil Pollution Compensation Fund (IOPCF), says the International Chamber of Shipping (ICS), the global trade association for shipowners.\r\n\r\nAt next week’s IOPCF meeting in London, ICS (in conjunction with BIMCO and Intertanko) will argue that it is premature to wind up the 1971 Fund when there are still outstanding claims not covered by the current 1992 Fund. Some of these claims are subject to litigation, with money potentially still owed to the shipowners’ insurers, the Protection &amp; Indemity (P&amp;I) Clubs. ICS is therefore supporting the position of the International Group of P&amp;I Clubs on this issue and advocating a rethink of the decision, confirmed by an IOPCF meeting in April this year.\r\n\r\nThe shipping industry believes that the decision to wind up the 1971 Fund before resolving outstanding claims is in breach of the 1971 International Convention on the Establishment of an International Fund for Compensation for Oil Pollution, and will also result in a serious threat to the operation of the 1992 Fund, to the detriment of future pollution victims’ interests.\r\n\r\nThe issue is complicated but, because of the failure to address outstanding claims, the P&amp;I Clubs may no longer be willing to continue their current practice of making advance interim payments, following pollution incidents, in excess of the shipowners’ limitation amounts (under the IMO Civil Liability Convention) if it is thought that these excess payments may not be compensated by the 1992 Fund in the future. This could cause delay in providing compensation, potentially resulting in significant hardship for claimants when they could already be in difficult circumstances.\r\n\r\nICS believes that those governments that have supported the decision to wind up the 1971 Fund may not have not given full regard to these long term dangers.\r\n\r\n“It is important to understand that these unintended consquences are real” said ICS Secretary General, Peter Hinchliffe. “The P&amp;I Clubs, which are owned by shipowners, have made it very clear that this decision is likely to have very serious implications. We are therefore pleased that the United Kingdom has recognised our concerns, suggesting that the decision to wind up the 1971 Fund should be deferred at next week’s critical meeting of the IOPCF. We hope very much that other IMO Member States will support the UK’s submission.”\r\n\r\nFor four decades the regime established by the IMO Civil Liability (CLC) and Fund Conventions, with costs divided between shipowners and cargo interests, has provided a quick and efficient means of compensating pollution victims. The shipowners’ contribution is paid regardless of fault, with claimants having recourse to the IOPCF (which is funded by contributions from the oil industry) if the shipowner’s liability under the CLC Convention is exceeded.\r\n\r\n“We wish to avoid jeopardising the future operation of the IMO regime” said Peter Hinchliffe. “The decision to wind up the 1971 Fund before claims have been settled also appears to contravene the IMO Fund Convention. We therefore hope that governments will do the right thing and reverse this unfortunate decision.”\r\n\r\n<strong>Source:</strong>  ics-shipping.org','ICS Concern about Serious Threat to Maritime Oil Pollution Compensation Regime','','inherit','open','open','','105-revision-v1','','','2014-11-14 20:34:07','2014-11-14 20:34:07','',105,'http://myseatime.com/blog/?p=106',0,'revision','',0,0),(108,1,'2014-11-15 09:36:31','2014-11-15 09:36:31','','1024px-Ship+Smoke','','inherit','open','open','','1024px-shipsmoke','','','2014-11-15 09:36:31','2014-11-15 09:36:31','',0,'http://myseatime.com/blog/wp-content/uploads/2014/11/1024px-Ship-Smoke.jpg',0,'attachment','image/jpeg',0,0),(112,3,'2014-09-03 05:36:56','2014-09-03 05:36:56','BIMCO has today launched a survey to find out the real picture on the methods ship owners and operators are using for the treatment of biofouling, and the performance of the various methods on different ships and over varying time periods.\r\nAron Sørensen, Chief Marine Technical Officer at BIMCO, who is leading the study, said:\r\n“We believe there is a lack of collective knowledge on biofouling management and treatment practices in the shipping industry.\r\n“BIMCO would like to build a clearer picture of practice and performance for biofouling management, and how current antifouling technologies are performing on various ship types.\r\n“We will use and share the outcome to work on the industry’s behalf to highlight any issues of concern. Once analysed, the survey result could form the basis for a BIMCO submission to the International Maritime Organization (IMO).”\r\nThe survey can be accessed <a title=\"BIMCO survey\" href=\"https://adobeformscentral.com/?f=iRIfMjc3WUEZkmQWyleH*w\" target=\"_blank\">online</a>.\r\n\r\nBackground on biofouling\r\n<ul>\r\n	<li>Biofouling means the attachment or association of marine organisms to the wetted portions of a vessel including sea chests, propellers, anchors, and other niche areas.</li>\r\n	<li>The International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS Convention) prohibits the use of listed harmful substances in anti-fouling paints used on ships and establishes a mechanism to potentially prevent the future use of other substances in anti-fouling systems should they be classified as harmful.</li>\r\n	<li>While the AFS Convention addresses anti-fouling systems on ships, its focus is on the prevention of a direct adverse impact on the environment from the use of anti-fouling systems and the biocides they may contain, rather than preventing transfer of invasive aquatic species. Consequently IMO’s Marine Environment Protection Committee (MEPC) developed and adopted a set of Guidelines in July 2011 for the control and management of ships\' biofouling to minimize transfer of invasive aquatic species. The Guidelines can be found in Resolution MEPC.207 (62) entitled “2011 Guidelines for the control and management of ships’ biofouling to minimize the transfer of invasive aquatic species”.</li>\r\n	<li>The aim of the Guidelines is to provide a globally consistent approach to managing biofouling reduction by providing useful recommendations on general measures to minimize risks associated with biofouling e.g. corrosion, clogging, and decrease in the efficiency of moving parts for all types of ships. Such reduction makes sense from an environmental protection point of view as well as a means to reduce oil consumption however, a number of countries have adopted unilateral regulation on hull husbandry prohibition thus making hull cleaning and in service anti-fouling maintenance very difficult or impossible. More knowledge about biofouling management, and performance antifouling technologies of are therefore needed.</li>\r\n</ul>','BIMCO launches survey to seek clearer picture on biofouling','','publish','open','open','','bimco-launches-survey-to-seek-clearer-picture-on-biofouling','','','2014-11-17 13:09:47','2014-11-17 13:09:47','',0,'http://myseatime.com/blog/?p=112',0,'post','',0,0),(113,1,'2014-11-16 05:43:46','2014-11-16 05:43:46','BIMCO has today launched a survey to find out the real picture on the methods ship owners and operators are using for the treatment of biofouling, and the performance of the various methods on different ships and over varying time periods.\r\nAron Sørensen, Chief Marine Technical Officer at BIMCO, who is leading the study, said:\r\n“We believe there is a lack of collective knowledge on biofouling management and treatment practices in the shipping industry.\r\n“BIMCO would like to build a clearer picture of practice and performance for biofouling management, and how current antifouling technologies are performing on various ship types.\r\n“We will use and share the outcome to work on the industry’s behalf to highlight any issues of concern. Once analysed, the survey result could form the basis for a BIMCO submission to the International Maritime Organization (IMO).”\r\nThe survey can be accessed <a title=\"BIMCO survey\" href=\"https://adobeformscentral.com/?f=iRIfMjc3WUEZkmQWyleH*w\" target=\"_blank\">online</a>.\r\n\r\nBackground on biofouling\r\n<ul>\r\n	<li>Biofouling means the attachment or association of marine organisms to the wetted portions of a vessel including sea chests, propellers, anchors, and other niche areas.</li>\r\n	<li>The International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS Convention) prohibits the use of listed harmful substances in anti-fouling paints used on ships and establishes a mechanism to potentially prevent the future use of other substances in anti-fouling systems should they be classified as harmful.</li>\r\n	<li>While the AFS Convention addresses anti-fouling systems on ships, its focus is on the prevention of a direct adverse impact on the environment from the use of anti-fouling systems and the biocides they may contain, rather than preventing transfer of invasive aquatic species. Consequently IMO’s Marine Environment Protection Committee (MEPC) developed and adopted a set of Guidelines in July 2011 for the control and management of ships\' biofouling to minimize transfer of invasive aquatic species. The Guidelines can be found in Resolution MEPC.207 (62) entitled “2011 Guidelines for the control and management of ships’ biofouling to minimize the transfer of invasive aquatic species”.</li>\r\n	<li>The aim of the Guidelines is to provide a globally consistent approach to managing biofouling reduction by providing useful recommendations on general measures to minimize risks associated with biofouling e.g. corrosion, clogging, and decrease in the efficiency of moving parts for all types of ships. Such reduction makes sense from an environmental protection point of view as well as a means to reduce oil consumption however, a number of countries have adopted unilateral regulation on hull husbandry prohibition thus making hull cleaning and in service anti-fouling maintenance very difficult or impossible. More knowledge about biofouling management, and performance antifouling technologies of are therefore needed.</li>\r\n</ul>','BIMCO launches survey to seek clearer picture on biofouling ','','inherit','open','open','','112-revision-v1','','','2014-11-16 05:43:46','2014-11-16 05:43:46','',112,'http://myseatime.com/blog/?p=113',0,'revision','',0,0),(114,3,'2014-11-12 05:44:36','2014-11-12 05:44:36','The “Viking Lady”, an offshore supply vessel in daily operation in the North Sea, is a full-scale \"test laboratory\". At the Greener Shipping Summit – Ships of the Future conference held in Athens yesterday, Dr Nikolaos Kakalis, Head of DNV GL Strategic Research &amp; Innovation in Greece, showed how the vessel could lead the way to a significant improvement in the safety and efficiency of high-risk operations.\r\n\r\nDr Kakalis presented the specific battery hybrid propulsion system and its benefits for “Viking Lady” to the Greek shipping community. These results stem from the FellowSHIP III research and development project between DNV GL, Eidesvik Offshore and Wärtsilä, co-funded by the Research Council of Norway.\r\nDNV GL Research &amp; Innovation in Norway and in Greece are working together with shipping companies and manufacturers to realise projects like FellowSHIP that advance the industry’s state of the art. “We went from idea generation through a fusion of innovative scientific approaches to technology development and full-scale testing in a structured and effective way,” said Dr Kakalis.\r\n\r\nThe “Viking Lady” uses a conventional diesel-electric propulsion system, comprising four dual-fuel engines driving five thrusters for propulsion and manoeuvring/dynamic positioning (DP). In this project, a lithium-ion battery with a capacity of 450 kWh was added – enabling the vessel to use hybrid-electric propulsion. The battery acts as an energy buffer that is able to cover the intense load variations that can occur, especially in DP and standby operations.\r\n\r\nThis effectively increases the propulsion system’s available power and redundancy – thereby increasing the level of safety in high-risk operations. This means that the gen-sets can operate with a relatively constant load and in an optimal way – making operations safer and more energy-efficient.\r\n\r\nThe battery hybrid installation has been tested in sea trials, which showed that a 15 per cent reduction in fuel consumption, 25 per cent reduction in NOx emissions and 30 per cent reduction in GHG emissions can be realised in practice, especially for DP operations. “Considering that the global fleet of offshore supply vessels of relevant sizes is over 4,000, such technologies have the potential to make an impact when it comes to improving sustainability,” Dr Kakalis noted.\r\n\r\nCOSSMOS, DNV GL’s in-house computer platform for modelling and simulating complex integrated ship machinery systems, played an important role in FellowSHIP III. COSSMOS provides an early-phase feasibility analysis, estimating the expected benefits in terms of energy efficiency, emissions and economics.\r\nDr Kakalis explained how advanced simulations and optimisation can direct the implementation of optimal power management strategies to arrive at maximum gains while ensuring the safety and operational capabilities of the vessel. “DNV GL invests 5 per cent of its revenue in research and innovation every year, which is a reciprocal investment to our customers and the industry as a whole, through technology development and better services. In the FellowSHIP series of projects we have invested more than 2.5 million USD and we are glad to share such developments that improve safety and sustainability of our industry in practice,” Dr Kakalis said.\r\n\r\n<strong>Source</strong>: dnvgl.org\r\n\r\n<strong>Image credit</strong>: vikinglady.no','DNV GL innovating to improve safety and efficiency in high risk operations','','publish','open','open','','dnv-gl-innovating-to-improve-safety-and-efficiency-in-high-risk-operations','','','2015-01-21 20:28:20','2015-01-21 20:28:20','',0,'http://myseatime.com/blog/?p=114',0,'post','',0,45),(116,1,'2014-11-16 05:47:22','2014-11-16 05:47:22','The “Viking Lady”, an offshore supply vessel in daily operation in the North Sea, is a full-scale \"test laboratory\". At the Greener Shipping Summit – Ships of the Future conference held in Athens yesterday, Dr Nikolaos Kakalis, Head of DNV GL Strategic Research &amp; Innovation in Greece, showed how the vessel could lead the way to a significant improvement in the safety and efficiency of high-risk operations.\r\n\r\nDr Kakalis presented the specific battery hybrid propulsion system and its benefits for “Viking Lady” to the Greek shipping community. These results stem from the FellowSHIP III research and development project between DNV GL, Eidesvik Offshore and Wärtsilä, co-funded by the Research Council of Norway.\r\nDNV GL Research &amp; Innovation in Norway and in Greece are working together with shipping companies and manufacturers to realise projects like FellowSHIP that advance the industry’s state of the art. “We went from idea generation through a fusion of innovative scientific approaches to technology development and full-scale testing in a structured and effective way,” said Dr Kakalis.\r\n\r\nThe “Viking Lady” uses a conventional diesel-electric propulsion system, comprising four dual-fuel engines driving five thrusters for propulsion and manoeuvring/dynamic positioning (DP). In this project, a lithium-ion battery with a capacity of 450 kWh was added – enabling the vessel to use hybrid-electric propulsion. The battery acts as an energy buffer that is able to cover the intense load variations that can occur, especially in DP and standby operations.\r\n\r\nThis effectively increases the propulsion system’s available power and redundancy – thereby increasing the level of safety in high-risk operations. This means that the gen-sets can operate with a relatively constant load and in an optimal way – making operations safer and more energy-efficient.\r\n\r\nThe battery hybrid installation has been tested in sea trials, which showed that a 15 per cent reduction in fuel consumption, 25 per cent reduction in NOx emissions and 30 per cent reduction in GHG emissions can be realised in practice, especially for DP operations. “Considering that the global fleet of offshore supply vessels of relevant sizes is over 4,000, such technologies have the potential to make an impact when it comes to improving sustainability,” Dr Kakalis noted.\r\n\r\nCOSSMOS, DNV GL’s in-house computer platform for modelling and simulating complex integrated ship machinery systems, played an important role in FellowSHIP III. COSSMOS provides an early-phase feasibility analysis, estimating the expected benefits in terms of energy efficiency, emissions and economics.\r\nDr Kakalis explained how advanced simulations and optimisation can direct the implementation of optimal power management strategies to arrive at maximum gains while ensuring the safety and operational capabilities of the vessel. “DNV GL invests 5 per cent of its revenue in research and innovation every year, which is a reciprocal investment to our customers and the industry as a whole, through technology development and better services. In the FellowSHIP series of projects we have invested more than 2.5 million USD and we are glad to share such developments that improve safety and sustainability of our industry in practice,” Dr Kakalis said.','DNV GL innovating to improve safety and efficiency in high risk operations','','inherit','open','open','','114-revision-v1','','','2014-11-16 05:47:22','2014-11-16 05:47:22','',114,'http://myseatime.com/blog/?p=116',0,'revision','',0,0),(117,1,'2014-11-16 05:49:21','2014-11-16 05:49:21','The “Viking Lady”, an offshore supply vessel in daily operation in the North Sea, is a full-scale \"test laboratory\". At the Greener Shipping Summit – Ships of the Future conference held in Athens yesterday, Dr Nikolaos Kakalis, Head of DNV GL Strategic Research &amp; Innovation in Greece, showed how the vessel could lead the way to a significant improvement in the safety and efficiency of high-risk operations.\n\nDr Kakalis presented the specific battery hybrid propulsion system and its benefits for “Viking Lady” to the Greek shipping community. These results stem from the FellowSHIP III research and development project between DNV GL, Eidesvik Offshore and Wärtsilä, co-funded by the Research Council of Norway.\nDNV GL Research &amp; Innovation in Norway and in Greece are working together with shipping companies and manufacturers to realise projects like FellowSHIP that advance the industry’s state of the art. “We went from idea generation through a fusion of innovative scientific approaches to technology development and full-scale testing in a structured and effective way,” said Dr Kakalis.\n\nThe “Viking Lady” uses a conventional diesel-electric propulsion system, comprising four dual-fuel engines driving five thrusters for propulsion and manoeuvring/dynamic positioning (DP). In this project, a lithium-ion battery with a capacity of 450 kWh was added – enabling the vessel to use hybrid-electric propulsion. The battery acts as an energy buffer that is able to cover the intense load variations that can occur, especially in DP and standby operations.\n\nThis effectively increases the propulsion system’s available power and redundancy – thereby increasing the level of safety in high-risk operations. This means that the gen-sets can operate with a relatively constant load and in an optimal way – making operations safer and more energy-efficient.\n\nThe battery hybrid installation has been tested in sea trials, which showed that a 15 per cent reduction in fuel consumption, 25 per cent reduction in NOx emissions and 30 per cent reduction in GHG emissions can be realised in practice, especially for DP operations. “Considering that the global fleet of offshore supply vessels of relevant sizes is over 4,000, such technologies have the potential to make an impact when it comes to improving sustainability,” Dr Kakalis noted.\n\nCOSSMOS, DNV GL’s in-house computer platform for modelling and simulating complex integrated ship machinery systems, played an important role in FellowSHIP III. COSSMOS provides an early-phase feasibility analysis, estimating the expected benefits in terms of energy efficiency, emissions and economics.\nDr Kakalis explained how advanced simulations and optimisation can direct the implementation of optimal power management strategies to arrive at maximum gains while ensuring the safety and operational capabilities of the vessel. “DNV GL invests 5 per cent of its revenue in research and innovation every year, which is a reciprocal investment to our customers and the industry as a whole, through technology development and better services. In the FellowSHIP series of projects we have invested more than 2.5 million USD and we are glad to share such developments that improve safety and sustainability of our industry in practice,” Dr Kakalis said.\n\nSource: dnvgl.org\n\nImage credit: vikinglady.','DNV GL innovating to improve safety and efficiency in high risk operations','','inherit','open','open','','114-autosave-v1','','','2014-11-16 05:49:21','2014-11-16 05:49:21','',114,'http://myseatime.com/blog/?p=117',0,'revision','',0,0),(118,1,'2014-11-16 05:50:05','2014-11-16 05:50:05','The “Viking Lady”, an offshore supply vessel in daily operation in the North Sea, is a full-scale \"test laboratory\". At the Greener Shipping Summit – Ships of the Future conference held in Athens yesterday, Dr Nikolaos Kakalis, Head of DNV GL Strategic Research &amp; Innovation in Greece, showed how the vessel could lead the way to a significant improvement in the safety and efficiency of high-risk operations.\r\n\r\nDr Kakalis presented the specific battery hybrid propulsion system and its benefits for “Viking Lady” to the Greek shipping community. These results stem from the FellowSHIP III research and development project between DNV GL, Eidesvik Offshore and Wärtsilä, co-funded by the Research Council of Norway.\r\nDNV GL Research &amp; Innovation in Norway and in Greece are working together with shipping companies and manufacturers to realise projects like FellowSHIP that advance the industry’s state of the art. “We went from idea generation through a fusion of innovative scientific approaches to technology development and full-scale testing in a structured and effective way,” said Dr Kakalis.\r\n\r\nThe “Viking Lady” uses a conventional diesel-electric propulsion system, comprising four dual-fuel engines driving five thrusters for propulsion and manoeuvring/dynamic positioning (DP). In this project, a lithium-ion battery with a capacity of 450 kWh was added – enabling the vessel to use hybrid-electric propulsion. The battery acts as an energy buffer that is able to cover the intense load variations that can occur, especially in DP and standby operations.\r\n\r\nThis effectively increases the propulsion system’s available power and redundancy – thereby increasing the level of safety in high-risk operations. This means that the gen-sets can operate with a relatively constant load and in an optimal way – making operations safer and more energy-efficient.\r\n\r\nThe battery hybrid installation has been tested in sea trials, which showed that a 15 per cent reduction in fuel consumption, 25 per cent reduction in NOx emissions and 30 per cent reduction in GHG emissions can be realised in practice, especially for DP operations. “Considering that the global fleet of offshore supply vessels of relevant sizes is over 4,000, such technologies have the potential to make an impact when it comes to improving sustainability,” Dr Kakalis noted.\r\n\r\nCOSSMOS, DNV GL’s in-house computer platform for modelling and simulating complex integrated ship machinery systems, played an important role in FellowSHIP III. COSSMOS provides an early-phase feasibility analysis, estimating the expected benefits in terms of energy efficiency, emissions and economics.\r\nDr Kakalis explained how advanced simulations and optimisation can direct the implementation of optimal power management strategies to arrive at maximum gains while ensuring the safety and operational capabilities of the vessel. “DNV GL invests 5 per cent of its revenue in research and innovation every year, which is a reciprocal investment to our customers and the industry as a whole, through technology development and better services. In the FellowSHIP series of projects we have invested more than 2.5 million USD and we are glad to share such developments that improve safety and sustainability of our industry in practice,” Dr Kakalis said.\r\n\r\n<strong>Source</strong>: dnvgl.org\r\n\r\n<strong>Image credit</strong>: vikinglady.no','DNV GL innovating to improve safety and efficiency in high risk operations','','inherit','open','open','','114-revision-v1','','','2014-11-16 05:50:05','2014-11-16 05:50:05','',114,'http://myseatime.com/blog/?p=118',0,'revision','',0,0),(119,3,'2014-11-16 18:30:26','2014-11-16 18:30:26','<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nClarkson PLC (“Clarksons” or the “Company” and together with its subsidiaries, the “Group”) announces that it is in discussions with the board of RS Platou ASA (“Platou” and together with its subsidiaries, the “Platou Group”) regarding the possible acquisition of all of the issued share capital of Platou.\n\nGiven the complementary activities, in terms of geographic locations, operations and industry specialisation, the boards of both Clarksons and Platou believe the enhanced offering of the combined business positions the enlarged group as a leading integrated global shipping and offshore group. Whilst discussions regarding the combination of these two businesses continue, there can be no certainty that any transaction will occur.\n\nUnder Listing Rule 5, Clarksons is required to provide certain information regarding Platou to ensure that there is sufficient information available to the public with regard to the proposed transaction in order to avoid a suspension of the Company’s shares. As Platou is not subject to a public disclosure regime, the information required under LR 5.6.15G is set out below.\n\n<strong>Information on the Platou Group</strong>\n\n<strong>Introduction</strong>\n\nThe Platou Group is a leading international broker and investment bank focused on the offshore and shipping markets, providing high value brokerage, financial and advisory services to shipping and offshore companies globally. Established in Oslo, Norway in 1936, Platou now operates from 18 offices located in key global shipping and financial centres with approximately 370 employees.\n\n<strong>Business overview</strong>\n\nThe Platou Group’s business comprises four divisions: Offshore, Shipbroking, Investment Banking and Project Finance. These core services are complemented by a variety of research capabilities including market reports and company specific research prepared by the respective economic research groups within the Offshore, Shipbroking and Investment Banking divisions.\n\n<strong>Offshore</strong>\n\nThe Offshore division advises clients in the offshore oil and gas industry on the chartering, sale and purchase and newbuild construction of all major types of offshore vessels including offshore support vessels, drilling units, sub-sea/construction vessels and field development vessels. The Offshore division also provides advisory and valuation services, market intelligence and analysis, working closely with vessel owners, oil and gas companies, shipyards, designers and maritime architects, class authorities, investors and financial institutions.\n\nFor the year ended 31 December 2013, the Offshore division generated total revenues of approximately NOK 355.6 million (representing approximately 27.6% of the Platou Group’s total\n<div class=\"page\" title=\"Page 2\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nrevenue for the year) and operating profit after bonuses of NOK 79.6 million (representing approximately 25.0% of the Platou Group’s total operating profit for the year).\n\n<strong>Shipbroking</strong>\n\nThe Shipbroking division serves clients in the shipping industry by providing broking services in connection with the chartering, sale and purchase and newbuild construction of dry cargo, container, tanker and more specialised vessels, as well as providing research regarding the shipping industry through its Economic Research department.\n\nOn 5 November 2014, the members of RS Platou LLP and RS Platou Energy LLP (the “LLPs”), in both of which Platou holds a 51 per cent. interest, resolved, among other things, to wind-up the LLPs from 31 December 2014. The LLPs have agreed to transfer substantially all of their assets to a new entity, established by their respective existing members (other than Platou) (the “RS Platou LLP Transaction”). In connection with the RS Platou LLP Transaction, Platou has acquired the shares in Platou held by certain of the existing members of the LLPs. Completion of the RS Platou LLP Transaction is expected to occur on 31 December 2014, subject to certain conditions. If completion of the RS Platou LLP Transaction does not occur on 31 December 2014, the LLPs will nonetheless be wound up in accordance with the resolutions above. Consequently, in accordance with LR 5.6.15G, additional information on the assets being transferred pursuant to the RS Platou LLP Transaction has also been included below. The LLPs are based in London and form part of the Platou Group’s Shipbroking division with a focus on specific sub-sectors of the shipping market.\n\nFor the year ended 31 December 2013, the Shipbroking division generated total revenues of approximately NOK 295.3 million (representing approximately 22.9% of the Platou Group’s total revenue for the year) and operating profit after bonuses of NOK 21.5 million (representing approximately 6.7% of the Platou Group’s total operating profit for the year). For the year ended 31 December 2013, the Shipbroking division included the trading results of the businesses to be disposed of pursuant to the RS Platou LLP Transaction. These businesses contributed total revenues of approximately NOK 74.7 million (representing approximately 5.8% of the Platou Group’s total revenue for the year) and operating profit after bonuses of NOK 20.8 million (representing approximately 6.5% of the Platou Group’s total operating profit for the year), which in relation to the revenue figure includes contracts which are remaining within RS Platou LLP in the amount of US$2.0 million.\n\n<strong>Investment Banking</strong>\n\nThe Investment Banking division offers a range of financial advisory services to its global clients under licences in both Norway and the USA. Specialising in the energy, shipping and oil service sectors, the Investment Banking division offers services including equity and fixed income sales and trading, equity and credit research and corporate finance services focusing on the Platou Group’s core maritime sectors. The Investment Banking division advises clients on a range of equity and debt capital market and M&amp;A transactions, and for the year ended 31 December 2013, the Investment Banking division participated in 31 equity and debt capital market transactions and five M&amp;A transactions with a combined value of US$7.4 billion.\n\nFor the year ended 31 December 2013, the Investment Banking division generated total revenues of approximately NOK 564.3 million (representing approximately 43.9% of the Platou Group’s total revenue for the year) and operating profit after bonuses of NOK 200.6 million (representing approximately 62.9% of the Platou Group’s total operating profit for the year).\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','Clarkson PLC announces possible acquisition of RS Platou ASA','','draft','open','open','','','','','2014-11-17 13:07:25','2014-11-17 13:07:25','',0,'http://myseatime.com/blog/?p=119',0,'post','',0,0),(120,3,'2014-11-14 12:21:31','2014-11-14 12:21:31','Angola and Nigeria, 14 November, 2014 – Global shipping, logistics and marine services provider GAC Group is calling for shipping and logistics companies to invest in staff and crew education how to reduce the risk of exposure to Ebola, and to keep up-to-date with precautionary measures being put in place around the world to contain the spread of the virus and minimise its impact on global transport.\r\n\r\nThe Ebola epidemic has affected multiple countries in West Africa, with most cases being reported in Liberia, Guinea and Sierra Leone. While some isolated cases had been reported in Nigeria, the country has now been officially declared Ebola-free, and has been praised for its handling of the potential outbreak.\r\n\r\n<strong>Vigilance</strong>\r\nHowever, GAC management and staff in the region are constantly vigilant to the dangers of possible contagion through transportation and trade links with countries still affected.\r\n\r\nMichael Sturesson, General Manager of GAC Angola, says the best way for the shipping and logistics sector to reduce exposure is through internal communications and educating employees: “Angola is Ebola-free, but we recognised that cases elsewhere in West Africa meant our staff needed to be made aware as early as possible of how best to protect themselves. That way, even if the virus did reach our country, we would be well prepared and able to continue carrying out our duties and supporting our customers.”\r\n<strong>Awareness</strong>\r\nSince March 2014, GAC Angola’s QHSSE Manager Jose Lourenco has been conducting Ebola Training and Awareness classes with staff. This includes advice on signs of infection, appropriate measures of protection and a demonstration of GAC Angola’s Ebola Personal Protective Equipment kit. Additional advice from the World Health Organisation (WHO) and International SOS are also available to all staff.\r\n\r\nCustomers are also being kept informed of protective measures. To date, port authorities in Angola have not imposed any restrictions, instead advising all parties to follow international guidance issued by bodies like the WHO, IMO and IATA. However, certain block operators have introduced pre-arrival questionnaires and, as standard practice, GAC Angola asks Masters to give a pre-alert if any crew member has a high fever or experiencing any symptoms that could be associated with Ebola.\r\n\r\n<strong>Pro-active approach</strong>\r\nIn Nigeria, GAC is adopting a similar approach. Updates from the Government and flyers from SOS International are distributed to staff and posted at GAC offices as well as crew and customer transit vehicles. Hand sanitizers have been installed for use by staff and visitors.\r\n\r\nRobert Bal, GAC Nigeria’s Managing Director, says: “Regularly sharing health information is an integral part of our approach to employee welfare. When the first Ebola case was reported in Nigeria, we increased our information updates. This pro-active approach to health issues not only protects employees, it also helps contain the spread of Ebola. Timely reporting, education and support help us to take care of each other and our customers – and that’s an important element of what we call the GAC Spirit.”\r\n\r\nPort authorities in Nigeria have restricted the movement of personnel not directly involved with the crude export operations into all terminals. Those allowed entry into the terminals are first screened for Ebola symptoms. Sanitizers are placed at all entry/exit points at the terminals and shore offices, and quarantine circulars are in place at all terminals, where it is compulsory that well-kitted quarantine officers board all export vessels for checks prior to other shore personnel, all of whom are screened ashore before boarding. Arriving vessels are expected to submit their port call lists which are scrutinised by the terminal’s health authorities prior to accepting the vessel.\r\n\r\nAlthough the WHO has declared Nigeria officially Ebola-free, Bonny Port issued an alert message at the height of the epidemic, which is still included in GAC Nigeria’s pre-arrival messages to vessels, along with an alert message from the Nigeria Port Authority.','GAC issues call to action in fight against Ebola','','publish','open','open','','gac-issues-call-to-action-in-fight-against-ebola','','','2014-11-17 13:08:38','2014-11-17 13:08:38','',0,'http://myseatime.com/blog/?p=120',0,'post','',0,40),(121,1,'2014-11-17 12:24:14','2014-11-17 12:24:14','','Ebola protection training - DSCF1788','','inherit','open','open','','ebola-protection-training-dscf1788','','','2014-11-17 12:24:14','2014-11-17 12:24:14','',120,'http://myseatime.com/blog/wp-content/uploads/2014/11/Ebola-protection-training-DSCF1788.jpg',0,'attachment','image/jpeg',0,0),(122,1,'2014-11-17 12:24:46','2014-11-17 12:24:46','Angola and Nigeria, 14 November, 2014 – Global shipping, logistics and marine services provider GAC Group is calling for shipping and logistics companies to invest in staff and crew education how to reduce the risk of exposure to Ebola, and to keep up-to-date with precautionary measures being put in place around the world to contain the spread of the virus and minimise its impact on global transport.\r\n\r\nThe Ebola epidemic has affected multiple countries in West Africa, with most cases being reported in Liberia, Guinea and Sierra Leone. While some isolated cases had been reported in Nigeria, the country has now been officially declared Ebola-free, and has been praised for its handling of the potential outbreak.\r\n\r\n<strong>Vigilance</strong>\r\nHowever, GAC management and staff in the region are constantly vigilant to the dangers of possible contagion through transportation and trade links with countries still affected.\r\n\r\nMichael Sturesson, General Manager of GAC Angola, says the best way for the shipping and logistics sector to reduce exposure is through internal communications and educating employees: “Angola is Ebola-free, but we recognised that cases elsewhere in West Africa meant our staff needed to be made aware as early as possible of how best to protect themselves. That way, even if the virus did reach our country, we would be well prepared and able to continue carrying out our duties and supporting our customers.”\r\n<strong>Awareness</strong>\r\nSince March 2014, GAC Angola’s QHSSE Manager Jose Lourenco has been conducting Ebola Training and Awareness classes with staff. This includes advice on signs of infection, appropriate measures of protection and a demonstration of GAC Angola’s Ebola Personal Protective Equipment kit. Additional advice from the World Health Organisation (WHO) and International SOS are also available to all staff.\r\n\r\nCustomers are also being kept informed of protective measures. To date, port authorities in Angola have not imposed any restrictions, instead advising all parties to follow international guidance issued by bodies like the WHO, IMO and IATA. However, certain block operators have introduced pre-arrival questionnaires and, as standard practice, GAC Angola asks Masters to give a pre-alert if any crew member has a high fever or experiencing any symptoms that could be associated with Ebola.\r\n\r\n<strong>Pro-active approach</strong>\r\nIn Nigeria, GAC is adopting a similar approach. Updates from the Government and flyers from SOS International are distributed to staff and posted at GAC offices as well as crew and customer transit vehicles. Hand sanitizers have been installed for use by staff and visitors.\r\n\r\nRobert Bal, GAC Nigeria’s Managing Director, says: “Regularly sharing health information is an integral part of our approach to employee welfare. When the first Ebola case was reported in Nigeria, we increased our information updates. This pro-active approach to health issues not only protects employees, it also helps contain the spread of Ebola. Timely reporting, education and support help us to take care of each other and our customers – and that’s an important element of what we call the GAC Spirit.”\r\n\r\nPort authorities in Nigeria have restricted the movement of personnel not directly involved with the crude export operations into all terminals. Those allowed entry into the terminals are first screened for Ebola symptoms. Sanitizers are placed at all entry/exit points at the terminals and shore offices, and quarantine circulars are in place at all terminals, where it is compulsory that well-kitted quarantine officers board all export vessels for checks prior to other shore personnel, all of whom are screened ashore before boarding. Arriving vessels are expected to submit their port call lists which are scrutinised by the terminal’s health authorities prior to accepting the vessel.\r\n\r\nAlthough the WHO has declared Nigeria officially Ebola-free, Bonny Port issued an alert message at the height of the epidemic, which is still included in GAC Nigeria’s pre-arrival messages to vessels, along with an alert message from the Nigeria Port Authority.','GAC issues call to action in fight against Ebola','','inherit','open','open','','120-revision-v1','','','2014-11-17 12:24:46','2014-11-17 12:24:46','',120,'http://myseatime.com/blog/?p=122',0,'revision','',0,0),(123,3,'2014-11-16 12:44:25','2014-11-16 12:44:25','The U.S. Navy has deployed on a command ship in the Persian Gulf its first laser weapon capable of destroying a target.\r\n\r\nThe amphibious transport ship USS Ponce has been patrolling with a prototype 30-kilowatt-class Laser Weapon System since late August, according to officials. The laser is mounted facing the bow, and can be fired in several modes -- from a dazzling warning flash to a destructive beam -- and can set a drone or small boat on fire.\r\n\r\nThe Ponce “provides a unique platform” to deploy the new capability “in an operationally relevant region,” Vice Admiral John Miller, the 5th Fleet commander, said in an e-mailed statement. The ship is the 5th Fleet’s primary command and control afloat staging base for operations.\r\n\r\n<a href=\"http://www.bloomberg.com/news/2014-11-14/u-s-navy-deploys-its-first-laser-weapon-in-the-persian-gulf.html\">http://goo.gl/72yPdS</a>\r\n\r\n<strong>image credit</strong>: dailytech.com','U.S. Navy Deploys Its First Laser Weapon in the Persian Gulf','','publish','open','open','','u-s-navy-deploys-its-first-laser-weapon-in-the-persian-gulf','','','2015-01-27 20:11:08','2015-01-27 20:11:08','',0,'http://myseatime.com/blog/?p=123',0,'post','',0,40),(125,1,'2014-11-17 12:44:25','2014-11-17 12:44:25','The U.S. Navy has deployed on a command ship in the Persian Gulf its first laser weapon capable of destroying a target.\r\n\r\nThe amphibious transport ship USS Ponce has been patrolling with a prototype 30-kilowatt-class Laser Weapon System since late August, according to officials. The laser is mounted facing the bow, and can be fired in several modes -- from a dazzling warning flash to a destructive beam -- and can set a drone or small boat on fire.\r\n\r\nThe Ponce “provides a unique platform” to deploy the new capability “in an operationally relevant region,” Vice Admiral John Miller, the 5th Fleet commander, said in an e-mailed statement. The ship is the 5th Fleet’s primary command and control afloat staging base for operations.\r\n\r\nhttp://goo.gl/72yPdS\r\n\r\n<strong>image credit</strong>: dailytech.com','U.S. Navy Deploys Its First Laser Weapon in the Persian Gulf','','inherit','open','open','','123-revision-v1','','','2014-11-17 12:44:25','2014-11-17 12:44:25','',123,'http://myseatime.com/blog/?p=125',0,'revision','',0,0),(126,1,'2014-11-17 12:48:32','2014-11-17 12:48:32','The U.S. Navy has deployed on a command ship in the Persian Gulf its first laser weapon capable of destroying a target.\n\nThe amphibious transport ship USS Ponce has been patrolling with a prototype 30-kilowatt-class Laser Weapon System since late August, according to officials. The laser is mounted facing the bow, and can be fired in several modes -- from a dazzling warning flash to a destructive beam -- and can set a drone or small boat on fire.\n\nThe Ponce “provides a unique platform” to deploy the new capability “in an operationally relevant region,” Vice Admiral John Miller, the 5th Fleet commander, said in an e-mailed statement. The ship is the 5th Fleet’s primary command and control afloat staging base for operations.\n\n<a href=\"http://www.bloomberg.com/news/2014-11-14/u-s-navy-deploys-its-first-laser-weapon-in-the-persian-gulf.html\">http://goo.gl/72yPdS</a>\n\n<strong>image credit</strong>: dailytech.com','U.S. Navy Deploys Its First Laser Weapon in the Persian Gulf','','inherit','open','open','','123-autosave-v1','','','2014-11-17 12:48:32','2014-11-17 12:48:32','',123,'http://myseatime.com/blog/?p=126',0,'revision','',0,0),(127,1,'2014-11-17 12:48:37','2014-11-17 12:48:37','The U.S. Navy has deployed on a command ship in the Persian Gulf its first laser weapon capable of destroying a target.\r\n\r\nThe amphibious transport ship USS Ponce has been patrolling with a prototype 30-kilowatt-class Laser Weapon System since late August, according to officials. The laser is mounted facing the bow, and can be fired in several modes -- from a dazzling warning flash to a destructive beam -- and can set a drone or small boat on fire.\r\n\r\nThe Ponce “provides a unique platform” to deploy the new capability “in an operationally relevant region,” Vice Admiral John Miller, the 5th Fleet commander, said in an e-mailed statement. The ship is the 5th Fleet’s primary command and control afloat staging base for operations.\r\n\r\n<a href=\"http://www.bloomberg.com/news/2014-11-14/u-s-navy-deploys-its-first-laser-weapon-in-the-persian-gulf.html\">http://goo.gl/72yPdS</a>\r\n\r\n<strong>image credit</strong>: dailytech.com','U.S. Navy Deploys Its First Laser Weapon in the Persian Gulf','','inherit','open','open','','123-revision-v1','','','2014-11-17 12:48:37','2014-11-17 12:48:37','',123,'http://myseatime.com/blog/?p=127',0,'revision','',0,0),(128,3,'2014-11-16 12:55:57','2014-11-16 12:55:57','Kings Nehemiah Okoye, a Nigerian marine engineer, has been a seafarer for 25 years. In 2010, while working for the Shell oil company, he was kidnapped by pirates off the coast of Nigeria. Less than two years later he was kidnapped again, this time by Somali pirates. This is his story.\r\n\r\nI was first attacked on 1 October 2010. Nigerian pirates killed all 16 of the military personnel who were escorting our vessel, then they boarded our boat, stole all our property and vandalised everything else.\r\n\r\nThey sailed the ship back to Nigeria and took us into the forest where they held us for four days. They beat us and made us lie down so they could stand on us and march over our bodies. They said they hadn\'t come to kill us, but to take our oil. After they had siphoned off all the diesel from our ship, they left. I was free.\r\n\r\nLess than two years later I was attacked again, this time by Somali pirates.\r\n\r\nI was on board a chemical tanker about 150 nautical miles off the coast of Pakistan. It was 28 February 2012.\r\n<p id=\"story_continues_2\">It all happened so suddenly - I was down in the engine room when about 12 of them climbed on board with a ladder. They were shooting everywhere and forced us at gunpoint to sail the ship to Somalia. It took six days.</p>\r\nAs soon as we got to Somalia, the pirates asked us to contact the owner of the ship to start ransom negotiations.\r\n\r\nWe were held hostage on the boat for more than a year. The pirates had a special negotiator called Mursal who would come in from Kenya every month or so. I helped negotiate on behalf of the company because the ship owner was Nigerian.\r\n\r\nAt the beginning, they asked for $25m but the ship owner said he didn\'t have that kind of money. In the end, I think they settled for about $1.5m\r\n\r\n<a href=\"http://www.bbc.com/news/magazine-30044674\" target=\"_blank\">http://goo.gl/prziv2</a>\r\n\r\n<strong>Image credit</strong>: bbc.com','The story of a marine engineer who was kidnapped by pirates - twice','','publish','open','open','','the-story-of-a-marine-engineer-who-was-kidnapped-by-pirates-twice','','','2014-11-17 13:07:47','2014-11-17 13:07:47','',0,'http://myseatime.com/blog/?p=128',0,'post','',0,44),(129,1,'2014-11-17 13:02:47','2014-11-17 13:02:47','','_78996148_kings-top','','inherit','open','open','','_78996148_kings-top','','','2014-11-17 13:02:47','2014-11-17 13:02:47','',128,'http://myseatime.com/blog/wp-content/uploads/2014/11/78996148_kings-top.jpg',0,'attachment','image/jpeg',0,0),(130,1,'2014-11-17 13:06:52','2014-11-17 13:06:52','Kings Nehemiah Okoye, a Nigerian marine engineer, has been a seafarer for 25 years. In 2010, while working for the Shell oil company, he was kidnapped by pirates off the coast of Nigeria. Less than two years later he was kidnapped again, this time by Somali pirates. This is his story.\r\n\r\nI was first attacked on 1 October 2010. Nigerian pirates killed all 16 of the military personnel who were escorting our vessel, then they boarded our boat, stole all our property and vandalised everything else.\r\n\r\nThey sailed the ship back to Nigeria and took us into the forest where they held us for four days. They beat us and made us lie down so they could stand on us and march over our bodies. They said they hadn\'t come to kill us, but to take our oil. After they had siphoned off all the diesel from our ship, they left. I was free.\r\n\r\nLess than two years later I was attacked again, this time by Somali pirates.\r\n\r\nI was on board a chemical tanker about 150 nautical miles off the coast of Pakistan. It was 28 February 2012.\r\n<p id=\"story_continues_2\">It all happened so suddenly - I was down in the engine room when about 12 of them climbed on board with a ladder. They were shooting everywhere and forced us at gunpoint to sail the ship to Somalia. It took six days.</p>\r\nAs soon as we got to Somalia, the pirates asked us to contact the owner of the ship to start ransom negotiations.\r\n\r\nWe were held hostage on the boat for more than a year. The pirates had a special negotiator called Mursal who would come in from Kenya every month or so. I helped negotiate on behalf of the company because the ship owner was Nigerian.\r\n\r\nAt the beginning, they asked for $25m but the ship owner said he didn\'t have that kind of money. In the end, I think they settled for about $1.5m\r\n\r\n<a href=\"http://www.bbc.com/news/magazine-30044674\" target=\"_blank\">http://goo.gl/prziv2</a>\r\n\r\n<strong>Image credit</strong>: bbc.com','The story of a marine engineer who was kidnapped by pirates - twice','','inherit','open','open','','128-revision-v1','','','2014-11-17 13:06:52','2014-11-17 13:06:52','',128,'http://myseatime.com/blog/?p=130',0,'revision','',0,0),(131,1,'2014-11-17 13:07:25','2014-11-17 13:07:25','<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nClarkson PLC (“Clarksons” or the “Company” and together with its subsidiaries, the “Group”) announces that it is in discussions with the board of RS Platou ASA (“Platou” and together with its subsidiaries, the “Platou Group”) regarding the possible acquisition of all of the issued share capital of Platou.\n\nGiven the complementary activities, in terms of geographic locations, operations and industry specialisation, the boards of both Clarksons and Platou believe the enhanced offering of the combined business positions the enlarged group as a leading integrated global shipping and offshore group. Whilst discussions regarding the combination of these two businesses continue, there can be no certainty that any transaction will occur.\n\nUnder Listing Rule 5, Clarksons is required to provide certain information regarding Platou to ensure that there is sufficient information available to the public with regard to the proposed transaction in order to avoid a suspension of the Company’s shares. As Platou is not subject to a public disclosure regime, the information required under LR 5.6.15G is set out below.\n\n<strong>Information on the Platou Group</strong>\n\n<strong>Introduction</strong>\n\nThe Platou Group is a leading international broker and investment bank focused on the offshore and shipping markets, providing high value brokerage, financial and advisory services to shipping and offshore companies globally. Established in Oslo, Norway in 1936, Platou now operates from 18 offices located in key global shipping and financial centres with approximately 370 employees.\n\n<strong>Business overview</strong>\n\nThe Platou Group’s business comprises four divisions: Offshore, Shipbroking, Investment Banking and Project Finance. These core services are complemented by a variety of research capabilities including market reports and company specific research prepared by the respective economic research groups within the Offshore, Shipbroking and Investment Banking divisions.\n\n<strong>Offshore</strong>\n\nThe Offshore division advises clients in the offshore oil and gas industry on the chartering, sale and purchase and newbuild construction of all major types of offshore vessels including offshore support vessels, drilling units, sub-sea/construction vessels and field development vessels. The Offshore division also provides advisory and valuation services, market intelligence and analysis, working closely with vessel owners, oil and gas companies, shipyards, designers and maritime architects, class authorities, investors and financial institutions.\n\nFor the year ended 31 December 2013, the Offshore division generated total revenues of approximately NOK 355.6 million (representing approximately 27.6% of the Platou Group’s total\n<div class=\"page\" title=\"Page 2\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\nrevenue for the year) and operating profit after bonuses of NOK 79.6 million (representing approximately 25.0% of the Platou Group’s total operating profit for the year).\n\n<strong>Shipbroking</strong>\n\nThe Shipbroking division serves clients in the shipping industry by providing broking services in connection with the chartering, sale and purchase and newbuild construction of dry cargo, container, tanker and more specialised vessels, as well as providing research regarding the shipping industry through its Economic Research department.\n\nOn 5 November 2014, the members of RS Platou LLP and RS Platou Energy LLP (the “LLPs”), in both of which Platou holds a 51 per cent. interest, resolved, among other things, to wind-up the LLPs from 31 December 2014. The LLPs have agreed to transfer substantially all of their assets to a new entity, established by their respective existing members (other than Platou) (the “RS Platou LLP Transaction”). In connection with the RS Platou LLP Transaction, Platou has acquired the shares in Platou held by certain of the existing members of the LLPs. Completion of the RS Platou LLP Transaction is expected to occur on 31 December 2014, subject to certain conditions. If completion of the RS Platou LLP Transaction does not occur on 31 December 2014, the LLPs will nonetheless be wound up in accordance with the resolutions above. Consequently, in accordance with LR 5.6.15G, additional information on the assets being transferred pursuant to the RS Platou LLP Transaction has also been included below. The LLPs are based in London and form part of the Platou Group’s Shipbroking division with a focus on specific sub-sectors of the shipping market.\n\nFor the year ended 31 December 2013, the Shipbroking division generated total revenues of approximately NOK 295.3 million (representing approximately 22.9% of the Platou Group’s total revenue for the year) and operating profit after bonuses of NOK 21.5 million (representing approximately 6.7% of the Platou Group’s total operating profit for the year). For the year ended 31 December 2013, the Shipbroking division included the trading results of the businesses to be disposed of pursuant to the RS Platou LLP Transaction. These businesses contributed total revenues of approximately NOK 74.7 million (representing approximately 5.8% of the Platou Group’s total revenue for the year) and operating profit after bonuses of NOK 20.8 million (representing approximately 6.5% of the Platou Group’s total operating profit for the year), which in relation to the revenue figure includes contracts which are remaining within RS Platou LLP in the amount of US$2.0 million.\n\n<strong>Investment Banking</strong>\n\nThe Investment Banking division offers a range of financial advisory services to its global clients under licences in both Norway and the USA. Specialising in the energy, shipping and oil service sectors, the Investment Banking division offers services including equity and fixed income sales and trading, equity and credit research and corporate finance services focusing on the Platou Group’s core maritime sectors. The Investment Banking division advises clients on a range of equity and debt capital market and M&amp;A transactions, and for the year ended 31 December 2013, the Investment Banking division participated in 31 equity and debt capital market transactions and five M&amp;A transactions with a combined value of US$7.4 billion.\n\nFor the year ended 31 December 2013, the Investment Banking division generated total revenues of approximately NOK 564.3 million (representing approximately 43.9% of the Platou Group’s total revenue for the year) and operating profit after bonuses of NOK 200.6 million (representing approximately 62.9% of the Platou Group’s total operating profit for the year).\n\n</div>\n</div>\n</div>\n</div>\n</div>\n</div>','Clarkson PLC announces possible acquisition of RS Platou ASA','','inherit','open','open','','119-revision-v1','','','2014-11-17 13:07:25','2014-11-17 13:07:25','',119,'http://myseatime.com/blog/?p=131',0,'revision','',0,0),(134,1,'2014-11-17 13:17:51','2014-11-17 13:17:51','','hp_news_img.aspx','','inherit','open','open','','hp_news_img-aspx','','','2014-11-17 13:17:51','2014-11-17 13:17:51','',0,'http://myseatime.com/blog/wp-content/uploads/2014/11/hp_news_img.aspx_.jpg',0,'attachment','image/jpeg',0,0),(137,3,'2014-11-17 13:36:33','2014-11-17 13:36:33','Miclyn Express Offshore (MEO) a leading provider of Offshore Support Vessels and project transportation solutions to the offshore oil and gas industry today announced the acquisition of a significant addition to its fleet - DP2 Subsea Operations Vessel Windermere.\r\n\r\nWindermere is designed for wellhead servicing, inspection and construction diving, and remotely operated vehicle (ROV) support.\r\n\r\n“This acquisition is a game-changing milestone in the evolution of our global business,” said Mr. Diederik de Boer, CEO of the Miclyn Group. “Our ongoing fleet expansion programme remains a strategic priority for us as we enhance our service offering to clients across expanding geographies. Windermere enables MEO to offer a wider range of value-added services, thus reinforcing our commitment to the needs of our clients across expanding geographies and demonstrating our consistent industry leadership position.”\r\n\r\nWindermere boasts its own moonpool, a 15-man saturation diving system plus an air diving system. She also has an active heave-compensated 50 MT SWL knuckle-boom subsea crane to provide true operating capability down to 1,500 metres in water depth. The vessel accommodates up to 120 personnel with onboard facilities including a 700 square metre deck, plus an elevated helipad at the bow.\r\n\r\nEffective immediately Windermere will be chartered for a period of 5 years to a reputed subsea services provider in South East Asia.\r\n\r\nMEO recently announced that in spite of recent oil price volatility it had lifted its forward orderbook to approximately US$800mn, an all-time high for the company. This growth is expected to increase as the company continues to execute its business strategy and seeks opportunities to invest in new assets backed by long term contracts with core customers.\r\n\r\nSource &amp; image credit: MEO','MEO completes strategic vessel acquisition of Windermere','','publish','open','open','','meo-completes-strategic-vessel-acquisition-of-windermere','','','2015-01-28 06:26:07','2015-01-28 06:26:07','',0,'http://myseatime.com/blog/?p=137',0,'post','',0,39),(139,1,'2014-11-17 13:36:33','2014-11-17 13:36:33','Miclyn Express Offshore (MEO) a leading provider of Offshore Support Vessels and project transportation solutions to the offshore oil and gas industry today announced the acquisition of a significant addition to its fleet - DP2 Subsea Operations Vessel Windermere.\r\n\r\nWindermere is designed for wellhead servicing, inspection and construction diving, and remotely operated vehicle (ROV) support.\r\n\r\n“This acquisition is a game-changing milestone in the evolution of our global business,” said Mr. Diederik de Boer, CEO of the Miclyn Group. “Our ongoing fleet expansion programme remains a strategic priority for us as we enhance our service offering to clients across expanding geographies. Windermere enables MEO to offer a wider range of value-added services, thus reinforcing our commitment to the needs of our clients across expanding geographies and demonstrating our consistent industry leadership position.”\r\n\r\nWindermere boasts its own moonpool, a 15-man saturation diving system plus an air diving system. She also has an active heave-compensated 50 MT SWL knuckle-boom subsea crane to provide true operating capability down to 1,500 metres in water depth. The vessel accommodates up to 120 personnel with onboard facilities including a 700 square metre deck, plus an elevated helipad at the bow.\r\n\r\nEffective immediately Windermere will be chartered for a period of 5 years to a reputed subsea services provider in South East Asia.\r\n\r\nMEO recently announced that in spite of recent oil price volatility it had lifted its forward orderbook to approximately US$800mn, an all-time high for the company. This growth is expected to increase as the company continues to execute its business strategy and seeks opportunities to invest in new assets backed by long term contracts with core customers.\r\n\r\nSource &amp; image credit: MEO','MEO completes strategic vessel acquisition of Windermere','','inherit','open','open','','137-revision-v1','','','2014-11-17 13:36:33','2014-11-17 13:36:33','',137,'http://myseatime.com/blog/?p=139',0,'revision','',0,0),(140,3,'2014-11-17 14:51:02','2014-11-17 14:51:02','BW LPG Limited (“BW LPG”, the “Company”, OSE ticker code: “BWLPG”)  has today taken delivery of BW Aries, the first of eight newly-built Very Large Gas Carriers (VLGCs) from Hyundai Heavy Industries (HHI).\r\n\r\nIn a speech given at the shipnaming ceremony in Ulsan, Korea, Nicholas Gleeson, BW LPG’s CEO, spoke to the high quality of the vessel construction and oversight, and highlighted the importance of safety in the design and build processes. “The completion of this vessel is a testament to a great many hours of exceptional teamwork”, he said.\r\n\r\nBW Aries’ and her sister-ships’ designs incorporate modern solutions for improved safety, environmental performance, and fuel savings. Andrew Hoare, BW LPG’s Chief Commercial Officer stated, “The BW Aries is the first of the eight new buildings ordered with HHI and she joins our fleet to enhance our delivery to our customers. BW LPG is a committed industry player in the LPG sector and decisions about the addition of new vessels to the fleet are made based on a long term outlook.”\r\n\r\nBW Aries will join 19 other VLGCs in BW LPG’s fleet currently on water. The company now owns and operates a fleet of 36 vessels, comprising 20 owned VLGCs, 11 chartered-in VLGCs, five owned LGCs. BW LPG is the world’s largest Very Large Gas Carrier (VLGC) owner and operator, by number of VLGCs and by LPG carrying capacity.\r\n\r\nSource &amp; image credit: BW lpg','BW LPG takes delivery of BW Aries','','publish','open','open','','bw-lpg-takes-delivery-of-bw-aries','','','2015-01-28 06:28:35','2015-01-28 06:28:35','',0,'http://myseatime.com/blog/?p=140',0,'post','',0,43),(142,1,'2014-11-17 14:51:02','2014-11-17 14:51:02','BW LPG Limited (“BW LPG”, the “Company”, OSE ticker code: “BWLPG”)  has today taken delivery of BW Aries, the first of eight newly-built Very Large Gas Carriers (VLGCs) from Hyundai Heavy Industries (HHI).\r\n\r\nIn a speech given at the shipnaming ceremony in Ulsan, Korea, Nicholas Gleeson, BW LPG’s CEO, spoke to the high quality of the vessel construction and oversight, and highlighted the importance of safety in the design and build processes. “The completion of this vessel is a testament to a great many hours of exceptional teamwork”, he said.\r\n\r\nBW Aries’ and her sister-ships’ designs incorporate modern solutions for improved safety, environmental performance, and fuel savings. Andrew Hoare, BW LPG’s Chief Commercial Officer stated, “The BW Aries is the first of the eight new buildings ordered with HHI and she joins our fleet to enhance our delivery to our customers. BW LPG is a committed industry player in the LPG sector and decisions about the addition of new vessels to the fleet are made based on a long term outlook.”\r\n\r\nBW Aries will join 19 other VLGCs in BW LPG’s fleet currently on water. The company now owns and operates a fleet of 36 vessels, comprising 20 owned VLGCs, 11 chartered-in VLGCs, five owned LGCs. BW LPG is the world’s largest Very Large Gas Carrier (VLGC) owner and operator, by number of VLGCs and by LPG carrying capacity.\r\n\r\nSource &amp; image credit: BW lpg','BW LPG takes delivery of BW Aries','','inherit','open','open','','140-revision-v1','','','2014-11-17 14:51:02','2014-11-17 14:51:02','',140,'http://myseatime.com/blog/?p=142',0,'revision','',0,0),(144,3,'2014-11-17 18:05:10','2014-11-17 18:05:10','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n20 August 2014 marked the first anniversary of the entry into force of the Maritime Labour Convention (MLC, 2006). During these first 12 months 113 ships were detained by one of the Paris MoU Authorities for MLC-related deficiencies. This represents 17.4% of the total number of detentions (649) in the Paris MoU during this period.\r\n\r\nDuring the first year 7.4% (3,447) of the total number of 46,798 deficiencies recorded was linked to the MLC, while 160 (4.6%) were marked as a ground for detention resulting in 113 detained ships. Detainable deficiencies were most frequently recorded in the areas “payment of wages” (39,5%), and “manning levels for the ship” (28.6%). Other areas with high deficiency levels are “health and safety and accident prevention” (43.1%), “food and catering” (15.4%) and “accommodation” (10%).\r\n\r\nOnly the member States of the Paris MoU which have ratified the MLC on or before 20 August 2012 were entitled to conduct PSC inspections on MLC requirements from 20 August 2013. As a result the following twelve member States started enforcing the MLC, 2006 from 20 August 2013: Bulgaria, Canada, Croatia, Cyprus, Denmark, Latvia, the Netherlands, Norway, Poland, the Russian Federation, Spain and Sweden.\r\n\r\nDuring the first year of implementation, the following member States began to enforce MLC, 2006: Belgium, Finland, France, Germany, Greece, Italy, Lithuania, Malta and the United Kingdom, bringing the total to 21.\r\n\r\n<strong>Press Release</strong>\r\n\r\n</div>\r\n</div>\r\n</div>','113 ships detained for MLC related deficiencies','','publish','open','open','','113-ships-detained-for-mlc-related-deficiencies','','','2014-11-17 18:10:50','2014-11-17 18:10:50','',0,'http://myseatime.com/blog/?p=144',0,'post','',0,31),(145,1,'2014-11-17 18:05:27','2014-11-17 18:05:27','','113-Ships-Detained-for-MLC-Related-Deficiencies','','inherit','open','open','','113-ships-detained-for-mlc-related-deficiencies','','','2014-11-17 18:05:27','2014-11-17 18:05:27','',144,'http://myseatime.com/blog/wp-content/uploads/2014/11/113-Ships-Detained-for-MLC-Related-Deficiencies.jpg',0,'attachment','image/jpeg',0,0),(146,1,'2014-11-17 18:06:04','2014-11-17 18:06:04','<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\n20 August 2014 marked the first anniversary of the entry into force of the Maritime Labour Convention (MLC, 2006). During these first 12 months 113 ships were detained by one of the Paris MoU Authorities for MLC-related deficiencies. This represents 17.4% of the total number of detentions (649) in the Paris MoU during this period.\n\nDuring the first year 7.4% (3,447) of the total number of 46,798 deficiencies recorded was linked to the MLC, while 160 (4.6%) were marked as a ground for detention resulting in 113 detained ships. Detainable deficiencies were most frequently recorded in the areas “payment of wages” (39,5%), and “manning levels for the ship” (28.6%). Other areas with high deficiency levels are “health and safety and accident prevention” (43.1%), “food and catering” (15.4%) and “accommodation” (10%).\n\nOnly the member States of the Paris MoU which have ratified the MLC on or before 20 August 2012 were entitled to conduct PSC inspections on MLC requirements from 20 August 2013. As a result the following twelve member States started enforcing the MLC, 2006 from 20 August 2013: Bulgaria, Canada, Croatia, Cyprus, Denmark, Latvia, the Netherlands, Norway, Poland, the Russian Federation, Spain and Sweden.\n\nDuring the first year of implementation, the following member States began to enforce MLC, 2006: Belgium, Finland, France, Germany, Greece, Italy, Lithuania, Malta and the United Kingdom, bringing the total to 21.\n\n</div>\n</div>\n</div>','113 ships detained for MLC related deficiencies','','inherit','open','open','','144-revision-v1','','','2014-11-17 18:06:04','2014-11-17 18:06:04','',144,'http://myseatime.com/blog/?p=146',0,'revision','',0,0),(147,1,'2014-11-17 18:10:47','2014-11-17 18:10:47','<div class=\"page\" title=\"Page 1\">\n<div class=\"layoutArea\">\n<div class=\"column\">\n\n20 August 2014 marked the first anniversary of the entry into force of the Maritime Labour Convention (MLC, 2006). During these first 12 months 113 ships were detained by one of the Paris MoU Authorities for MLC-related deficiencies. This represents 17.4% of the total number of detentions (649) in the Paris MoU during this period.\n\nDuring the first year 7.4% (3,447) of the total number of 46,798 deficiencies recorded was linked to the MLC, while 160 (4.6%) were marked as a ground for detention resulting in 113 detained ships. Detainable deficiencies were most frequently recorded in the areas “payment of wages” (39,5%), and “manning levels for the ship” (28.6%). Other areas with high deficiency levels are “health and safety and accident prevention” (43.1%), “food and catering” (15.4%) and “accommodation” (10%).\n\nOnly the member States of the Paris MoU which have ratified the MLC on or before 20 August 2012 were entitled to conduct PSC inspections on MLC requirements from 20 August 2013. As a result the following twelve member States started enforcing the MLC, 2006 from 20 August 2013: Bulgaria, Canada, Croatia, Cyprus, Denmark, Latvia, the Netherlands, Norway, Poland, the Russian Federation, Spain and Sweden.\n\nDuring the first year of implementation, the following member States began to enforce MLC, 2006: Belgium, Finland, France, Germany, Greece, Italy, Lithuania, Malta and the United Kingdom, bringing the total to 21.\n\n<strong>Press Release</strong>\n\n</div>\n</div>\n</div>','113 ships detained for MLC related deficiencies','','inherit','open','open','','144-autosave-v1','','','2014-11-17 18:10:47','2014-11-17 18:10:47','',144,'http://myseatime.com/blog/?p=147',0,'revision','',0,0),(148,1,'2014-11-17 18:10:50','2014-11-17 18:10:50','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\n20 August 2014 marked the first anniversary of the entry into force of the Maritime Labour Convention (MLC, 2006). During these first 12 months 113 ships were detained by one of the Paris MoU Authorities for MLC-related deficiencies. This represents 17.4% of the total number of detentions (649) in the Paris MoU during this period.\r\n\r\nDuring the first year 7.4% (3,447) of the total number of 46,798 deficiencies recorded was linked to the MLC, while 160 (4.6%) were marked as a ground for detention resulting in 113 detained ships. Detainable deficiencies were most frequently recorded in the areas “payment of wages” (39,5%), and “manning levels for the ship” (28.6%). Other areas with high deficiency levels are “health and safety and accident prevention” (43.1%), “food and catering” (15.4%) and “accommodation” (10%).\r\n\r\nOnly the member States of the Paris MoU which have ratified the MLC on or before 20 August 2012 were entitled to conduct PSC inspections on MLC requirements from 20 August 2013. As a result the following twelve member States started enforcing the MLC, 2006 from 20 August 2013: Bulgaria, Canada, Croatia, Cyprus, Denmark, Latvia, the Netherlands, Norway, Poland, the Russian Federation, Spain and Sweden.\r\n\r\nDuring the first year of implementation, the following member States began to enforce MLC, 2006: Belgium, Finland, France, Germany, Greece, Italy, Lithuania, Malta and the United Kingdom, bringing the total to 21.\r\n\r\n<strong>Press Release</strong>\r\n\r\n</div>\r\n</div>\r\n</div>','113 ships detained for MLC related deficiencies','','inherit','open','open','','144-revision-v1','','','2014-11-17 18:10:50','2014-11-17 18:10:50','',144,'http://myseatime.com/blog/?p=148',0,'revision','',0,0),(149,3,'2014-11-17 18:23:09','2014-11-17 18:23:09','The chief engineer of the cargo vessel M/V Selene Leader pleaded guilty in federal court in Baltimore, Maryland, to obstruction of justice and violating the Act to Prevent Pollution from Ships (APPS), announced Acting Assistant Attorney General Sam Hirsch and U.S. Attorney Rod J. Rosenstein of the District of Maryland.\r\n\r\nNoly Torato Vidad was the chief engineer of the vessel, which was operated by Hachiuma Steamship Co LTD, a Japanese company, between August 2013 and the end of January 2014. The M/V Selene Leader According to the plea agreement, in January 2014, engine room crew members of the M/V Selene Leader under the supervision of the defendant transferred oily wastes between oil tanks on board the ship using rubber hoses and then illegally bypassed pollution control equipment and discharged the oily wastes overboard into the ocean. Before such waste can be discharged into the sea, the law requires that it must first pass through an oil water separator, and the operation must be recorded in the vessel’s oil record book for inspection by the United States Coast Guard.\r\n\r\nWhen the Coast Guard boarded the vessel in Baltimore on Jan. 31, 2014, Mr. Vidad tried to obstruct the Coast Guard’s investigation and hide the illegal discharges of oil by falsifying the oil record book, destroying documents, lying to Coast Guard investigators and instructing subordinate crew members to lie to the Coast Guard.\r\n\r\nSentencing in this case is scheduled for Feb. 20, 2015.\r\n\r\nThis case was investigated by the U.S. Coast Guard Investigative Service and is being prosecuted by Assistant United States Attorney P. Michael Cunningham of the District of Maryland and Senior Trial Attorney David P. Kehoe of the Justice Department’s Environmental Crimes Section.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image credit</strong>: shipspotting','Chief Engineer of Car-Carrier Vessel Pleads Guilty to Obstruction of Justice in Marine Oil Pollution Case','','publish','open','open','','chief-engineer-of-car-carrier-vessel-pleads-guilty-to-obstruction-of-justice-in-marine-oil-pollution-case','','','2014-11-18 11:35:17','2014-11-18 11:35:17','',0,'http://myseatime.com/blog/?p=149',0,'post','',0,46),(150,1,'2014-11-17 18:22:47','2014-11-17 18:22:47','','1142233','','inherit','open','open','','1142233','','','2014-11-17 18:22:47','2014-11-17 18:22:47','',149,'http://myseatime.com/blog/wp-content/uploads/2014/11/1142233.jpg',0,'attachment','image/jpeg',0,0),(151,1,'2014-11-17 18:23:09','2014-11-17 18:23:09','The chief engineer of the cargo vessel M/V Selene Leader pleaded guilty in federal court in Baltimore, Maryland, to obstruction of justice and violating the Act to Prevent Pollution from Ships (APPS), announced Acting Assistant Attorney General Sam Hirsch and U.S. Attorney Rod J. Rosenstein of the District of Maryland.\r\n\r\nNoly Torato Vidad was the chief engineer of the vessel, which was operated by Hachiuma Steamship Co LTD, a Japanese company, between August 2013 and the end of January 2014. The M/V Selene Leader According to the plea agreement, in January 2014, engine room crew members of the M/V Selene Leader under the supervision of the defendant transferred oily wastes between oil tanks on board the ship using rubber hoses and then illegally bypassed pollution control equipment and discharged the oily wastes overboard into the ocean. Before such waste can be discharged into the sea, the law requires that it must first pass through an oil water separator, and the operation must be recorded in the vessel’s oil record book for inspection by the United States Coast Guard.\r\n\r\nWhen the Coast Guard boarded the vessel in Baltimore on Jan. 31, 2014, Mr. Vidad tried to obstruct the Coast Guard’s investigation and hide the illegal discharges of oil by falsifying the oil record book, destroying documents, lying to Coast Guard investigators and instructing subordinate crew members to lie to the Coast Guard.\r\n\r\nSentencing in this case is scheduled for Feb. 20, 2015.\r\n\r\nThis case was investigated by the U.S. Coast Guard Investigative Service and is being prosecuted by Assistant United States Attorney P. Michael Cunningham of the District of Maryland and Senior Trial Attorney David P. Kehoe of the Justice Department’s Environmental Crimes Section.\r\n\r\n<strong>Press Release</strong>','Chief Engineer of Car-Carrier Vessel Pleads Guilty to Obstruction of Justice in Marine Oil Pollution Case','','inherit','open','open','','149-revision-v1','','','2014-11-17 18:23:09','2014-11-17 18:23:09','',149,'http://myseatime.com/blog/?p=151',0,'revision','',0,0),(152,1,'2014-11-17 18:47:37','2014-11-17 18:47:37','The chief engineer of the cargo vessel M/V Selene Leader pleaded guilty in federal court in Baltimore, Maryland, to obstruction of justice and violating the Act to Prevent Pollution from Ships (APPS), announced Acting Assistant Attorney General Sam Hirsch and U.S. Attorney Rod J. Rosenstein of the District of Maryland.\n\nNoly Torato Vidad was the chief engineer of the vessel, which was operated by Hachiuma Steamship Co LTD, a Japanese company, between August 2013 and the end of January 2014. The M/V Selene Leader According to the plea agreement, in January 2014, engine room crew members of the M/V Selene Leader under the supervision of the defendant transferred oily wastes between oil tanks on board the ship using rubber hoses and then illegally bypassed pollution control equipment and discharged the oily wastes overboard into the ocean. Before such waste can be discharged into the sea, the law requires that it must first pass through an oil water separator, and the operation must be recorded in the vessel’s oil record book for inspection by the United States Coast Guard.\n\nWhen the Coast Guard boarded the vessel in Baltimore on Jan. 31, 2014, Mr. Vidad tried to obstruct the Coast Guard’s investigation and hide the illegal discharges of oil by falsifying the oil record book, destroying documents, lying to Coast Guard investigators and instructing subordinate crew members to lie to the Coast Guard.\n\nSentencing in this case is scheduled for Feb. 20, 2015.\n\nThis case was investigated by the U.S. Coast Guard Investigative Service and is being prosecuted by Assistant United States Attorney P. Michael Cunningham of the District of Maryland and Senior Trial Attorney David P. Kehoe of the Justice Department’s Environmental Crimes Section.\n\n<strong>Press Release</strong>\n\n<strong>Image credit</strong>: shipspotting','Chief Engineer of Car-Carrier Vessel Pleads Guilty to Obstruction of Justice in Marine Oil Pollution Case','','inherit','open','open','','149-autosave-v1','','','2014-11-17 18:47:37','2014-11-17 18:47:37','',149,'http://myseatime.com/blog/?p=152',0,'revision','',0,0),(153,1,'2014-11-17 18:47:39','2014-11-17 18:47:39','The chief engineer of the cargo vessel M/V Selene Leader pleaded guilty in federal court in Baltimore, Maryland, to obstruction of justice and violating the Act to Prevent Pollution from Ships (APPS), announced Acting Assistant Attorney General Sam Hirsch and U.S. Attorney Rod J. Rosenstein of the District of Maryland.\r\n\r\nNoly Torato Vidad was the chief engineer of the vessel, which was operated by Hachiuma Steamship Co LTD, a Japanese company, between August 2013 and the end of January 2014. The M/V Selene Leader According to the plea agreement, in January 2014, engine room crew members of the M/V Selene Leader under the supervision of the defendant transferred oily wastes between oil tanks on board the ship using rubber hoses and then illegally bypassed pollution control equipment and discharged the oily wastes overboard into the ocean. Before such waste can be discharged into the sea, the law requires that it must first pass through an oil water separator, and the operation must be recorded in the vessel’s oil record book for inspection by the United States Coast Guard.\r\n\r\nWhen the Coast Guard boarded the vessel in Baltimore on Jan. 31, 2014, Mr. Vidad tried to obstruct the Coast Guard’s investigation and hide the illegal discharges of oil by falsifying the oil record book, destroying documents, lying to Coast Guard investigators and instructing subordinate crew members to lie to the Coast Guard.\r\n\r\nSentencing in this case is scheduled for Feb. 20, 2015.\r\n\r\nThis case was investigated by the U.S. Coast Guard Investigative Service and is being prosecuted by Assistant United States Attorney P. Michael Cunningham of the District of Maryland and Senior Trial Attorney David P. Kehoe of the Justice Department’s Environmental Crimes Section.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image credit</strong>: shipspotting','Chief Engineer of Car-Carrier Vessel Pleads Guilty to Obstruction of Justice in Marine Oil Pollution Case','','inherit','open','open','','149-revision-v1','','','2014-11-17 18:47:39','2014-11-17 18:47:39','',149,'http://myseatime.com/blog/?p=153',0,'revision','',0,0),(154,3,'2014-11-18 09:52:01','2014-11-18 09:52:01','Ulsan, South Korea – November 18 – Hyundai Heavy Industries Co., Ltd. (HHI) announced today it held a naming ceremony for the world’s largest containership, the first of five 19,000 TEU containerships ordered from China Shipping Container Lines (CSCL) in May 2013.\r\n\r\nThe naming ceremony was attended by Xu Li Rong, chairman of China Shipping Group; Zhao Hong Zhou, managing director of CSCL; Qiu Guo Hong, Chinese ambassador to Korea; Choi Kil-seon, chairman and CEO of HHI and 150 other guests.\r\n\r\nAt this event, the containership was named CSCL Globe by He Li Jun, wife of Xu Li Rong. The world’s largest containership, measuring 400.0 m in length, 58.6 m in width and 30.5 m in depth, is as large as four soccer fields, and will be deployed on the Asia-Europe trade loop after being handed over to the owner within this month.\r\n\r\nThe CSCL Globe will feature a 77,200 bhp electronically controlled main engine to enhance fuel efficiency by automatically controlling fuel consumption according to the ship’s speed and sea conditions. With the installation of the high efficiency engine, the containership will burn 20 percent less fuel per TEU in comparison with the 10,000 TEU containerships.\r\n\r\nHHI built the world’s first 10,000 TEU containerships in 2010 and since then it has built 82, the most number of containerships carrying more than 10,000 containers in the world.\r\n\r\n<strong>Press release</strong>','Hyundai Heavy Industries Completes the World’s Largest Containership','','publish','open','open','','hyundai-heavy-industries-completes-the-worlds-largest-containership','','','2015-01-28 06:29:56','2015-01-28 06:29:56','',0,'http://myseatime.com/blog/?p=154',0,'post','',0,39),(156,1,'2014-11-18 09:52:01','2014-11-18 09:52:01','Ulsan, South Korea – November 18 – Hyundai Heavy Industries Co., Ltd. (HHI) announced today it held a naming ceremony for the world’s largest containership, the first of five 19,000 TEU containerships ordered from China Shipping Container Lines (CSCL) in May 2013.\r\n\r\nThe naming ceremony was attended by Xu Li Rong, chairman of China Shipping Group; Zhao Hong Zhou, managing director of CSCL; Qiu Guo Hong, Chinese ambassador to Korea; Choi Kil-seon, chairman and CEO of HHI and 150 other guests.\r\n\r\nAt this event, the containership was named CSCL Globe by He Li Jun, wife of Xu Li Rong. The world’s largest containership, measuring 400.0 m in length, 58.6 m in width and 30.5 m in depth, is as large as four soccer fields, and will be deployed on the Asia-Europe trade loop after being handed over to the owner within this month.\r\n\r\nThe CSCL Globe will feature a 77,200 bhp electronically controlled main engine to enhance fuel efficiency by automatically controlling fuel consumption according to the ship’s speed and sea conditions. With the installation of the high efficiency engine, the containership will burn 20 percent less fuel per TEU in comparison with the 10,000 TEU containerships.\r\n\r\nHHI built the world’s first 10,000 TEU containerships in 2010 and since then it has built 82, the most number of containerships carrying more than 10,000 containers in the world.\r\n\r\n<strong>Press release</strong>','Hyundai Heavy Industries Completes the World’s Largest Containership','','inherit','open','open','','154-revision-v1','','','2014-11-18 09:52:01','2014-11-18 09:52:01','',154,'http://myseatime.com/blog/?p=156',0,'revision','',0,0),(157,3,'2014-11-18 10:59:31','2014-11-18 10:59:31','Scorpio Bulkers Inc. announced  that it has entered into a Securities Purchase Agreement with certain institutional investors for the private placement of its shares of common stock, par value $0.01 per share (the \"Common Shares\"). An aggregate of 40,000,000 Common Shares will be sold at a price of $3.75 per share, resulting in gross proceeds to the Company of $150 million. The Company intends to use the net proceeds of this offering to fund installment payments due under its newbuilding program, and the remaining amount, if any, for general corporate purposes and working capital. The Company expects to issue the Common Shares on or about November 20, 2014. RS Platou Markets, Inc. and RS Platou Markets AS acted as Placement Agents for the private placement.\r\n\r\nThe Common Shares are being sold pursuant to an exemption from registration under the Securities Act of 1933, as amended (the \"Securities Act\"). In connection with this transaction, the Company has also entered into a Registration Rights Agreement with the purchasers in this offering, pursuant to which it has agreed to file a registration statement under the Securities Act covering the Common Shares on January 2, 2015, or such later date as agreed to by the parties.\r\n\r\nThis communication shall not constitute an offer to sell or the solicitation of an offer to buy, nor shall there be any sale of these securities in any jurisdiction in which such offer, solicitation or sale would be unlawful prior to registration or qualification under the securities laws of such jurisdiction. The Common Shares have not been registered under the Securities Act and may not be offered or sold in the United States without registration or an applicable exemption from the registration requirements.\r\n\r\n<strong>Press release</strong>','Scorpio Bulkers Inc. Announces $150 Million Equity Private Placement','','publish','open','open','','scorpio-bulkers-inc-announces-150-million-equity-private-placement','','','2014-11-18 11:34:54','2014-11-18 11:34:54','',0,'http://myseatime.com/blog/?p=157',0,'post','',0,30),(159,1,'2014-11-18 10:59:31','2014-11-18 10:59:31','Scorpio Bulkers Inc. announced  that it has entered into a Securities Purchase Agreement with certain institutional investors for the private placement of its shares of common stock, par value $0.01 per share (the \"Common Shares\"). An aggregate of 40,000,000 Common Shares will be sold at a price of $3.75 per share, resulting in gross proceeds to the Company of $150 million. The Company intends to use the net proceeds of this offering to fund installment payments due under its newbuilding program, and the remaining amount, if any, for general corporate purposes and working capital. The Company expects to issue the Common Shares on or about November 20, 2014. RS Platou Markets, Inc. and RS Platou Markets AS acted as Placement Agents for the private placement.\r\n\r\nThe Common Shares are being sold pursuant to an exemption from registration under the Securities Act of 1933, as amended (the \"Securities Act\"). In connection with this transaction, the Company has also entered into a Registration Rights Agreement with the purchasers in this offering, pursuant to which it has agreed to file a registration statement under the Securities Act covering the Common Shares on January 2, 2015, or such later date as agreed to by the parties.\r\n\r\nThis communication shall not constitute an offer to sell or the solicitation of an offer to buy, nor shall there be any sale of these securities in any jurisdiction in which such offer, solicitation or sale would be unlawful prior to registration or qualification under the securities laws of such jurisdiction. The Common Shares have not been registered under the Securities Act and may not be offered or sold in the United States without registration or an applicable exemption from the registration requirements.\r\n\r\n<strong>Press release</strong>','Scorpio Bulkers Inc. Announces $150 Million Equity Private Placement','','inherit','open','open','','157-revision-v1','','','2014-11-18 10:59:31','2014-11-18 10:59:31','',157,'http://myseatime.com/blog/?p=159',0,'revision','',0,0),(160,1,'2014-11-18 11:03:03','2014-11-18 11:03:03','','Onboard_a_bulk_carrie','','inherit','open','open','','onboard_a_bulk_carrier_2-2','','','2014-11-18 11:03:19','2014-11-18 11:03:19','',157,'http://myseatime.com/blog/wp-content/uploads/2014/11/Onboard_a_bulk_carrier_21.jpg',0,'attachment','image/jpeg',0,0),(161,3,'2014-11-18 11:30:18','2014-11-18 11:30:18','Drydocks World (DDW) based in Dubai, UAE, has contracted Wärtsilä to design and supply the propulsion and other equipment for a new harbour tug that will operate on liquefied natural gas (LNG). This will be the first harbour tug in the Middle East region to operate on gas. The order was signed in November.\r\n\r\nThe 29 metre long tug is the first of a series of nine such vessels to be built and operated by DDW. The project is part of a ‘green’ initiative launched by the Dubai government, and is intended to set an example for promoting environmental sustainability throughout the region.\r\n\r\n“We are happy to work with Wärtsilä to promote a green image for our harbour work. Wärtsilä is a solution provider with vast experience and expertise in gas fuel systems. The company has a strong local presence and is capable of providing the support needed,” says Mr Khamis Juma Buamim, Chairman DDW .\r\n\r\nWärtsilä is to provide a full scope of solutions for this Eco tug, emphasising both the company’s leading position in enabling the use of LNG as a marine fuel, and its unique capability to provide a full range of solutions from initial design to lifecycle support. In all, Wärtsilä will supply the ship design, two 9-cylinder Wärtsilä 20DF dual-fuel engines, Wärtsilä Steerable Thrusters (WST), type WST-18 Compact thrusters, the automation equipment, and the Wärtsilä LNGPac system.\r\n\r\nThe Wärtsilä LNGPac is a complete fuel gas handling system for LNG fuelled ships. It includes the bunkering station, the LNG tank and related process equipment, as well as the control and monitoring system.\r\n\r\nWith the Wärtsilä WST-18 thrusters, this tug will be equipped with one of the most advanced products in the marine industry. These units, which are part of the new Wärtsilä Steerable Thruster (WST) Compact series, provide optimal efficiency, high hydrodynamic performance and easier maintenance. By achieving outstanding efficiency at different power outputs, the WST Compact series reduces fuel consumption, thereby further lowering the vessel’s environmental footprint.\r\n\r\n“The shift towards the use of LNG fuel is building up speed across the world. We at Wärtsilä feel proud that we have been at the forefront of this movement, first through the development of dual-fuel engine technology, and then by developing a full range of integrated solutions serving the complete gas value chain. This will be the first harbour tug in the Middle East to operate on gas, which indicates the growing importance of environmental issues everywhere,” says Mr Ibrahim Behairy, Sales Director, Middle East, Wärtsilä Ship Power.\r\n\r\n<strong>Press release</strong>','Middle East’s first LNG fuelled harbour tug to feature full scope of Wärtsilä solutions','','publish','open','open','','middle-easts-first-lng-fuelled-harbour-tug-to-feature-full-scope-of-wartsila-solutions','','','2015-01-21 20:31:19','2015-01-21 20:31:19','',0,'http://myseatime.com/blog/?p=161',0,'post','',0,46),(163,1,'2014-11-18 11:30:18','2014-11-18 11:30:18','Drydocks World (DDW) based in Dubai, UAE, has contracted Wärtsilä to design and supply the propulsion and other equipment for a new harbour tug that will operate on liquefied natural gas (LNG). This will be the first harbour tug in the Middle East region to operate on gas. The order was signed in November.\r\n\r\nThe 29 metre long tug is the first of a series of nine such vessels to be built and operated by DDW. The project is part of a ‘green’ initiative launched by the Dubai government, and is intended to set an example for promoting environmental sustainability throughout the region.\r\n\r\n“We are happy to work with Wärtsilä to promote a green image for our harbour work. Wärtsilä is a solution provider with vast experience and expertise in gas fuel systems. The company has a strong local presence and is capable of providing the support needed,” says Mr Khamis Juma Buamim, Chairman DDW .\r\n\r\nWärtsilä is to provide a full scope of solutions for this Eco tug, emphasising both the company’s leading position in enabling the use of LNG as a marine fuel, and its unique capability to provide a full range of solutions from initial design to lifecycle support. In all, Wärtsilä will supply the ship design, two 9-cylinder Wärtsilä 20DF dual-fuel engines, Wärtsilä Steerable Thrusters (WST), type WST-18 Compact thrusters, the automation equipment, and the Wärtsilä LNGPac system.\r\n\r\nThe Wärtsilä LNGPac is a complete fuel gas handling system for LNG fuelled ships. It includes the bunkering station, the LNG tank and related process equipment, as well as the control and monitoring system.\r\n\r\nWith the Wärtsilä WST-18 thrusters, this tug will be equipped with one of the most advanced products in the marine industry. These units, which are part of the new Wärtsilä Steerable Thruster (WST) Compact series, provide optimal efficiency, high hydrodynamic performance and easier maintenance. By achieving outstanding efficiency at different power outputs, the WST Compact series reduces fuel consumption, thereby further lowering the vessel’s environmental footprint.\r\n\r\n“The shift towards the use of LNG fuel is building up speed across the world. We at Wärtsilä feel proud that we have been at the forefront of this movement, first through the development of dual-fuel engine technology, and then by developing a full range of integrated solutions serving the complete gas value chain. This will be the first harbour tug in the Middle East to operate on gas, which indicates the growing importance of environmental issues everywhere,” says Mr Ibrahim Behairy, Sales Director, Middle East, Wärtsilä Ship Power.\r\n\r\n<strong>Press release</strong>','Middle East’s first LNG fuelled harbour tug to feature full scope of Wärtsilä solutions','','inherit','open','open','','161-revision-v1','','','2014-11-18 11:30:18','2014-11-18 11:30:18','',161,'http://myseatime.com/blog/?p=163',0,'revision','',0,0),(164,1,'2014-11-18 18:53:49','2014-11-18 18:53:49','One year to the day after surviving an explosive fire which threatened the lives of 32 people on board his vessel, Captain Andreas Kristensen and his crew of the Britannia Seaways have received the 2014 IMO Award for Exceptional Bravery at Sea, at a special ceremony on Monday, 17 November 2014.\r\n\r\nAccepting the IMO medal and certificate on behalf of his crew, Captain Kristensen said the award should also be shared with the passengers, the Norwegian soldiers who assisted the crew during the fire-fighting, and the Norwegian rescue teams and fire-fighters who supported them.\r\n\r\n“As Captain, I watched the fire from the bridge, while the crew were fighting it on the open deck in high seas, facing an intense situation with extreme heat. Or striving in the engine room to avoid a blackout which could have had fatal consequences for the ship, the persons onboard and the environment. Personally, I am very proud to be Captain of this crew which managed so well under those extreme circumstances,” Captain Kristensen said.\r\n\r\nCaptain Kristensen and his crew were nominated by Denmark for their courage and determination in fighting blasts and fire on board the vessel, at great risk and danger to themselves.\r\n\r\n<strong>Britannia Seaways fire</strong>\r\nThe sounding of the fire alarm aboard the Danish-flagged vessel Britannia Seaways, shortly after 7 p.m. on 16 November 2013, interrupted a routine voyage through heavy seas from Sørreisa to Bergen (Norway). Twenty crew and 12 passengers were on board the vessel, while the cargo included around 70 tonnes of diesel, aviation fuel and gasoline in jerrrycans and tank containers.\r\n\r\nThe fire broke out on the open deck due to shifting of cargo and evolved aggressively with explosive eruptions, with flames leaping 30 metres high. Captain Kristensen and his crew fought the fire for hours, battling extreme heat on a rolling ship, 70 nautical miles from shore, as fresh gales fanned the flames.\r\n\r\nCaptain Kristensen took the decision not to evacuate all non-essential personnel by helicopter, as this would have exposed the fire-fighting crew and ship to more danger, since facilitating the evacuation (slow speed, turning the ship windward) would have exacerbated the fire and risked further damage and possible pollution. Had the fire not been contained, there was a huge risk it would have spread to the maindeck below and raged out of control.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\"><img class=\"aligncenter  wp-image-166\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\" alt=\"15796317356_bb3dae516b_c\" width=\"401\" height=\"327\" /></a>\r\n\r\nAn explosion below deck caused the engine control system to break down but the crew succeeded in transferring operations to manual mode and kept the engines, auxiliary engines and fire pumps running, while controlling the huge amounts of water coming into the cargo holds from the firefighting.\r\n\r\n&nbsp;\r\n\r\nThanks to heroic team work, risking their own lives in intense heat to avoid a more disastrous outcome, Captain Andreas Kristensen and his crew managed to manoeuvre the burning ship and head towards the Norwegian coast, taking shelter behind some coastal islands. A firefighting vessel attended the ship from 1.30 a.m. and a firefighter team assisted from 4.30 a.m. with the fire finally extinguished shortly before 8 a.m., on 17 November 2013, some 13 hours after it broke out.\r\n<div></div>\r\n<div>Congratulating all the recipients, IMO Secretary-General Koji Sekimizu said they had put their own lives on the line in some of the most dangerous situations that could be encountered at sea, in order to save others and prevent environmental catastrophe.</div>\r\n<div></div>\r\n<div></div>\r\n<div>“In a perfect world”, he said, “there would be no need for search and rescue, no need for environmental response, no need for brave men and women to risk their lives to save others. The principal objective of IMO is to ensure safety and the Maritime Safety Committee is meeting today with that objective.  This year\'s World Maritime Day theme, ‘IMO conventions: effective implementation’, highlights the truth that, if all IMO conventions were fully implemented, there would be far less need for search and rescue and environmental response operations. Next year\'s theme – \"Maritime education and training\", further reinforces that truth. But, as we all know, we are not there yet. And while IMO will continue to work on safety, we must call upon men and women to perform heroic acts, and, as the IMO Council has decided, we want to recognize them when they do.”</div>\r\n<div></div>\r\n<div>Captain Kristensen also addressed the Maritime Safety Committee delegates, who were attending the ceremony, at the end of the first day of the Committee’s 94th session.</div>\r\n<div></div>\r\n<div>“You who are here today should feel included in the honour.  Much improvement is due to the focus and attention on safety at the highest level.  You set the framework that keeps driving safety improvements for the operations of ships throughout the globe.  Standards that prevent fire or other accidents are just as important as the routines, training and equipment that shall enable us to handle the incident, once it occurs. We are all in this together,” Captain Kristensen said.</div>\r\n<div></div>\r\n<div class=\"imo-stylesStyle-Bold\"></div>\r\n<div class=\"imo-stylesStyle-Bold\"><strong>IMO Award for Exceptional Bravery at Sea</strong></div>\r\n<div>This annual award was established by IMO to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.</div>\r\n<div></div>\r\n<div>For the 2014 award, 35 nominations for the bravery award were received, from 12 IMO Member States and one non-governmental organization in consultative status.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div><strong>Image Credit</strong>: IMO</div>','Britannia Seaways crew who fought raging fire in heavy seas receive 2014 IMO Award for Exceptional Bravery at Sea','','publish','open','open','','britannia-seaways-crew-who-fought-raging-fire-in-heavy-seas-receive-2014-imo-award-for-exceptional-bravery-at-sea','','','2014-11-18 19:03:44','2014-11-18 19:03:44','',0,'http://myseatime.com/blog/?p=164',0,'post','',0,49),(165,1,'2014-11-18 18:52:16','2014-11-18 18:52:16','','15200432183_fdf27a56c7_c','','inherit','open','open','','15200432183_fdf27a56c7_c','','','2014-11-18 18:52:16','2014-11-18 18:52:16','',164,'http://myseatime.com/blog/wp-content/uploads/2014/11/15200432183_fdf27a56c7_c.jpg',0,'attachment','image/jpeg',0,0),(166,1,'2014-11-18 18:52:59','2014-11-18 18:52:59','','15796317356_bb3dae516b_c','','inherit','open','open','','15796317356_bb3dae516b_c','','','2014-11-18 18:52:59','2014-11-18 18:52:59','',164,'http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg',0,'attachment','image/jpeg',0,0),(167,1,'2014-11-18 18:53:49','2014-11-18 18:53:49','One year to the day after surviving an explosive fire which threatened the lives of 32 people on board his vessel, Captain Andreas Kristensen and his crew of the Britannia Seaways have received the 2014 IMO Award for Exceptional Bravery at Sea, at a special ceremony on Monday, 17 November 2014.\r\n\r\nAccepting the IMO medal and certificate on behalf of his crew, Captain Kristensen said the award should also be shared with the passengers, the Norwegian soldiers who assisted the crew during the fire-fighting, and the Norwegian rescue teams and fire-fighters who supported them.\r\n\r\n“As Captain, I watched the fire from the bridge, while the crew were fighting it on the open deck in high seas, facing an intense situation with extreme heat. Or striving in the engine room to avoid a blackout which could have had fatal consequences for the ship, the persons onboard and the environment. Personally, I am very proud to be Captain of this crew which managed so well under those extreme circumstances,” Captain Kristensen said.\r\n\r\nCaptain Kristensen and his crew were nominated by Denmark for their courage and determination in fighting blasts and fire on board the vessel, at great risk and danger to themselves.\r\n\r\n<strong>Britannia Seaways fire</strong>\r\nThe sounding of the fire alarm aboard the Danish-flagged vessel Britannia Seaways, shortly after 7 p.m. on 16 November 2013, interrupted a routine voyage through heavy seas from Sørreisa to Bergen (Norway). Twenty crew and 12 passengers were on board the vessel, while the cargo included around 70 tonnes of diesel, aviation fuel and gasoline in jerrrycans and tank containers.\r\n\r\nThe fire broke out on the open deck due to shifting of cargo and evolved aggressively with explosive eruptions, with flames leaping 30 metres high. Captain Kristensen and his crew fought the fire for hours, battling extreme heat on a rolling ship, 70 nautical miles from shore, as fresh gales fanned the flames.\r\n\r\nCaptain Kristensen took the decision not to evacuate all non-essential personnel by helicopter, as this would have exposed the fire-fighting crew and ship to more danger, since facilitating the evacuation (slow speed, turning the ship windward) would have exacerbated the fire and risked further damage and possible pollution. Had the fire not been contained, there was a huge risk it would have spread to the maindeck below and raged out of control.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\"><img class=\"aligncenter size-full wp-image-166\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\" alt=\"15796317356_bb3dae516b_c\" width=\"800\" height=\"653\" /></a>\r\n\r\nAn explosion below deck caused the engine control system to break down but the crew succeeded in transferring operations to manual mode and kept the engines, auxiliary engines and fire pumps running, while controlling the huge amounts of water coming into the cargo holds from the firefighting.\r\n\r\nThanks to heroic team work, risking their own lives in intense heat to avoid a more disastrous outcome, Captain Andreas Kristensen and his crew managed to manoeuvre the burning ship and head towards the Norwegian coast, taking shelter behind some coastal islands. A firefighting vessel attended the ship from 1.30 a.m. and a firefighter team assisted from 4.30 a.m. with the fire finally extinguished shortly before 8 a.m., on 17 November 2013, some 13 hours after it broke out.\r\n<div class=\"imo-stylesStyle-Bold\"><strong>Certificates of commendation</strong></div>\r\n<div>Five professional rescue workers from Argentina and two from the Republic of Korea also received certificates of commendation during the ceremony.</div>\r\n<div></div>\r\n<div>• Prefect Julio Alejandro Weimann, Principal Officer Jorge Luis De Zan, First Adjutant Silvio Ledesma, crew of the PA43 rescue helicopter (Dauphin AS 365N2) of the Comodoro Rivadavia Air Station, and Principal Officer Juan Burgoa and Second Adjutant Francisco Morales, rescue swimmers of the Comodoro Rivadavia Rescue Station, Argentine Coastguard, were nominated by Argentina, for rescuing, in strong winds, rough seas and darkness and at high risk to their own lives, two sailors off the capsized sailing vessel The Wild Rose. First Adjutant Silvio Ledesma was at the ceremony in person to receive his certificate, while the others were received on their behalf by Her Excellency Ms. Alicia Castro, Ambassador of Argentina to the United Kingdom and Permanent Representative of Argentina to IMO, and Prefect- Major Mario Farinón, Technical Adviser from the Argentine Coastguard at the Embassy of Argentina in London Inspector Lee Sung-Hee, Chief, and members of the 122 Rescue Team, Pohang Coast Guard Station, Korea Coast Guard, who were nominated by the Republic of Korea, for rescuing, in heavy rain, gale-force winds and high swells, eight crew members of the cargo ship M/V Chenglu 15, which was sinking after hitting a sea wall, and for recovering the bodies of six other crew members who, unfortunately, did not survive the ordeal. Inspector Lee Sung-Hee, Chief of the 122 Rescue Team was at the ceremony in person to receive the certificate.</div>\r\n<div></div>\r\n<div>• Inspector Sueng-Young Shin and Inspector Soon-Hyung Lee, Special Rescue Unit of South Regional Headquarters, Korea Coast Guard, who were nominated by the Republic of Korea, for saving the bulk carrier M/V Captain Vangelis L, in high swells, by plugging a hole in one of its fuel tanks, caused by a collision with the M/T Green Plus, thus preventing a major pollution incident. Inspector Shin Sueng-Young and Inspector Lee Soon-Hyung attended the ceremony in person to receive their certificates.</div>\r\n<div></div>\r\n<div>In addition, letters of commendation were sent to nine recipients. Details are available on the IMO website.</div>\r\n<div></div>\r\n<div>Congratulating all the recipients, IMO Secretary-General Koji Sekimizu said they had put their own lives on the line in some of the most dangerous situations that could be encountered at sea, in order to save others and prevent environmental catastrophe.</div>\r\n<div></div>\r\n<div>“In a perfect world”, he said, “there would be no need for search and rescue, no need for environmental response, no need for brave men and women to risk their lives to save others. The principal objective of IMO is to ensure safety and the Maritime Safety Committee is meeting today with that objective.  This year\'s World Maritime Day theme, ‘IMO conventions: effective implementation’, highlights the truth that, if all IMO conventions were fully implemented, there would be far less need for search and rescue and environmental response operations. Next year\'s theme – \"Maritime education and training\", further reinforces that truth. But, as we all know, we are not there yet. And while IMO will continue to work on safety, we must call upon men and women to perform heroic acts, and, as the IMO Council has decided, we want to recognize them when they do.”</div>\r\n<div></div>\r\n<div>Captain Kristensen also addressed the Maritime Safety Committee delegates, who were attending the ceremony, at the end of the first day of the Committee’s 94th session.</div>\r\n<div></div>\r\n<div>“You who are here today should feel included in the honour.  Much improvement is due to the focus and attention on safety at the highest level.  You set the framework that keeps driving safety improvements for the operations of ships throughout the globe.  Standards that prevent fire or other accidents are just as important as the routines, training and equipment that shall enable us to handle the incident, once it occurs. We are all in this together,” Captain Kristensen said.</div>\r\n<div></div>\r\n<div class=\"imo-stylesStyle-Bold\"><strong>IMO Award for Exceptional Bravery at Sea</strong></div>\r\n<div>This annual award was established by IMO to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.</div>\r\n<div></div>\r\n<div>For the 2014 award, 35 nominations for the bravery award were received, from 12 IMO Member States and one non-governmental organization in consultative status.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div><strong>Image Credit</strong>: IMO</div>','Britannia Seaways crew who fought raging fire in heavy seas receive 2014 IMO Award for Exceptional Bravery at Sea','','inherit','open','open','','164-revision-v1','','','2014-11-18 18:53:49','2014-11-18 18:53:49','',164,'http://myseatime.com/blog/?p=167',0,'revision','',0,0),(168,1,'2014-11-18 19:03:12','2014-11-18 19:03:12','One year to the day after surviving an explosive fire which threatened the lives of 32 people on board his vessel, Captain Andreas Kristensen and his crew of the Britannia Seaways have received the 2014 IMO Award for Exceptional Bravery at Sea, at a special ceremony on Monday, 17 November 2014.\n\nAccepting the IMO medal and certificate on behalf of his crew, Captain Kristensen said the award should also be shared with the passengers, the Norwegian soldiers who assisted the crew during the fire-fighting, and the Norwegian rescue teams and fire-fighters who supported them.\n\n“As Captain, I watched the fire from the bridge, while the crew were fighting it on the open deck in high seas, facing an intense situation with extreme heat. Or striving in the engine room to avoid a blackout which could have had fatal consequences for the ship, the persons onboard and the environment. Personally, I am very proud to be Captain of this crew which managed so well under those extreme circumstances,” Captain Kristensen said.\n\nCaptain Kristensen and his crew were nominated by Denmark for their courage and determination in fighting blasts and fire on board the vessel, at great risk and danger to themselves.\n\n<strong>Britannia Seaways fire</strong>\nThe sounding of the fire alarm aboard the Danish-flagged vessel Britannia Seaways, shortly after 7 p.m. on 16 November 2013, interrupted a routine voyage through heavy seas from Sørreisa to Bergen (Norway). Twenty crew and 12 passengers were on board the vessel, while the cargo included around 70 tonnes of diesel, aviation fuel and gasoline in jerrrycans and tank containers.\n\nThe fire broke out on the open deck due to shifting of cargo and evolved aggressively with explosive eruptions, with flames leaping 30 metres high. Captain Kristensen and his crew fought the fire for hours, battling extreme heat on a rolling ship, 70 nautical miles from shore, as fresh gales fanned the flames.\n\nCaptain Kristensen took the decision not to evacuate all non-essential personnel by helicopter, as this would have exposed the fire-fighting crew and ship to more danger, since facilitating the evacuation (slow speed, turning the ship windward) would have exacerbated the fire and risked further damage and possible pollution. Had the fire not been contained, there was a huge risk it would have spread to the maindeck below and raged out of control.\n\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\"><img class=\"aligncenter  wp-image-166\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\" alt=\"15796317356_bb3dae516b_c\" width=\"401\" height=\"327\" /></a>\n\nAn explosion below deck caused the engine control system to break down but the crew succeeded in transferring operations to manual mode and kept the engines, auxiliary engines and fire pumps running, while controlling the huge amounts of water coming into the cargo holds from the firefighting.\n\n&nbsp;\n\nThanks to heroic team work, risking their own lives in intense heat to avoid a more disastrous outcome, Captain Andreas Kristensen and his crew managed to manoeuvre the burning ship and head towards the Norwegian coast, taking shelter behind some coastal islands. A firefighting vessel attended the ship from 1.30 a.m. and a firefighter team assisted from 4.30 a.m. with the fire finally extinguished shortly before 8 a.m., on 17 November 2013, some 13 hours after it broke out.\n<div></div>\n<div>Congratulating all the recipients, IMO Secretary-General Koji Sekimizu said they had put their own lives on the line in some of the most dangerous situations that could be encountered at sea, in order to save others and prevent environmental catastrophe.</div>\n<div></div>\n<div></div>\n<div>“In a perfect world”, he said, “there would be no need for search and rescue, no need for environmental response, no need for brave men and women to risk their lives to save others. The principal objective of IMO is to ensure safety and the Maritime Safety Committee is meeting today with that objective.  This year\'s World Maritime Day theme, ‘IMO conventions: effective implementation’, highlights the truth that, if all IMO conventions were fully implemented, there would be far less need for search and rescue and environmental response operations. Next year\'s theme – \"Maritime education and training\", further reinforces that truth. But, as we all know, we are not there yet. And while IMO will continue to work on safety, we must call upon men and women to perform heroic acts, and, as the IMO Council has decided, we want to recognize them when they do.”</div>\n<div></div>\n<div>Captain Kristensen also addressed the Maritime Safety Committee delegates, who were attending the ceremony, at the end of the first day of the Committee’s 94th session.</div>\n<div></div>\n<div>“You who are here today should feel included in the honour.  Much improvement is due to the focus and attention on safety at the highest level.  You set the framework that keeps driving safety improvements for the operations of ships throughout the globe.  Standards that prevent fire or other accidents are just as important as the routines, training and equipment that shall enable us to handle the incident, once it occurs. We are all in this together,” Captain Kristensen said.</div>\n<div></div>\n<div class=\"imo-stylesStyle-Bold\"><strong>IMO Award for Exceptional Bravery at Sea</strong></div>\n<div>This annual award was established by IMO to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.</div>\n<div></div>\n<div>For the 2014 award, 35 nominations for the bravery award were received, from 12 IMO Member States and one non-governmental organization in consultative status.</div>\n<div></div>\n<div><strong>Press Release</strong></div>\n<div><strong>Image Credit</strong>: IMO</div>','Britannia Seaways crew who fought raging fire in heavy seas receive 2014 IMO Award for Exceptional Bravery at Sea','','inherit','open','open','','164-autosave-v1','','','2014-11-18 19:03:12','2014-11-18 19:03:12','',164,'http://myseatime.com/blog/?p=168',0,'revision','',0,0),(169,1,'2014-11-18 19:00:17','2014-11-18 19:00:17','One year to the day after surviving an explosive fire which threatened the lives of 32 people on board his vessel, Captain Andreas Kristensen and his crew of the Britannia Seaways have received the 2014 IMO Award for Exceptional Bravery at Sea, at a special ceremony on Monday, 17 November 2014.\r\n\r\nAccepting the IMO medal and certificate on behalf of his crew, Captain Kristensen said the award should also be shared with the passengers, the Norwegian soldiers who assisted the crew during the fire-fighting, and the Norwegian rescue teams and fire-fighters who supported them.\r\n\r\n“As Captain, I watched the fire from the bridge, while the crew were fighting it on the open deck in high seas, facing an intense situation with extreme heat. Or striving in the engine room to avoid a blackout which could have had fatal consequences for the ship, the persons onboard and the environment. Personally, I am very proud to be Captain of this crew which managed so well under those extreme circumstances,” Captain Kristensen said.\r\n\r\nCaptain Kristensen and his crew were nominated by Denmark for their courage and determination in fighting blasts and fire on board the vessel, at great risk and danger to themselves.\r\n\r\n<strong>Britannia Seaways fire</strong>\r\nThe sounding of the fire alarm aboard the Danish-flagged vessel Britannia Seaways, shortly after 7 p.m. on 16 November 2013, interrupted a routine voyage through heavy seas from Sørreisa to Bergen (Norway). Twenty crew and 12 passengers were on board the vessel, while the cargo included around 70 tonnes of diesel, aviation fuel and gasoline in jerrrycans and tank containers.\r\n\r\nThe fire broke out on the open deck due to shifting of cargo and evolved aggressively with explosive eruptions, with flames leaping 30 metres high. Captain Kristensen and his crew fought the fire for hours, battling extreme heat on a rolling ship, 70 nautical miles from shore, as fresh gales fanned the flames.\r\n\r\nCaptain Kristensen took the decision not to evacuate all non-essential personnel by helicopter, as this would have exposed the fire-fighting crew and ship to more danger, since facilitating the evacuation (slow speed, turning the ship windward) would have exacerbated the fire and risked further damage and possible pollution. Had the fire not been contained, there was a huge risk it would have spread to the maindeck below and raged out of control.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\"><img class=\"aligncenter size-full wp-image-166\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\" alt=\"15796317356_bb3dae516b_c\" width=\"800\" height=\"653\" /></a>\r\n\r\nAn explosion below deck caused the engine control system to break down but the crew succeeded in transferring operations to manual mode and kept the engines, auxiliary engines and fire pumps running, while controlling the huge amounts of water coming into the cargo holds from the firefighting.\r\n\r\nThanks to heroic team work, risking their own lives in intense heat to avoid a more disastrous outcome, Captain Andreas Kristensen and his crew managed to manoeuvre the burning ship and head towards the Norwegian coast, taking shelter behind some coastal islands. A firefighting vessel attended the ship from 1.30 a.m. and a firefighter team assisted from 4.30 a.m. with the fire finally extinguished shortly before 8 a.m., on 17 November 2013, some 13 hours after it broke out.\r\n<div>Congratulating all the recipients, IMO Secretary-General Koji Sekimizu said they had put their own lives on the line in some of the most dangerous situations that could be encountered at sea, in order to save others and prevent environmental catastrophe.</div>\r\n<div></div>\r\n<div>“In a perfect world”, he said, “there would be no need for search and rescue, no need for environmental response, no need for brave men and women to risk their lives to save others. The principal objective of IMO is to ensure safety and the Maritime Safety Committee is meeting today with that objective.  This year\'s World Maritime Day theme, ‘IMO conventions: effective implementation’, highlights the truth that, if all IMO conventions were fully implemented, there would be far less need for search and rescue and environmental response operations. Next year\'s theme – \"Maritime education and training\", further reinforces that truth. But, as we all know, we are not there yet. And while IMO will continue to work on safety, we must call upon men and women to perform heroic acts, and, as the IMO Council has decided, we want to recognize them when they do.”</div>\r\n<div></div>\r\n<div>Captain Kristensen also addressed the Maritime Safety Committee delegates, who were attending the ceremony, at the end of the first day of the Committee’s 94th session.</div>\r\n<div></div>\r\n<div>“You who are here today should feel included in the honour.  Much improvement is due to the focus and attention on safety at the highest level.  You set the framework that keeps driving safety improvements for the operations of ships throughout the globe.  Standards that prevent fire or other accidents are just as important as the routines, training and equipment that shall enable us to handle the incident, once it occurs. We are all in this together,” Captain Kristensen said.</div>\r\n<div></div>\r\n<div class=\"imo-stylesStyle-Bold\"><strong>IMO Award for Exceptional Bravery at Sea</strong></div>\r\n<div>This annual award was established by IMO to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.</div>\r\n<div></div>\r\n<div>For the 2014 award, 35 nominations for the bravery award were received, from 12 IMO Member States and one non-governmental organization in consultative status.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div><strong>Image Credit</strong>: IMO</div>','Britannia Seaways crew who fought raging fire in heavy seas receive 2014 IMO Award for Exceptional Bravery at Sea','','inherit','open','open','','164-revision-v1','','','2014-11-18 19:00:17','2014-11-18 19:00:17','',164,'http://myseatime.com/blog/?p=169',0,'revision','',0,0),(170,1,'2014-11-18 19:01:43','2014-11-18 19:01:43','One year to the day after surviving an explosive fire which threatened the lives of 32 people on board his vessel, Captain Andreas Kristensen and his crew of the Britannia Seaways have received the 2014 IMO Award for Exceptional Bravery at Sea, at a special ceremony on Monday, 17 November 2014.\r\n\r\nAccepting the IMO medal and certificate on behalf of his crew, Captain Kristensen said the award should also be shared with the passengers, the Norwegian soldiers who assisted the crew during the fire-fighting, and the Norwegian rescue teams and fire-fighters who supported them.\r\n\r\n“As Captain, I watched the fire from the bridge, while the crew were fighting it on the open deck in high seas, facing an intense situation with extreme heat. Or striving in the engine room to avoid a blackout which could have had fatal consequences for the ship, the persons onboard and the environment. Personally, I am very proud to be Captain of this crew which managed so well under those extreme circumstances,” Captain Kristensen said.\r\n\r\nCaptain Kristensen and his crew were nominated by Denmark for their courage and determination in fighting blasts and fire on board the vessel, at great risk and danger to themselves.\r\n\r\n<strong>Britannia Seaways fire</strong>\r\nThe sounding of the fire alarm aboard the Danish-flagged vessel Britannia Seaways, shortly after 7 p.m. on 16 November 2013, interrupted a routine voyage through heavy seas from Sørreisa to Bergen (Norway). Twenty crew and 12 passengers were on board the vessel, while the cargo included around 70 tonnes of diesel, aviation fuel and gasoline in jerrrycans and tank containers.\r\n\r\nThe fire broke out on the open deck due to shifting of cargo and evolved aggressively with explosive eruptions, with flames leaping 30 metres high. Captain Kristensen and his crew fought the fire for hours, battling extreme heat on a rolling ship, 70 nautical miles from shore, as fresh gales fanned the flames.\r\n\r\nCaptain Kristensen took the decision not to evacuate all non-essential personnel by helicopter, as this would have exposed the fire-fighting crew and ship to more danger, since facilitating the evacuation (slow speed, turning the ship windward) would have exacerbated the fire and risked further damage and possible pollution. Had the fire not been contained, there was a huge risk it would have spread to the maindeck below and raged out of control.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\"><img class=\"aligncenter  wp-image-166\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\" alt=\"15796317356_bb3dae516b_c\" width=\"401\" height=\"327\" /></a>\r\n\r\nAn explosion below deck caused the engine control system to break down but the crew succeeded in transferring operations to manual mode and kept the engines, auxiliary engines and fire pumps running, while controlling the huge amounts of water coming into the cargo holds from the firefighting.\r\n\r\nThanks to heroic team work, risking their own lives in intense heat to avoid a more disastrous outcome, Captain Andreas Kristensen and his crew managed to manoeuvre the burning ship and head towards the Norwegian coast, taking shelter behind some coastal islands. A firefighting vessel attended the ship from 1.30 a.m. and a firefighter team assisted from 4.30 a.m. with the fire finally extinguished shortly before 8 a.m., on 17 November 2013, some 13 hours after it broke out.\r\n<div>Congratulating all the recipients, IMO Secretary-General Koji Sekimizu said they had put their own lives on the line in some of the most dangerous situations that could be encountered at sea, in order to save others and prevent environmental catastrophe.</div>\r\n<div></div>\r\n<div>“In a perfect world”, he said, “there would be no need for search and rescue, no need for environmental response, no need for brave men and women to risk their lives to save others. The principal objective of IMO is to ensure safety and the Maritime Safety Committee is meeting today with that objective.  This year\'s World Maritime Day theme, ‘IMO conventions: effective implementation’, highlights the truth that, if all IMO conventions were fully implemented, there would be far less need for search and rescue and environmental response operations. Next year\'s theme – \"Maritime education and training\", further reinforces that truth. But, as we all know, we are not there yet. And while IMO will continue to work on safety, we must call upon men and women to perform heroic acts, and, as the IMO Council has decided, we want to recognize them when they do.”</div>\r\n<div></div>\r\n<div>Captain Kristensen also addressed the Maritime Safety Committee delegates, who were attending the ceremony, at the end of the first day of the Committee’s 94th session.</div>\r\n<div></div>\r\n<div>“You who are here today should feel included in the honour.  Much improvement is due to the focus and attention on safety at the highest level.  You set the framework that keeps driving safety improvements for the operations of ships throughout the globe.  Standards that prevent fire or other accidents are just as important as the routines, training and equipment that shall enable us to handle the incident, once it occurs. We are all in this together,” Captain Kristensen said.</div>\r\n<div></div>\r\n<div class=\"imo-stylesStyle-Bold\"><strong>IMO Award for Exceptional Bravery at Sea</strong></div>\r\n<div>This annual award was established by IMO to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.</div>\r\n<div></div>\r\n<div>For the 2014 award, 35 nominations for the bravery award were received, from 12 IMO Member States and one non-governmental organization in consultative status.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div><strong>Image Credit</strong>: IMO</div>','Britannia Seaways crew who fought raging fire in heavy seas receive 2014 IMO Award for Exceptional Bravery at Sea','','inherit','open','open','','164-revision-v1','','','2014-11-18 19:01:43','2014-11-18 19:01:43','',164,'http://myseatime.com/blog/?p=170',0,'revision','',0,0),(171,1,'2014-11-18 19:03:44','2014-11-18 19:03:44','One year to the day after surviving an explosive fire which threatened the lives of 32 people on board his vessel, Captain Andreas Kristensen and his crew of the Britannia Seaways have received the 2014 IMO Award for Exceptional Bravery at Sea, at a special ceremony on Monday, 17 November 2014.\r\n\r\nAccepting the IMO medal and certificate on behalf of his crew, Captain Kristensen said the award should also be shared with the passengers, the Norwegian soldiers who assisted the crew during the fire-fighting, and the Norwegian rescue teams and fire-fighters who supported them.\r\n\r\n“As Captain, I watched the fire from the bridge, while the crew were fighting it on the open deck in high seas, facing an intense situation with extreme heat. Or striving in the engine room to avoid a blackout which could have had fatal consequences for the ship, the persons onboard and the environment. Personally, I am very proud to be Captain of this crew which managed so well under those extreme circumstances,” Captain Kristensen said.\r\n\r\nCaptain Kristensen and his crew were nominated by Denmark for their courage and determination in fighting blasts and fire on board the vessel, at great risk and danger to themselves.\r\n\r\n<strong>Britannia Seaways fire</strong>\r\nThe sounding of the fire alarm aboard the Danish-flagged vessel Britannia Seaways, shortly after 7 p.m. on 16 November 2013, interrupted a routine voyage through heavy seas from Sørreisa to Bergen (Norway). Twenty crew and 12 passengers were on board the vessel, while the cargo included around 70 tonnes of diesel, aviation fuel and gasoline in jerrrycans and tank containers.\r\n\r\nThe fire broke out on the open deck due to shifting of cargo and evolved aggressively with explosive eruptions, with flames leaping 30 metres high. Captain Kristensen and his crew fought the fire for hours, battling extreme heat on a rolling ship, 70 nautical miles from shore, as fresh gales fanned the flames.\r\n\r\nCaptain Kristensen took the decision not to evacuate all non-essential personnel by helicopter, as this would have exposed the fire-fighting crew and ship to more danger, since facilitating the evacuation (slow speed, turning the ship windward) would have exacerbated the fire and risked further damage and possible pollution. Had the fire not been contained, there was a huge risk it would have spread to the maindeck below and raged out of control.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\"><img class=\"aligncenter  wp-image-166\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/15796317356_bb3dae516b_c.jpg\" alt=\"15796317356_bb3dae516b_c\" width=\"401\" height=\"327\" /></a>\r\n\r\nAn explosion below deck caused the engine control system to break down but the crew succeeded in transferring operations to manual mode and kept the engines, auxiliary engines and fire pumps running, while controlling the huge amounts of water coming into the cargo holds from the firefighting.\r\n\r\n&nbsp;\r\n\r\nThanks to heroic team work, risking their own lives in intense heat to avoid a more disastrous outcome, Captain Andreas Kristensen and his crew managed to manoeuvre the burning ship and head towards the Norwegian coast, taking shelter behind some coastal islands. A firefighting vessel attended the ship from 1.30 a.m. and a firefighter team assisted from 4.30 a.m. with the fire finally extinguished shortly before 8 a.m., on 17 November 2013, some 13 hours after it broke out.\r\n<div></div>\r\n<div>Congratulating all the recipients, IMO Secretary-General Koji Sekimizu said they had put their own lives on the line in some of the most dangerous situations that could be encountered at sea, in order to save others and prevent environmental catastrophe.</div>\r\n<div></div>\r\n<div></div>\r\n<div>“In a perfect world”, he said, “there would be no need for search and rescue, no need for environmental response, no need for brave men and women to risk their lives to save others. The principal objective of IMO is to ensure safety and the Maritime Safety Committee is meeting today with that objective.  This year\'s World Maritime Day theme, ‘IMO conventions: effective implementation’, highlights the truth that, if all IMO conventions were fully implemented, there would be far less need for search and rescue and environmental response operations. Next year\'s theme – \"Maritime education and training\", further reinforces that truth. But, as we all know, we are not there yet. And while IMO will continue to work on safety, we must call upon men and women to perform heroic acts, and, as the IMO Council has decided, we want to recognize them when they do.”</div>\r\n<div></div>\r\n<div>Captain Kristensen also addressed the Maritime Safety Committee delegates, who were attending the ceremony, at the end of the first day of the Committee’s 94th session.</div>\r\n<div></div>\r\n<div>“You who are here today should feel included in the honour.  Much improvement is due to the focus and attention on safety at the highest level.  You set the framework that keeps driving safety improvements for the operations of ships throughout the globe.  Standards that prevent fire or other accidents are just as important as the routines, training and equipment that shall enable us to handle the incident, once it occurs. We are all in this together,” Captain Kristensen said.</div>\r\n<div></div>\r\n<div class=\"imo-stylesStyle-Bold\"></div>\r\n<div class=\"imo-stylesStyle-Bold\"><strong>IMO Award for Exceptional Bravery at Sea</strong></div>\r\n<div>This annual award was established by IMO to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.</div>\r\n<div></div>\r\n<div>For the 2014 award, 35 nominations for the bravery award were received, from 12 IMO Member States and one non-governmental organization in consultative status.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div><strong>Image Credit</strong>: IMO</div>','Britannia Seaways crew who fought raging fire in heavy seas receive 2014 IMO Award for Exceptional Bravery at Sea','','inherit','open','open','','164-revision-v1','','','2014-11-18 19:03:44','2014-11-18 19:03:44','',164,'http://myseatime.com/blog/?p=171',0,'revision','',0,0),(172,1,'2014-11-19 11:23:15','2014-11-19 11:23:15','Six nature and environmental organisations (1), the Port of Rotterdam Authority and Deltalinqs, the interest group for the business sector in the port of Rotterdam, have entered into an agreement to cut back the depositions of nitrogen compounds in the Rijnmond region and surroundings. Emissions of nitrogen compounds from agriculture, industry and traffic among others are harmful to nature if they end up in the environment. Taking extra measures can relieve the pressure on nature areas (especially the dunes) and also help the port to continue to develop.\r\n\r\n<strong>Study into effective measures\r\n</strong>Over the coming nine months, the signatories will study the effectiveness of possible (extra) measures for limiting the deposition of nitrogen in nature areas. This study will investigate measures in industry, agriculture and horticulture and traffic (shipping in particular) as well as the sources which affect the nature areas the most. Parties will also examine the set-up of a regional nitrogen bank which can keep the results of measures. The studies will underlie the goals for reducing nitrogen depositions and making agreements about effective and feasible measures. The results will be registered and, following consultation, they will be put to use partly for new development and partly for deposition reduction in nature areas.\r\n\r\n“This agreement targets nature objectives as well as the development of the port. The nitrogen bank enables us to keep track of the rate of reduction and how we can divide the deposition space which is freed up between nature and the business sector. It is a win-win approach,” according to Ronald Paul, COO of the Port of Rotterdam Authority. Alex Ouwehand, director of the Nature and Environment Federation of South Holland: “This study will increase our knowledge of the most efficient way for us to cut back nitrogen depositions. And it will enable us to actually realise and distribute those reductions properly. On balance, nature will improve.” Steven Lak, Deltalinqs chairman: “The business sector wants to do its part in limiting the environmental impact, but above all it wants to reduce the uncertainties about the issue of permits for new developments. We hope to achieve that with this integral approach. The objective is clear: bring the nitrogen depositions down in a way that is as cost-effective as possible, while allowing businesses to develop.”\r\n\r\n<strong>The problem with nitrogen</strong>\r\nThe combustion processes in engines, and heating systems (nitrogen oxides) and in agriculture (ammonia), is one way nitrogen compounds get into in the air. While fertilizers are beneficial to agricultural crops, they are bad for plant diversity (biodiversity) in many nature areas such as the dunes in South Holland. These plants often require a low-nutrient environment, which means little nitrogen. These areas have a Natura 2000 status which affords them international protection and critical limit values for nitrogen depositions. The decades-old excess of nitrogen depositions in these areas requires site managers to take many more measures to maintain nature, such as more grazing, mowing and turf cutting. If this is not done, increasingly more flora and fauna will disappear from the dunes and the nature areas will quickly become monotonous.\r\n\r\nA large part of the nitrogen depositions in nature areas in the Rijnmond region and surroundings comes from abroad or is of unknown origin. Of the sources in the Netherlands, much comes from agriculture and the livestock industry. Agricultural businesses are often located close to nature areas and ammonia emissions, unlike combustion emissions, settle fast. The heating of houses and buildings also adds considerably to the emissions.\r\n\r\nIndustry and traffic contribute relatively little in total to the nitrogen depositions. The depositions from industry have already been cut back significantly thanks to new technology and stricter legislation. Road traffic has also developed further. Measures can still be applied, however, to shipping in particular. The parties to the agreement also want to map out the cost-effectiveness of measures in agriculture, horticulture and the livestock industry, alongside industry and traffic.\r\n\r\n<strong>Regional contribution</strong>\r\nDue to the nationwide scale of the issue, the State has already been working for several years with the provinces on preparing the Programmatic Approach to Nitrogen (PAS). That national programme likewise has a double goal: conservation of protected nature and economic development. Nature and environmental organisations and the business sector in the Rijnmond region want to make a recognisable regional contribution to this and also reduce their dependence on national programmes. Those goals are achieved through the investigation into and design of a regional programme with a corresponding nitrogen bank alongside the development possibilities offered by the PAS. On balance this will result in a reduction of the nitrogen depositions in nature areas and more possibilities for development in the region. In addition, in many cases the measures will also result in a reduction of the use of fossil fuels and an improvement in air quality. This is a win-win approach in multiple aspects, for which the parties are making every effort.\r\n\r\n<strong>Source:</strong> Port of Rotterdam\r\n\r\n<strong>Image Credit</strong>: dredgingtoday','Business sector and nature and environmental organisations enter into agreement on reduction of nitrogen depositions ','','publish','open','open','','business-sector-and-nature-and-environmental-organisations-enter-into-agreement-on-reduction-of-nitrogen-depositions','','','2014-11-19 11:24:31','2014-11-19 11:24:31','',0,'http://myseatime.com/blog/?p=172',0,'post','',0,65),(173,1,'2014-11-19 11:23:04','2014-11-19 11:23:04','','Rotterdam','','inherit','open','open','','rotterdam','','','2014-11-19 11:23:04','2014-11-19 11:23:04','',172,'http://myseatime.com/blog/wp-content/uploads/2014/11/Rotterdam.jpg',0,'attachment','image/jpeg',0,0),(174,1,'2014-11-19 11:23:15','2014-11-19 11:23:15','Six nature and environmental organisations (1), the Port of Rotterdam Authority and Deltalinqs, the interest group for the business sector in the port of Rotterdam, have entered into an agreement to cut back the depositions of nitrogen compounds in the Rijnmond region and surroundings. Emissions of nitrogen compounds from agriculture, industry and traffic among others are harmful to nature if they end up in the environment. Taking extra measures can relieve the pressure on nature areas (especially the dunes) and also help the port to continue to develop.\r\n\r\n<strong>Study into effective measures\r\n</strong>Over the coming nine months, the signatories will study the effectiveness of possible (extra) measures for limiting the deposition of nitrogen in nature areas. This study will investigate measures in industry, agriculture and horticulture and traffic (shipping in particular) as well as the sources which affect the nature areas the most. Parties will also examine the set-up of a regional nitrogen bank which can keep the results of measures. The studies will underlie the goals for reducing nitrogen depositions and making agreements about effective and feasible measures. The results will be registered and, following consultation, they will be put to use partly for new development and partly for deposition reduction in nature areas.\r\n\r\n“This agreement targets nature objectives as well as the development of the port. The nitrogen bank enables us to keep track of the rate of reduction and how we can divide the deposition space which is freed up between nature and the business sector. It is a win-win approach,” according to Ronald Paul, COO of the Port of Rotterdam Authority. Alex Ouwehand, director of the Nature and Environment Federation of South Holland: “This study will increase our knowledge of the most efficient way for us to cut back nitrogen depositions. And it will enable us to actually realise and distribute those reductions properly. On balance, nature will improve.” Steven Lak, Deltalinqs chairman: “The business sector wants to do its part in limiting the environmental impact, but above all it wants to reduce the uncertainties about the issue of permits for new developments. We hope to achieve that with this integral approach. The objective is clear: bring the nitrogen depositions down in a way that is as cost-effective as possible, while allowing businesses to develop.”\r\n\r\n<strong>The problem with nitrogen</strong>\r\nThe combustion processes in engines, and heating systems (nitrogen oxides) and in agriculture (ammonia), is one way nitrogen compounds get into in the air. While fertilizers are beneficial to agricultural crops, they are bad for plant diversity (biodiversity) in many nature areas such as the dunes in South Holland. These plants often require a low-nutrient environment, which means little nitrogen. These areas have a Natura 2000 status which affords them international protection and critical limit values for nitrogen depositions. The decades-old excess of nitrogen depositions in these areas requires site managers to take many more measures to maintain nature, such as more grazing, mowing and turf cutting. If this is not done, increasingly more flora and fauna will disappear from the dunes and the nature areas will quickly become monotonous.\r\n\r\nA large part of the nitrogen depositions in nature areas in the Rijnmond region and surroundings comes from abroad or is of unknown origin. Of the sources in the Netherlands, much comes from agriculture and the livestock industry. Agricultural businesses are often located close to nature areas and ammonia emissions, unlike combustion emissions, settle fast. The heating of houses and buildings also adds considerably to the emissions.\r\n\r\nIndustry and traffic contribute relatively little in total to the nitrogen depositions. The depositions from industry have already been cut back significantly thanks to new technology and stricter legislation. Road traffic has also developed further. Measures can still be applied, however, to shipping in particular. The parties to the agreement also want to map out the cost-effectiveness of measures in agriculture, horticulture and the livestock industry, alongside industry and traffic.\r\n\r\n<strong>Regional contribution</strong>\r\nDue to the nationwide scale of the issue, the State has already been working for several years with the provinces on preparing the Programmatic Approach to Nitrogen (PAS). That national programme likewise has a double goal: conservation of protected nature and economic development. Nature and environmental organisations and the business sector in the Rijnmond region want to make a recognisable regional contribution to this and also reduce their dependence on national programmes. Those goals are achieved through the investigation into and design of a regional programme with a corresponding nitrogen bank alongside the development possibilities offered by the PAS. On balance this will result in a reduction of the nitrogen depositions in nature areas and more possibilities for development in the region. In addition, in many cases the measures will also result in a reduction of the use of fossil fuels and an improvement in air quality. This is a win-win approach in multiple aspects, for which the parties are making every effort.\r\n\r\n<strong>Source:</strong> Port of Rotterdam','Business sector and nature and environmental organisations enter into agreement on reduction of nitrogen depositions ','','inherit','open','open','','172-revision-v1','','','2014-11-19 11:23:15','2014-11-19 11:23:15','',172,'http://myseatime.com/blog/?p=174',0,'revision','',0,0),(175,1,'2014-11-19 11:24:31','2014-11-19 11:24:31','Six nature and environmental organisations (1), the Port of Rotterdam Authority and Deltalinqs, the interest group for the business sector in the port of Rotterdam, have entered into an agreement to cut back the depositions of nitrogen compounds in the Rijnmond region and surroundings. Emissions of nitrogen compounds from agriculture, industry and traffic among others are harmful to nature if they end up in the environment. Taking extra measures can relieve the pressure on nature areas (especially the dunes) and also help the port to continue to develop.\r\n\r\n<strong>Study into effective measures\r\n</strong>Over the coming nine months, the signatories will study the effectiveness of possible (extra) measures for limiting the deposition of nitrogen in nature areas. This study will investigate measures in industry, agriculture and horticulture and traffic (shipping in particular) as well as the sources which affect the nature areas the most. Parties will also examine the set-up of a regional nitrogen bank which can keep the results of measures. The studies will underlie the goals for reducing nitrogen depositions and making agreements about effective and feasible measures. The results will be registered and, following consultation, they will be put to use partly for new development and partly for deposition reduction in nature areas.\r\n\r\n“This agreement targets nature objectives as well as the development of the port. The nitrogen bank enables us to keep track of the rate of reduction and how we can divide the deposition space which is freed up between nature and the business sector. It is a win-win approach,” according to Ronald Paul, COO of the Port of Rotterdam Authority. Alex Ouwehand, director of the Nature and Environment Federation of South Holland: “This study will increase our knowledge of the most efficient way for us to cut back nitrogen depositions. And it will enable us to actually realise and distribute those reductions properly. On balance, nature will improve.” Steven Lak, Deltalinqs chairman: “The business sector wants to do its part in limiting the environmental impact, but above all it wants to reduce the uncertainties about the issue of permits for new developments. We hope to achieve that with this integral approach. The objective is clear: bring the nitrogen depositions down in a way that is as cost-effective as possible, while allowing businesses to develop.”\r\n\r\n<strong>The problem with nitrogen</strong>\r\nThe combustion processes in engines, and heating systems (nitrogen oxides) and in agriculture (ammonia), is one way nitrogen compounds get into in the air. While fertilizers are beneficial to agricultural crops, they are bad for plant diversity (biodiversity) in many nature areas such as the dunes in South Holland. These plants often require a low-nutrient environment, which means little nitrogen. These areas have a Natura 2000 status which affords them international protection and critical limit values for nitrogen depositions. The decades-old excess of nitrogen depositions in these areas requires site managers to take many more measures to maintain nature, such as more grazing, mowing and turf cutting. If this is not done, increasingly more flora and fauna will disappear from the dunes and the nature areas will quickly become monotonous.\r\n\r\nA large part of the nitrogen depositions in nature areas in the Rijnmond region and surroundings comes from abroad or is of unknown origin. Of the sources in the Netherlands, much comes from agriculture and the livestock industry. Agricultural businesses are often located close to nature areas and ammonia emissions, unlike combustion emissions, settle fast. The heating of houses and buildings also adds considerably to the emissions.\r\n\r\nIndustry and traffic contribute relatively little in total to the nitrogen depositions. The depositions from industry have already been cut back significantly thanks to new technology and stricter legislation. Road traffic has also developed further. Measures can still be applied, however, to shipping in particular. The parties to the agreement also want to map out the cost-effectiveness of measures in agriculture, horticulture and the livestock industry, alongside industry and traffic.\r\n\r\n<strong>Regional contribution</strong>\r\nDue to the nationwide scale of the issue, the State has already been working for several years with the provinces on preparing the Programmatic Approach to Nitrogen (PAS). That national programme likewise has a double goal: conservation of protected nature and economic development. Nature and environmental organisations and the business sector in the Rijnmond region want to make a recognisable regional contribution to this and also reduce their dependence on national programmes. Those goals are achieved through the investigation into and design of a regional programme with a corresponding nitrogen bank alongside the development possibilities offered by the PAS. On balance this will result in a reduction of the nitrogen depositions in nature areas and more possibilities for development in the region. In addition, in many cases the measures will also result in a reduction of the use of fossil fuels and an improvement in air quality. This is a win-win approach in multiple aspects, for which the parties are making every effort.\r\n\r\n<strong>Source:</strong> Port of Rotterdam\r\n\r\n<strong>Image Credit</strong>: dredgingtoday','Business sector and nature and environmental organisations enter into agreement on reduction of nitrogen depositions ','','inherit','open','open','','172-revision-v1','','','2014-11-19 11:24:31','2014-11-19 11:24:31','',172,'http://myseatime.com/blog/?p=175',0,'revision','',0,0),(176,1,'2014-11-19 11:31:05','2014-11-19 11:31:05','<strong>Maersk Line has been named Shipping Company of the Year at the Automotive Supply Chain Global awards.</strong>\r\n\r\nMaersk Line won the award for continuing to drive sustainability in shipping by cutting emissions and helping its customers lessen the impact of their supply chains. The introduction of Triple E ships in 2013 and 2014 have set new standards on energy efficiency, while the company’s existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance. In 2013 Maersk Line reduced CO2 by 12% in the same year that it grew by 4.1%. One Judge commented: “Maersk Line’s reliability, innovation and commitment to exceeding customer expectations is testament to what makes them a carrier of choice for many of the world’s automotive manufacturers.”\r\n\r\nDavid Browne, sales director at Maersk Line UK and Ireland, collected the award on behalf of the company, and said “We work with some of the biggest automotive manufacturers in the world, and we are delighted that has been recognised with this award. We are committed to supporting our customers’ businesses and helping them grow, and would like to thank them for their continued support.”\r\n\r\nMaersk Line, which recently announced it had made USD 685 million profit in Q3 2014, works with original equipment manufacturers (OEMs) such as Ford, Nissan, Honda, Toyota, Hyundai and General Motors. In 2014 it was recognised by Ford for its work on the environment and CSR at the Ford World Excellence Awards in May 2014, the first carrier to ever receive recognition.\r\n\r\n<strong>Source:</strong> Maersk social','Maersk Line named Shipping Company of the Year at Automotive Supply Chain Global Awards','','publish','open','open','','maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards-see-more-at-httpmaersklinesocial-commaersk-line-named-shipping-company-of-the-year-at-automotive-supply-c','','\nhttp://maersklinesocial.com/maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards/#sthash.w26r5bX3.dpuf','2015-01-21 20:00:06','2015-01-21 20:00:06','',0,'http://myseatime.com/blog/?p=176',0,'post','',0,41),(178,1,'2014-11-19 11:31:05','2014-11-19 11:31:05','<strong>Maersk Line has been named Shipping Company of the Year at the Automotive Supply Chain Global awards.</strong>\r\n\r\nMaersk Line won the award for continuing to drive sustainability in shipping by cutting emissions and helping its customers lessen the impact of their supply chains. The introduction of Triple E ships in 2013 and 2014 have set new standards on energy efficiency, while the company’s existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance. In 2013 Maersk Line reduced CO2 by 12% in the same year that it grew by 4.1%. One Judge commented: “Maersk Line’s reliability, innovation and commitment to exceeding customer expectations is testament to what makes them a carrier of choice for many of the world’s automotive manufacturers.”\r\n\r\nDavid Browne, sales director at Maersk Line UK and Ireland, collected the award on behalf of the company, and said “We work with some of the biggest automotive manufacturers in the world, and we are delighted that has been recognised with this award. We are committed to supporting our customers’ businesses and helping them grow, and would like to thank them for their continued support.”\r\n\r\nMaersk Line, which recently announced it had made USD 685 million profit in Q3 2014, works with original equipment manufacturers (OEMs) such as Ford, Nissan, Honda, Toyota, Hyundai and General Motors. In 2014 it was recognised by Ford for its work on the environment and CSR at the Ford World Excellence Awards in May 2014, the first carrier to ever receive recognition.\r\n\r\n- See more at: http://maersklinesocial.com/maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards/#sthash.w26r5bX3.dpuf','Maersk Line named Shipping Company of the Year at Automotive Supply Chain Global Awards - See more at: http://maersklinesocial.com/maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards','','inherit','open','open','','176-revision-v1','','','2014-11-19 11:31:05','2014-11-19 11:31:05','',176,'http://myseatime.com/blog/?p=178',0,'revision','',0,0),(179,1,'2014-11-19 11:37:20','2014-11-19 11:37:20','The recent Containerisation International (CI) shipper sentiment survey confirms a number of key policy approaches developed by the Global Shippers\' Forum (GSF).\r\n79 per cent of shipper respondents supported a black list for shippers that mis-declare cargo, including cargo weights, suggesting strong endorsement for GSF\'s maritime safety campaign to tighten up on accurate cargo and weight declarations. 60% of shippers surveyed also indicated they could comply with new International Maritime Organisation (IMO) calculated weight regulations to be introduced from July 2016.\r\nGSF Secretary General, Chris Welsh, said:\r\n\"The calculated weight method proposed by GSF in the detailed IMO negotiations provides a practical and effective solution for quality conscious shippers to be able to comply with the new regulations, while at the same time tackling legitimate safety concerns relating to mis-declared container weights. It is very encouraging that nearly 80% of shippers responding to the CI survey believe action should be taken against those that flout the rules.\"\r\nThe new regulations provide two options: verifying the gross mass weight by weighing a fully laden container (option 1) or using a calculated weight method to verify the gross mass weight of the goods, packing and securing materials and tare weight of the container (method 2).\r\nThe GSF has said that the compromise calculated weight option accepted by IMO should enable regular shippers of homogenous goods to use existing quality management systems to comply with the new rules under certification schemes authorized by competent national maritime enforcement agencies.\r\n\r\nMr Welsh added:\r\n\"The compromise proposals will assist enforcement by regulators and compliance for all stakeholders in the maritime supply chain. The GSF is highly appreciative of the pragmatic approach adopted by IMO officials, member state delegations and our supply chain NGO stakeholder partners in supporting the compromise solution which will ease implementation and avoid delays in the maritime supply chain.\"\r\n\r\nThe proposed amendment to SOLAS, Chapter VI is to be approved at the 94th IMO Maritime Safety Committee taking place in London from 17-21st November 2014.\r\n\r\nThe CI survey results also strongly endorses GSF\'s approach to alliances. Shippers are clearly worried about concentration in the container shipping industry, with 70% of respondents expressing concern about the prospect of reduced competition with fewer global carriers. However, shippers appreciate that a balance needs to be struck, alliances and VSA\'s are preferable to greater market consolidation through, for example, merger and acquisition, but there are legitimate concerns over market dominance, the maintenance of effective competition and the pass through of benefits to customers in terms of improved services and reduced costs. 52% of those surveyed felt that the global alliances had not led to improved service quality.\r\n\r\nThe GSF has announced that is delighted that the world\'s main regulators: the EU, the US FMC and China have agreed in principle at the recent European Maritime Law Organisation conference to hold a further \"summit\" to consider alliances.\r\n\r\nChris Welsh concluded:\r\n\"It\'s clear from the survey responses that the alliances have to place greater focus on service quality to demonstrate the benefits of such cooperation to customers. They therefore need to be more open and transparent about their arrangements. That means giving waivers to allow regulators to share information provided by carriers in their competition and regulatory assessments. That will also give customers greater confidence in alliances and that all the information is on the table to allow effective monitoring of mega alliances with market shares of 30 per cent plus.\"\r\n\r\n<strong>Press Release</strong>','CI shipper sentiment survey reflects GSF issues','','publish','open','open','','ci-shipper-sentiment-survey-reflects-gsf-issues','','','2015-01-28 06:22:24','2015-01-28 06:22:24','',0,'http://myseatime.com/blog/?p=179',0,'post','',0,58),(180,1,'2014-11-19 11:37:20','2014-11-19 11:37:20','The recent Containerisation International (CI) shipper sentiment survey confirms a number of key policy approaches developed by the Global Shippers\' Forum (GSF).\r\n79 per cent of shipper respondents supported a black list for shippers that mis-declare cargo, including cargo weights, suggesting strong endorsement for GSF\'s maritime safety campaign to tighten up on accurate cargo and weight declarations. 60% of shippers surveyed also indicated they could comply with new International Maritime Organisation (IMO) calculated weight regulations to be introduced from July 2016.\r\nGSF Secretary General, Chris Welsh, said:\r\n\"The calculated weight method proposed by GSF in the detailed IMO negotiations provides a practical and effective solution for quality conscious shippers to be able to comply with the new regulations, while at the same time tackling legitimate safety concerns relating to mis-declared container weights. It is very encouraging that nearly 80% of shippers responding to the CI survey believe action should be taken against those that flout the rules.\"\r\nThe new regulations provide two options: verifying the gross mass weight by weighing a fully laden container (option 1) or using a calculated weight method to verify the gross mass weight of the goods, packing and securing materials and tare weight of the container (method 2).\r\nThe GSF has said that the compromise calculated weight option accepted by IMO should enable regular shippers of homogenous goods to use existing quality management systems to comply with the new rules under certification schemes authorized by competent national maritime enforcement agencies.\r\n\r\nMr Welsh added:\r\n\"The compromise proposals will assist enforcement by regulators and compliance for all stakeholders in the maritime supply chain. The GSF is highly appreciative of the pragmatic approach adopted by IMO officials, member state delegations and our supply chain NGO stakeholder partners in supporting the compromise solution which will ease implementation and avoid delays in the maritime supply chain.\"\r\n\r\nThe proposed amendment to SOLAS, Chapter VI is to be approved at the 94th IMO Maritime Safety Committee taking place in London from 17-21st November 2014.\r\n\r\nThe CI survey results also strongly endorses GSF\'s approach to alliances. Shippers are clearly worried about concentration in the container shipping industry, with 70% of respondents expressing concern about the prospect of reduced competition with fewer global carriers. However, shippers appreciate that a balance needs to be struck, alliances and VSA\'s are preferable to greater market consolidation through, for example, merger and acquisition, but there are legitimate concerns over market dominance, the maintenance of effective competition and the pass through of benefits to customers in terms of improved services and reduced costs. 52% of those surveyed felt that the global alliances had not led to improved service quality.\r\n\r\nThe GSF has announced that is delighted that the world\'s main regulators: the EU, the US FMC and China have agreed in principle at the recent European Maritime Law Organisation conference to hold a further \"summit\" to consider alliances.\r\n\r\nChris Welsh concluded:\r\n\"It\'s clear from the survey responses that the alliances have to place greater focus on service quality to demonstrate the benefits of such cooperation to customers. They therefore need to be more open and transparent about their arrangements. That means giving waivers to allow regulators to share information provided by carriers in their competition and regulatory assessments. That will also give customers greater confidence in alliances and that all the information is on the table to allow effective monitoring of mega alliances with market shares of 30 per cent plus.\"\r\n\r\n<strong>Press Release</strong>','CI shipper sentiment survey reflects GSF issues','','inherit','open','open','','179-revision-v1','','','2014-11-19 11:37:20','2014-11-19 11:37:20','',179,'http://myseatime.com/blog/?p=180',0,'revision','',0,0),(181,1,'2014-11-19 11:51:07','2014-11-19 11:51:07','<strong>Maersk Line has been named Shipping Company of the Year at the Automotive Supply Chain Global awards.</strong>\r\n\r\nMaersk Line won the award for continuing to drive sustainability in shipping by cutting emissions and helping its customers lessen the impact of their supply chains. The introduction of Triple E ships in 2013 and 2014 have set new standards on energy efficiency, while the company’s existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance. In 2013 Maersk Line reduced CO2 by 12% in the same year that it grew by 4.1%. One Judge commented: “Maersk Line’s reliability, innovation and commitment to exceeding customer expectations is testament to what makes them a carrier of choice for many of the world’s automotive manufacturers.”\r\n\r\nDavid Browne, sales director at Maersk Line UK and Ireland, collected the award on behalf of the company, and said “We work with some of the biggest automotive manufacturers in the world, and we are delighted that has been recognised with this award. We are committed to supporting our customers’ businesses and helping them grow, and would like to thank them for their continued support.”\r\n\r\nMaersk Line, which recently announced it had made USD 685 million profit in Q3 2014, works with original equipment manufacturers (OEMs) such as Ford, Nissan, Honda, Toyota, Hyundai and General Motors. In 2014 it was recognised by Ford for its work on the environment and CSR at the Ford World Excellence Awards in May 2014, the first carrier to ever receive recognition.\r\n\r\n- See more at: http://maersklinesocial.com/maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards/#sthash.w26r5bX3.dpuf','Maersk Line named Shipping Company of the Year at Automotive Supply Chain Global Awards','','inherit','open','open','','176-revision-v1','','','2014-11-19 11:51:07','2014-11-19 11:51:07','',176,'http://myseatime.com/blog/?p=181',0,'revision','',0,0),(182,1,'2014-11-19 15:38:50','0000-00-00 00:00:00','The nerve centre of the country’s maritime security domain will soon come alive in Gurgaon, six years after the Mumbai attacks forced a major restructuring of the apparatus to tackle threats from the sea.\r\n\r\nThe Information Management and Analysis Centre (IMAC), the single-point agency linking the newly-formed coastal radar chain, is ready to be commissioned by Defence Minister Manohar Parrikar.\r\nThe National Command Control Communication and Intelligence System, or NC3I, will eventually become the backbone of national maritime domain awareness. It is awaiting clearance from the Cabinet Committee on Security.\r\n<a href=\"http://www.dailymail.co.uk/indiahome/indianews/article-2839993/Naval-security-epicentre-ready-commission.html\">click here to read more</a>','India\'s New naval security hub ready in Gurgaon','','draft','open','open','','','','','2014-11-19 15:38:50','2014-11-19 15:38:50','',0,'http://myseatime.com/blog/?p=182',0,'post','',0,0),(183,1,'2014-11-19 15:38:50','2014-11-19 15:38:50','The nerve centre of the country’s maritime security domain will soon come alive in Gurgaon, six years after the Mumbai attacks forced a major restructuring of the apparatus to tackle threats from the sea.\r\n\r\nThe Information Management and Analysis Centre (IMAC), the single-point agency linking the newly-formed coastal radar chain, is ready to be commissioned by Defence Minister Manohar Parrikar.\r\nThe National Command Control Communication and Intelligence System, or NC3I, will eventually become the backbone of national maritime domain awareness. It is awaiting clearance from the Cabinet Committee on Security.\r\n<a href=\"http://www.dailymail.co.uk/indiahome/indianews/article-2839993/Naval-security-epicentre-ready-commission.html\">click here to read more</a>','India\'s New naval security hub ready in Gurgaon','','inherit','open','open','','182-revision-v1','','','2014-11-19 15:38:50','2014-11-19 15:38:50','',182,'http://myseatime.com/blog/?p=183',0,'revision','',0,0),(184,1,'2014-11-19 18:51:09','2014-11-19 18:51:09','Compagnie Maritime Monégasque SAM has recently secured contracts with Petrobras Brazil to charter five new-build Fast Oil Spill Response Vessels with a new and innovative, highly fuel-efficient Damen axe-bow design.\r\n\r\nCMM has secured contracts with Petrobras to charter five new-build Fast Oil Spill Response Vessels using a new innovative and highly fuel-efficient Sea Axe design by Damen Shipyards Group, allowing the vessel to reach offshore oil platforms in half the time it takes traditional Oil Spill Response Vessels. The vessels have unrivalled speed, stability and operability in deep seas.\r\n\r\nThree vessels will start operating by end of December 2015 and two by end of June 2016. The four-year firm contract has a value of $130 million and is mutually extendable for a further four-year term. All of the vessels are being built by Damen, and will have state-of-the-art guidance and propulsion systems with built-in redundancies.\r\n\r\nChristophe Vancauwenbergh CMM’s CEO said: “This is our second Brazil project and we look forward to further building and developing our partnership with Petrobras. CMM’s track record in managing and executing projects of this nature, working closely with the client, was key to our success in securing this contract.”\r\n\r\n<strong>Source &amp; image credit:</strong> Damen','Damen to build five OSRV\'s for CMM','','publish','open','open','','damen-to-build-five-osrvs-for-cmm','','','2014-11-19 18:51:09','2014-11-19 18:51:09','',0,'http://myseatime.com/blog/?p=184',0,'post','',0,52),(185,1,'2014-11-19 18:50:34','2014-11-19 18:50:34','','Oil_Spill_Response_Vessels','','inherit','open','open','','oil_spill_response_vessels','','','2014-11-19 18:50:34','2014-11-19 18:50:34','',184,'http://myseatime.com/blog/wp-content/uploads/2014/11/Oil_Spill_Response_Vessels.jpg',0,'attachment','image/jpeg',0,0),(186,1,'2014-11-19 18:51:09','2014-11-19 18:51:09','Compagnie Maritime Monégasque SAM has recently secured contracts with Petrobras Brazil to charter five new-build Fast Oil Spill Response Vessels with a new and innovative, highly fuel-efficient Damen axe-bow design.\r\n\r\nCMM has secured contracts with Petrobras to charter five new-build Fast Oil Spill Response Vessels using a new innovative and highly fuel-efficient Sea Axe design by Damen Shipyards Group, allowing the vessel to reach offshore oil platforms in half the time it takes traditional Oil Spill Response Vessels. The vessels have unrivalled speed, stability and operability in deep seas.\r\n\r\nThree vessels will start operating by end of December 2015 and two by end of June 2016. The four-year firm contract has a value of $130 million and is mutually extendable for a further four-year term. All of the vessels are being built by Damen, and will have state-of-the-art guidance and propulsion systems with built-in redundancies.\r\n\r\nChristophe Vancauwenbergh CMM’s CEO said: “This is our second Brazil project and we look forward to further building and developing our partnership with Petrobras. CMM’s track record in managing and executing projects of this nature, working closely with the client, was key to our success in securing this contract.”\r\n\r\n<strong>Source &amp; image credit:</strong> Damen','Damen to build five OSRV\'s for CMM','','inherit','open','open','','184-revision-v1','','','2014-11-19 18:51:09','2014-11-19 18:51:09','',184,'http://myseatime.com/blog/?p=186',0,'revision','',0,0),(187,1,'2014-11-19 19:21:04','2014-11-19 19:21:04','The mystery surrounding a century-old tragedy linking China and New Zealand has been solved with the discovery of a steamer that sank of the far north of New Zealand in 1902.\r\n\r\nThe wreck found 21 km off the Hokianga Harbor has been formally identified as the SS Ventnor, which was carrying the remains of 499 Chinese gold miners back to their homeland to be buried by their families according to Chinese custom.\r\n\r\nAuthorities in both China and New Zealand had been duly notified and the find had been gazetted by Heritage New Zealand, meaning no items could be removed from the wreck without permission, John Albert, chairman of the Ventnor Project Group, said Wednesday.\r\n\r\nThe wreck was found in about 150 meters of water after a three- year search, he said in a statement.\r\n\r\n\"Finding the SS Ventnor highlights the significant ties between China and New Zealand,\" said Albert.\r\n\r\n\"It is important historically in terms of the early Chinese contribution to New Zealand and culturally in terms of the shared attitudes towards human remains. Since the time of the shipwreck, remains have drifted to shore. These have been interred and their graves cared for by local Maori.\"\r\n\r\nIn view of the current visit to New Zealand by Chinese President Xi Jinping, one of the kaumatua (elders) of the Hokianga iwi (tribe), John Klaracich, extended an invitation to the Chinese leadership to visit Hokianga next time they were in New Zealand.\r\n\r\n\"We would like to give representatives of China the opportunity to personally visit the graves of their countrymen on land and at sea, and pay respects to those pioneers who had not only helped to build our country materially, but brought their rich and ancient culture to our land as well,\" said Klaracich in the statement.\r\n\r\nThe SS Ventnor was a British ship, chartered in 1902 by the Cheong Sing Tong, a charity organization led by Dunedin businessman Choie Sew Hoy, to transport the exhumed remains of Chinese men who had died in New Zealand back to their homeland for reburial.\r\n\r\nThe men, mostly from the Guangdong area, had come to New Zealand to work on the gold fields and the towns that sprung up around it.\r\n\r\nAs the men -- including Choie Sew Hoy himself -- died, they were buried in New Zealand before being returned to China.\r\n\r\nThe SS Ventnor picked up the remains mostly in lead-lined coffins in Dunedin, Greymouth and Wellington.\r\n\r\nOn Oct. 27, 1902, it struck a reef on the Taranaki coast off the west of the North Island, and sank the next day with the loss of 13 lives.\r\n\r\nWhile human remains and occasional flotsam washed up on Hokianga beaches, the location of the wreck had remained a mystery for more than a century.\r\n\r\n<strong>Source:</strong>  Xinhua\r\n\r\n<strong>Image credit:</strong> aucklandcity.govt.nz','112 years old Mystery ends as the shipwreck carrying remains of Chinese gold miners is found','','publish','open','open','','112-years-old-mystery-ends-as-the-shipwreck-carrying-remains-of-chinese-gold-miners-is-found','','','2014-11-19 19:26:06','2014-11-19 19:26:06','',0,'http://myseatime.com/blog/?p=187',0,'post','',0,44),(188,1,'2014-11-19 19:19:12','2014-11-19 19:19:12','','AWNS_19021113_p003_i001_b','','inherit','open','open','','awns_19021113_p003_i001_b','','','2014-11-19 19:19:12','2014-11-19 19:19:12','',187,'http://myseatime.com/blog/wp-content/uploads/2014/11/AWNS_19021113_p003_i001_b.jpg',0,'attachment','image/jpeg',0,0),(189,1,'2014-11-19 19:21:04','2014-11-19 19:21:04','The mystery surrounding a century-old tragedy linking China and New Zealand has been solved with the discovery of a steamer that sank of the far north of New Zealand in 1902.\r\n\r\nThe wreck found 21 km off the Hokianga Harbor has been formally identified as the SS Ventnor, which was carrying the remains of 499 Chinese gold miners back to their homeland to be buried by their families according to Chinese custom.\r\n\r\nAuthorities in both China and New Zealand had been duly notified and the find had been gazetted by Heritage New Zealand, meaning no items could be removed from the wreck without permission, John Albert, chairman of the Ventnor Project Group, said Wednesday.\r\n\r\nThe wreck was found in about 150 meters of water after a three- year search, he said in a statement.\r\n\r\n\"Finding the SS Ventnor highlights the significant ties between China and New Zealand,\" said Albert.\r\n\r\n\"It is important historically in terms of the early Chinese contribution to New Zealand and culturally in terms of the shared attitudes towards human remains. Since the time of the shipwreck, remains have drifted to shore. These have been interred and their graves cared for by local Maori.\"\r\n\r\nIn view of the current visit to New Zealand by Chinese President Xi Jinping, one of the kaumatua (elders) of the Hokianga iwi (tribe), John Klaracich, extended an invitation to the Chinese leadership to visit Hokianga next time they were in New Zealand.\r\n\r\n\"We would like to give representatives of China the opportunity to personally visit the graves of their countrymen on land and at sea, and pay respects to those pioneers who had not only helped to build our country materially, but brought their rich and ancient culture to our land as well,\" said Klaracich in the statement.\r\n\r\nThe SS Ventnor was a British ship, chartered in 1902 by the Cheong Sing Tong, a charity organization led by Dunedin businessman Choie Sew Hoy, to transport the exhumed remains of Chinese men who had died in New Zealand back to their homeland for reburial.\r\n\r\nThe men, mostly from the Guangdong area, had come to New Zealand to work on the gold fields and the towns that sprung up around it.\r\n\r\nAs the men -- including Choie Sew Hoy himself -- died, they were buried in New Zealand before being returned to China.\r\n\r\nThe SS Ventnor picked up the remains mostly in lead-lined coffins in Dunedin, Greymouth and Wellington.\r\n\r\nOn Oct. 27, 1902, it struck a reef on the Taranaki coast off the west of the North Island, and sank the next day with the loss of 13 lives.\r\n\r\nWhile human remains and occasional flotsam washed up on Hokianga beaches, the location of the wreck had remained a mystery for more than a century.\r\n\r\n<strong>Source:</strong>  Xinhua\r\n\r\n<strong>Image credit:</strong> aucklandcity.govt.nz','112 years old Mystery ends as the shipwreck carrying remains of Chinese gold miners is found','','inherit','open','open','','187-revision-v1','','','2014-11-19 19:21:04','2014-11-19 19:21:04','',187,'http://myseatime.com/blog/?p=189',0,'revision','',0,0),(192,1,'2014-11-20 09:55:44','2014-11-20 09:55:44','<strong>Maersk Line has been named Shipping Company of the Year at the Automotive Supply Chain Global awards.</strong>\r\n\r\nMaersk Line won the award for continuing to drive sustainability in shipping by cutting emissions and helping its customers lessen the impact of their supply chains. The introduction of Triple E ships in 2013 and 2014 have set new standards on energy efficiency, while the company’s existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance. In 2013 Maersk Line reduced CO2 by 12% in the same year that it grew by 4.1%. One Judge commented: “Maersk Line’s reliability, innovation and commitment to exceeding customer expectations is testament to what makes them a carrier of choice for many of the world’s automotive manufacturers.”\r\n\r\nDavid Browne, sales director at Maersk Line UK and Ireland, collected the award on behalf of the company, and said “We work with some of the biggest automotive manufacturers in the world, and we are delighted that has been recognised with this award. We are committed to supporting our customers’ businesses and helping them grow, and would like to thank them for their continued support.”\r\n\r\nMaersk Line, which recently announced it had made USD 685 million profit in Q3 2014, works with original equipment manufacturers (OEMs) such as Ford, Nissan, Honda, Toyota, Hyundai and General Motors. In 2014 it was recognised by Ford for its work on the environment and CSR at the Ford World Excellence Awards in May 2014, the first carrier to ever receive recognition.\r\n\r\n- Read more <a href=\"http://maersklinesocial.com/maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards/#sthash.w26r5bX3.dpuf\">here</a>','Maersk Line named Shipping Company of the Year at Automotive Supply Chain Global Awards','','inherit','open','open','','176-revision-v1','','','2014-11-20 09:55:44','2014-11-20 09:55:44','',176,'http://myseatime.com/blog/?p=192',0,'revision','',0,0),(193,1,'2014-11-20 09:56:54','2014-11-20 09:56:54','<strong>Maersk Line has been named Shipping Company of the Year at the Automotive Supply Chain Global awards.</strong>\r\n\r\nMaersk Line won the award for continuing to drive sustainability in shipping by cutting emissions and helping its customers lessen the impact of their supply chains. The introduction of Triple E ships in 2013 and 2014 have set new standards on energy efficiency, while the company’s existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance. In 2013 Maersk Line reduced CO2 by 12% in the same year that it grew by 4.1%. One Judge commented: “Maersk Line’s reliability, innovation and commitment to exceeding customer expectations is testament to what makes them a carrier of choice for many of the world’s automotive manufacturers.”\r\n\r\nDavid Browne, sales director at Maersk Line UK and Ireland, collected the award on behalf of the company, and said “We work with some of the biggest automotive manufacturers in the world, and we are delighted that has been recognised with this award. We are committed to supporting our customers’ businesses and helping them grow, and would like to thank them for their continued support.”\r\n\r\nMaersk Line, which recently announced it had made USD 685 million profit in Q3 2014, works with original equipment manufacturers (OEMs) such as Ford, Nissan, Honda, Toyota, Hyundai and General Motors. In 2014 it was recognised by Ford for its work on the environment and CSR at the Ford World Excellence Awards in May 2014, the first carrier to ever receive recognition.\r\n\r\n- Read more <a href=\"http://maersklinesocial.com/maersk-line-named-shipping-company-of-the-year-at-automotive-supply-chain-global-awards/#sthash.w26r5bX3.dpuf\" target=\"_blank\">here</a>','Maersk Line named Shipping Company of the Year at Automotive Supply Chain Global Awards','','inherit','open','open','','176-revision-v1','','','2014-11-20 09:56:54','2014-11-20 09:56:54','',176,'http://myseatime.com/blog/?p=193',0,'revision','',0,0),(194,1,'2014-11-20 09:57:46','2014-11-20 09:57:46','<strong>Maersk Line has been named Shipping Company of the Year at the Automotive Supply Chain Global awards.</strong>\r\n\r\nMaersk Line won the award for continuing to drive sustainability in shipping by cutting emissions and helping its customers lessen the impact of their supply chains. The introduction of Triple E ships in 2013 and 2014 have set new standards on energy efficiency, while the company’s existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance. In 2013 Maersk Line reduced CO2 by 12% in the same year that it grew by 4.1%. One Judge commented: “Maersk Line’s reliability, innovation and commitment to exceeding customer expectations is testament to what makes them a carrier of choice for many of the world’s automotive manufacturers.”\r\n\r\nDavid Browne, sales director at Maersk Line UK and Ireland, collected the award on behalf of the company, and said “We work with some of the biggest automotive manufacturers in the world, and we are delighted that has been recognised with this award. We are committed to supporting our customers’ businesses and helping them grow, and would like to thank them for their continued support.”\r\n\r\nMaersk Line, which recently announced it had made USD 685 million profit in Q3 2014, works with original equipment manufacturers (OEMs) such as Ford, Nissan, Honda, Toyota, Hyundai and General Motors. In 2014 it was recognised by Ford for its work on the environment and CSR at the Ford World Excellence Awards in May 2014, the first carrier to ever receive recognition.\r\n\r\n<strong>Source:</strong> Maersk social','Maersk Line named Shipping Company of the Year at Automotive Supply Chain Global Awards','','inherit','open','open','','176-revision-v1','','','2014-11-20 09:57:46','2014-11-20 09:57:46','',176,'http://myseatime.com/blog/?p=194',0,'revision','',0,0),(195,1,'2014-11-20 10:14:51','2014-11-20 10:14:51','The head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\r\n\r\nThe head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\r\n\r\nKim Han-sik, president of Chonghaejin Marine Co Ltd, also received a two million won (£1,150) fine for failing to stop the improper storage and overloaded cargo on the ship that judges ruled contributed to the sinking, the Gwangju District Court said in a statement.\r\n\r\nRead more <a href=\"http://home.bt.com/news/world-news/10-years-for-ferry-operator-chief-11363945184474\" target=\"_blank\">here</a>\r\n\r\n<strong>Image credit</strong>: telegraph.co.uk','Seoul ferry chief sentenced to 10 years prison','','publish','open','open','','seoul-ferry-chief-sentenced-to-10-years-prison','','','2014-11-20 10:18:18','2014-11-20 10:18:18','',0,'http://myseatime.com/blog/?p=195',0,'post','',0,46),(196,1,'2014-11-20 10:14:40','2014-11-20 10:14:40','','Ferry-09_bow_2883704k','','inherit','open','open','','ferry-09_bow_2883704k','','','2014-11-20 10:14:40','2014-11-20 10:14:40','',195,'http://myseatime.com/blog/wp-content/uploads/2014/11/Ferry-09_bow_2883704k.jpg',0,'attachment','image/jpeg',0,0),(197,1,'2014-11-20 10:14:51','2014-11-20 10:14:51','The head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\r\n\r\nThe head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\r\n\r\nKim Han-sik, president of Chonghaejin Marine Co Ltd, also received a two million won (£1,150) fine for failing to stop the improper storage and overloaded cargo on the ship that judges ruled contributed to the sinking, the Gwangju District Court said in a statement.\r\n\r\nRead more <a href=\"http://home.bt.com/news/world-news/10-years-for-ferry-operator-chief-11363945184474\" target=\"_blank\">here</a>','Seoul ferry chief sentenced to 10 years prison','','inherit','open','open','','195-revision-v1','','','2014-11-20 10:14:51','2014-11-20 10:14:51','',195,'http://myseatime.com/blog/?p=197',0,'revision','',0,0),(198,1,'2014-11-20 10:18:14','2014-11-20 10:18:14','The head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\n\nThe head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\n\nKim Han-sik, president of Chonghaejin Marine Co Ltd, also received a two million won (£1,150) fine for failing to stop the improper storage and overloaded cargo on the ship that judges ruled contributed to the sinking, the Gwangju District Court said in a statement.\n\nRead more <a href=\"http://home.bt.com/news/world-news/10-years-for-ferry-operator-chief-11363945184474\" target=\"_blank\">here</a>\n\nImage credit: telegraph.co.uk','Seoul ferry chief sentenced to 10 years prison','','inherit','open','open','','195-autosave-v1','','','2014-11-20 10:18:14','2014-11-20 10:18:14','',195,'http://myseatime.com/blog/?p=198',0,'revision','',0,0),(199,1,'2014-11-20 10:18:18','2014-11-20 10:18:18','The head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\r\n\r\nThe head of a ferry operator was sentenced to 10 years in prison today in a South Korean court over an April ship sinking that killed more than 300 people, mostly teenage students.\r\n\r\nKim Han-sik, president of Chonghaejin Marine Co Ltd, also received a two million won (£1,150) fine for failing to stop the improper storage and overloaded cargo on the ship that judges ruled contributed to the sinking, the Gwangju District Court said in a statement.\r\n\r\nRead more <a href=\"http://home.bt.com/news/world-news/10-years-for-ferry-operator-chief-11363945184474\" target=\"_blank\">here</a>\r\n\r\n<strong>Image credit</strong>: telegraph.co.uk','Seoul ferry chief sentenced to 10 years prison','','inherit','open','open','','195-revision-v1','','','2014-11-20 10:18:18','2014-11-20 10:18:18','',195,'http://myseatime.com/blog/?p=199',0,'revision','',0,0),(200,1,'2014-11-20 10:37:17','2014-11-20 10:37:17','Seaspan Ferries Corporation (SFC) announced today that Sedef Shipyard of Istanbul, Turkey has been awarded the contract for the construction of two new dual-fuelled (diesel and liquefied natural gas) ferries.\r\n\r\nThe 148.9 metre ferries, both expected to be in operation by late 2016, will accommodate up to 59 trailers. Construction is scheduled to start in early 2015.\r\n\r\n“Seaspan is pleased to partner with Sedef Shipyard to build two new state-of-the-art ferries,” said Steve Roth, Vice President, Seaspan Ferries Corporation. “Today’s announcement demonstrates a clear commitment to our drop-trailer customers through the modernization of an aging fleet.”\r\n\r\n“One of Seaspan’s Core Values is care for the environment and we are committed to ensuring the conservation of Canadian oceans and waterways,” said Steve. “These new, technologically advanced ferries will reduce our greenhouse gas emissions significantly compared to current alternatives while ensuring the highest level of efficiency, performance and reliability.”\r\n\r\nSFC’s contract award comes on the heels of an extensive and competitive procurement process that included more than 40 shipyards around the world, as well as a thorough analysis of Seaspan Shipyard’s capacity to construct these vessels at its new facility at Vancouver Shipyards.\r\n\r\n“Our decision to have a non-Seaspan shipyard build our new ferries was not made lightly, but it was a simple decision based on capacity,” said Jonathan Whitworth, CEO, Seaspan.\r\n\r\n“We are laser-focused on successfully delivering our multi-year, multi-billion dollar project to build vessels for the men and women of the Royal Canadian Navy and Canadian Coast Guard under the National Shipbuilding Procurement Strategy (NSPS). We have established a world-class shipbuilding and ship repair centre of excellence, and are working to returning B.C.’s shipbuilding industry to its once thriving roots, as evidenced by our recently completed state-of-the-art facility at Vancouver Shipyards. For the next five to seven years, our new vessel building capacity will be solely dedicated to the NSPS Non-Combat vessels.”\r\n\r\nSedef Shipyard is world renowned for its shipbuilding capability and expertise, having built more than 175 vessels since it was first founded in 1975. Sedef is owned by Turkon Holdings, which provides marine transportation and shipbuilding services, along with marinas, hotels and other tourism ventures.\r\n\r\n“We feel very honoured to be chosen as Seaspan’s shipbuilding partner and we will take great pride in building their new ferries,” said Orkun Kalkavan, Board Member of Sedef Shipyard. “The technical side of the project is also a matter of pride due to the dual fuel-LNG hybrid particulars of the vessels, which we feel demonstrate our shipyard’s commitment to building sophisticated and environmentally friendly vessels. The entire shipyard is excited about this project and dedicated to building Seaspan’s ships on-time and on-budget.”\r\n\r\n<strong>Source &amp; Photo credit</strong>: Seaspan','Canada\'s seaspan orders two LNG fuelled ferries in turkish yard','','publish','open','open','','200','','','2015-01-28 06:33:26','2015-01-28 06:33:26','',0,'http://myseatime.com/blog/?p=200',0,'post','',0,52),(203,1,'2014-11-20 10:38:51','2014-11-20 10:38:51','Seaspan Ferries Corporation (SFC) announced today that Sedef Shipyard of Istanbul, Turkey has been awarded the contract for the construction of two new dual-fuelled (diesel and liquefied natural gas) ferries.\n\nThe 148.9 metre ferries, both expected to be in operation by late 2016, will accommodate up to 59 trailers. Construction is scheduled to start in early 2015.\n\n“Seaspan is pleased to partner with Sedef Shipyard to build two new state-of-the-art ferries,” said Steve Roth, Vice President, Seaspan Ferries Corporation. “Today’s announcement demonstrates a clear commitment to our drop-trailer customers through the modernization of an aging fleet.”\n\n“One of Seaspan’s Core Values is care for the environment and we are committed to ensuring the conservation of Canadian oceans and waterways,” said Steve. “These new, technologically advanced ferries will reduce our greenhouse gas emissions significantly compared to current alternatives while ensuring the highest level of efficiency, performance and reliability.”\n\nSFC’s contract award comes on the heels of an extensive and competitive procurement process that included more than 40 shipyards around the world, as well as a thorough analysis of Seaspan Shipyard’s capacity to construct these vessels at its new facility at Vancouver Shipyards.\n\n“Our decision to have a non-Seaspan shipyard build our new ferries was not made lightly, but it was a simple decision based on capacity,” said Jonathan Whitworth, CEO, Seaspan.\n\n“We are laser-focused on successfully delivering our multi-year, multi-billion dollar project to build vessels for the men and women of the Royal Canadian Navy and Canadian Coast Guard under the National Shipbuilding Procurement Strategy (NSPS). We have established a world-class shipbuilding and ship repair centre of excellence, and are working to returning B.C.’s shipbuilding industry to its once thriving roots, as evidenced by our recently completed state-of-the-art facility at Vancouver Shipyards. For the next five to seven years, our new vessel building capacity will be solely dedicated to the NSPS Non-Combat vessels.”\n\nSedef Shipyard is world renowned for its shipbuilding capability and expertise, having built more than 175 vessels since it was first founded in 1975. Sedef is owned by Turkon Holdings, which provides marine transportation and shipbuilding services, along with marinas, hotels and other tourism ventures.\n\n“We feel very honoured to be chosen as Seaspan’s shipbuilding partner and we will take great pride in building their new ferries,” said Orkun Kalkavan, Board Member of Sedef Shipyard. “The technical side of the project is also a matter of pride due to the dual fuel-LNG hybrid particulars of the vessels, which we feel demonstrate our shipyard’s commitment to building sophisticated and environmentally friendly vessels. The entire shipyard is excited about this project and dedicated to building Seaspan’s ships on-time and on-budget.”','Canada\'s seaspan orders two LNG fuelled ','','inherit','open','open','','200-autosave-v1','','','2014-11-20 10:38:51','2014-11-20 10:38:51','',200,'http://myseatime.com/blog/?p=203',0,'revision','',0,0),(204,1,'2014-11-20 10:39:04','2014-11-20 10:39:04','Seaspan Ferries Corporation (SFC) announced today that Sedef Shipyard of Istanbul, Turkey has been awarded the contract for the construction of two new dual-fuelled (diesel and liquefied natural gas) ferries.\r\n\r\nThe 148.9 metre ferries, both expected to be in operation by late 2016, will accommodate up to 59 trailers. Construction is scheduled to start in early 2015.\r\n\r\n“Seaspan is pleased to partner with Sedef Shipyard to build two new state-of-the-art ferries,” said Steve Roth, Vice President, Seaspan Ferries Corporation. “Today’s announcement demonstrates a clear commitment to our drop-trailer customers through the modernization of an aging fleet.”\r\n\r\n“One of Seaspan’s Core Values is care for the environment and we are committed to ensuring the conservation of Canadian oceans and waterways,” said Steve. “These new, technologically advanced ferries will reduce our greenhouse gas emissions significantly compared to current alternatives while ensuring the highest level of efficiency, performance and reliability.”\r\n\r\nSFC’s contract award comes on the heels of an extensive and competitive procurement process that included more than 40 shipyards around the world, as well as a thorough analysis of Seaspan Shipyard’s capacity to construct these vessels at its new facility at Vancouver Shipyards.\r\n\r\n“Our decision to have a non-Seaspan shipyard build our new ferries was not made lightly, but it was a simple decision based on capacity,” said Jonathan Whitworth, CEO, Seaspan.\r\n\r\n“We are laser-focused on successfully delivering our multi-year, multi-billion dollar project to build vessels for the men and women of the Royal Canadian Navy and Canadian Coast Guard under the National Shipbuilding Procurement Strategy (NSPS). We have established a world-class shipbuilding and ship repair centre of excellence, and are working to returning B.C.’s shipbuilding industry to its once thriving roots, as evidenced by our recently completed state-of-the-art facility at Vancouver Shipyards. For the next five to seven years, our new vessel building capacity will be solely dedicated to the NSPS Non-Combat vessels.”\r\n\r\nSedef Shipyard is world renowned for its shipbuilding capability and expertise, having built more than 175 vessels since it was first founded in 1975. Sedef is owned by Turkon Holdings, which provides marine transportation and shipbuilding services, along with marinas, hotels and other tourism ventures.\r\n\r\n“We feel very honoured to be chosen as Seaspan’s shipbuilding partner and we will take great pride in building their new ferries,” said Orkun Kalkavan, Board Member of Sedef Shipyard. “The technical side of the project is also a matter of pride due to the dual fuel-LNG hybrid particulars of the vessels, which we feel demonstrate our shipyard’s commitment to building sophisticated and environmentally friendly vessels. The entire shipyard is excited about this project and dedicated to building Seaspan’s ships on-time and on-budget.”','Canada\'s seaspan orders two LNG fuelled ferries in turkish yard','','inherit','open','open','','200-revision-v1','','','2014-11-20 10:39:04','2014-11-20 10:39:04','',200,'http://myseatime.com/blog/?p=204',0,'revision','',0,0),(205,1,'2014-11-20 10:40:15','2014-11-20 10:40:15','Seaspan Ferries Corporation (SFC) announced today that Sedef Shipyard of Istanbul, Turkey has been awarded the contract for the construction of two new dual-fuelled (diesel and liquefied natural gas) ferries.\r\n\r\nThe 148.9 metre ferries, both expected to be in operation by late 2016, will accommodate up to 59 trailers. Construction is scheduled to start in early 2015.\r\n\r\n“Seaspan is pleased to partner with Sedef Shipyard to build two new state-of-the-art ferries,” said Steve Roth, Vice President, Seaspan Ferries Corporation. “Today’s announcement demonstrates a clear commitment to our drop-trailer customers through the modernization of an aging fleet.”\r\n\r\n“One of Seaspan’s Core Values is care for the environment and we are committed to ensuring the conservation of Canadian oceans and waterways,” said Steve. “These new, technologically advanced ferries will reduce our greenhouse gas emissions significantly compared to current alternatives while ensuring the highest level of efficiency, performance and reliability.”\r\n\r\nSFC’s contract award comes on the heels of an extensive and competitive procurement process that included more than 40 shipyards around the world, as well as a thorough analysis of Seaspan Shipyard’s capacity to construct these vessels at its new facility at Vancouver Shipyards.\r\n\r\n“Our decision to have a non-Seaspan shipyard build our new ferries was not made lightly, but it was a simple decision based on capacity,” said Jonathan Whitworth, CEO, Seaspan.\r\n\r\n“We are laser-focused on successfully delivering our multi-year, multi-billion dollar project to build vessels for the men and women of the Royal Canadian Navy and Canadian Coast Guard under the National Shipbuilding Procurement Strategy (NSPS). We have established a world-class shipbuilding and ship repair centre of excellence, and are working to returning B.C.’s shipbuilding industry to its once thriving roots, as evidenced by our recently completed state-of-the-art facility at Vancouver Shipyards. For the next five to seven years, our new vessel building capacity will be solely dedicated to the NSPS Non-Combat vessels.”\r\n\r\nSedef Shipyard is world renowned for its shipbuilding capability and expertise, having built more than 175 vessels since it was first founded in 1975. Sedef is owned by Turkon Holdings, which provides marine transportation and shipbuilding services, along with marinas, hotels and other tourism ventures.\r\n\r\n“We feel very honoured to be chosen as Seaspan’s shipbuilding partner and we will take great pride in building their new ferries,” said Orkun Kalkavan, Board Member of Sedef Shipyard. “The technical side of the project is also a matter of pride due to the dual fuel-LNG hybrid particulars of the vessels, which we feel demonstrate our shipyard’s commitment to building sophisticated and environmentally friendly vessels. The entire shipyard is excited about this project and dedicated to building Seaspan’s ships on-time and on-budget.”\r\n\r\n<strong>Source &amp; Photo credit</strong>: Seaspan','Canada\'s seaspan orders two LNG fuelled ferries in turkish yard','','inherit','open','open','','200-revision-v1','','','2014-11-20 10:40:15','2014-11-20 10:40:15','',200,'http://myseatime.com/blog/?p=205',0,'revision','',0,0),(206,1,'2014-11-20 11:05:38','2014-11-20 11:05:38','A Malaysian Navy ship which was docked at the Bousted Naval Shipyard (BNS)  for refit work sank partially when water flooded the lower point of the vessel.\r\n\r\nThe KD Perantau, commissioned on Oct 12 1998 with pennant number 151, suffered flooding around 11.17pm last night, allegedly during an attempt to remove its one-tonne generator set.\r\n\r\nThe hydrography ship was also used in the search and rescue mission of flight MH370 which is believed to have gone missing in the southern parts of the Indian ocean.\r\n\r\nAccording to a statement issued by the Royal Malaysian Navy base here, the vessel was sent to BNS for refit works on Nov 10 recently and it was to be handed back to the navy on Aug 10 next year.\r\n\r\nThe official statement said that almost all movable equipment such pumps, motors and survey apparatus had already been removed from the ship in preparation for the refit work.\r\n\r\nIt said an investigation board would be set up to determine the cause of the flooding, stressing that both the navy and BNS were salvaging the ship.\r\n\r\nNo one was reported injured according to the Royal Malaysian Navy statement.\r\n\r\n<strong>Image credit</strong>: nst.com/my','Malaysian navy ship KD Perantau sinks at dock ','','publish','open','open','','malaysian-navy-ship-kd-perantau-sinks-at-dock','','','2014-11-20 11:48:28','2014-11-20 11:48:28','',0,'http://myseatime.com/blog/?p=206',0,'post','',0,43),(207,1,'2014-11-20 11:04:49','2014-11-20 11:04:49','LUMUT  19 November 2014.( FOR ALL )  A Royal Malaysian Navy ship KD Perantau which was docked at the Bousted Naval Shipyard (BNS) here for refit work sank partially when water flooded the lower point of the vessel. STR/FACEBOOK/navythebest *** Local Caption ***','KD PERANTAU','','inherit','open','open','','kd-perantau','','','2014-11-20 11:04:49','2014-11-20 11:04:49','',206,'http://myseatime.com/blog/wp-content/uploads/2014/11/20ipe1.transformed_0.jpg',0,'attachment','image/jpeg',0,0),(208,1,'2014-11-20 11:05:38','2014-11-20 11:05:38','A Malaysian Navy ship which was docked at the Bousted Naval Shipyard (BNS)  for refit work sank partially when water flooded the lower point of the vessel.\r\n\r\nThe KD Perantau, commissioned on Oct 12 1998 with pennant number 151, suffered flooding around 11.17pm last night, allegedly during an attempt to remove its one-tonne generator set.\r\n\r\nThe hydrography ship was also used in the search and rescue mission of flight MH370 which is believed to have gone missing in the southern parts of the Indian ocean.\r\n\r\nAccording to a statement issued by the Royal Malaysian Navy base here, the vessel was sent to BNS for refit works on Nov 10 recently and it was to be handed back to the navy on Aug 10 next year.\r\n\r\nThe official statement said that almost all movable equipment such pumps, motors and survey apparatus had already been removed from the ship in preparation for the refit work.\r\n\r\nIt said an investigation board would be set up to determine the cause of the flooding, stressing that both the navy and BNS were salvaging the ship.\r\n\r\nNo one was reported injured according to the Royal Malaysian Navy statement.\r\n\r\n<strong>Image credit</strong>: nst.com/my','Malaysian navy ship KD Perantau sinks at dock ','','inherit','open','open','','206-revision-v1','','','2014-11-20 11:05:38','2014-11-20 11:05:38','',206,'http://myseatime.com/blog/?p=208',0,'revision','',0,0),(209,1,'2014-11-20 11:06:05','2014-11-20 11:06:05','<p>A Malaysian Navy ship which was docked at the Bousted Naval Shipyard (BNS)  for refit work sank partially when water flooded the lower point of the vessel.</p>\r\n<p>The KD Perantau, commissioned on Oct 12 1998 with pennant number 151, suffered flooding around 11.17pm last night, allegedly during an attempt to remove its one-tonne generator set.</p>\r\n<p>The hydrography ship was also used in the search and rescue mission of flight MH370 which is believed to have gone missing in the southern parts of the Indian ocean.</p>\r\n<p>According to a statement issued by the Royal Malaysian Navy base here, the vessel was sent to BNS for refit works on Nov 10 recently and it was to be handed back to the navy on Aug 10 next year.</p>\r\n<p>The official statement said that almost all movable equipment such pumps, motors and survey apparatus had already been removed from the ship in preparation for the refit work.</p>\r\n<p>It said an investigation board would be set up to determine the cause of the flooding, stressing that both the navy and BNS were salvaging the ship.</p>\r\n<p>No one was reported injured according to the Royal Malaysian Navy statement.</p>\r\n<p><strong>Image credit</strong>: nst.com/my</p>\r\n','Malaysian navy ship KD Perantau sinks at dock ','','inherit','open','open','','206-revision-v1','','','2014-11-20 11:06:05','2014-11-20 11:06:05','',206,'http://myseatime.com/blog/?p=209',0,'revision','',0,0),(210,1,'2014-11-20 11:45:00','2014-11-20 11:45:00','Dubai, 20 November 2014 – To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memorandum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore &amp; Marine (N-KOM).\r\nThe signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Officer, signed the memorandum.\r\n\r\nThe MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Transport Company (Nakilat) and Keppel Offshore &amp; Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, ship owners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.\r\n\r\n“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activities. Therefore, we look forward to establishing a valuable partnership with N-KOM which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.\r\n\r\nMr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas carrier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”\r\n\r\nAs part of the agreement DNV GL and N-KOM will cooperate, amongst others, on the development and newbuilding of bunker barges, of coolant barges for temporary gas storage as well as to promote the use of LNG as fuel in the offshore sector. Moreover, a training program is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Finally, both partners will offer project management support for conversion projects to third party yards.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\"><img class=\"wp-image-212 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\" alt=\"DNV-GL-MOU-Signing-2014-11-20_559pxl\" width=\"525\" height=\"256\" /></a>\r\n\r\n&nbsp;\r\n\r\n<strong>About DNV GL</strong>\r\nDNV GL is the largest classification society in the world and dates back to 1864. Driven by the purpose of safeguarding life, property and the environment, the company enables organizations to advance the safety and sustainability of their business. Operating in more than 100 countries, DNV GL’s 16,000 professionals are dedicated to helping their customers in the maritime, oil &amp; gas, energy and other industries to make the world safer, smarter and greener.\r\n\r\n<strong>About Nakilat-Keppel Offshore &amp; Marine (N-KOM)</strong>\r\nEstablished in 2007, N-KOM is a joint venture between Qatar’s premier gas shipper Nakilat and leading offshore rig constructor and ship repairer Keppel Offshore &amp; Marine Ltd. From its strategic location in the heart of the Arabian Gulf and within the world-class Erhama Bin Jaber Al Jalahma Shipyard complex, N-KOM offers a comprehensive range of repair, conversion, maintenance and fabrication services for marine vessels, offshore and onshore structures.\r\n\r\n<strong>Source &amp; Image Credit</strong>: DNV GL','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','publish','open','open','','dnv-gl-signs-co-operation-agreement-with-n-kom-on-lng-and-gas-solutions-projects','','','2014-11-20 14:37:45','2014-11-20 14:37:45','',0,'http://myseatime.com/blog/?p=210',0,'post','',0,43),(211,1,'2014-11-20 11:42:56','2014-11-20 11:42:56','','DNV-GL-N-KOM-MOU-Signing-559pxl','','inherit','open','open','','dnv-gl-n-kom-mou-signing-559pxl','','','2014-11-20 11:42:56','2014-11-20 11:42:56','',210,'http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-N-KOM-MOU-Signing-559pxl.jpg',0,'attachment','image/jpeg',0,0),(212,1,'2014-11-20 11:43:17','2014-11-20 11:43:17','','DNV-GL-MOU-Signing-2014-11-20_559pxl','','inherit','open','open','','dnv-gl-mou-signing-2014-11-20_559pxl','','','2014-11-20 11:43:17','2014-11-20 11:43:17','',210,'http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg',0,'attachment','image/jpeg',0,0),(213,1,'2014-11-20 11:45:00','2014-11-20 11:45:00','<p class=\"dnvgl-article-intro\">Dubai, 20 November 2014 – To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memorandum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore &amp; Marine (N-KOM).</p>\r\nThe signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Officer, signed the memorandum.\r\n\r\nThe MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Transport Company (Nakilat) and Keppel Offshore &amp; Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, ship owners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.\r\n\r\n“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activities. Therefore, we look forward to establishing a valuable partnership with N-KOM which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.\r\n\r\nMr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas carrier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”\r\n\r\nAs part of the agreement DNV GL and N-KOM will cooperate, amongst others, on the development and newbuilding of bunker barges, of coolant barges for temporary gas storage as well as to promote the use of LNG as fuel in the offshore sector. Moreover, a training program is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Finally, both partners will offer project management support for conversion projects to third party yards.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\"><img class=\"aligncenter size-full wp-image-212\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\" alt=\"DNV-GL-MOU-Signing-2014-11-20_559pxl\" width=\"559\" height=\"272\" /></a>\r\n\r\n&nbsp;\r\n\r\n<strong>About DNV GL</strong>\r\nDNV GL is the largest classification society in the world and dates back to 1864. Driven by the purpose of safeguarding life, property and the environment, the company enables organizations to advance the safety and sustainability of their business. Operating in more than 100 countries, DNV GL’s 16,000 professionals are dedicated to helping their customers in the maritime, oil &amp; gas, energy and other industries to make the world safer, smarter and greener.\r\n\r\n<strong>About Nakilat-Keppel Offshore &amp; Marine (N-KOM)</strong>\r\nEstablished in 2007, N-KOM is a joint venture between Qatar’s premier gas shipper Nakilat and leading offshore rig constructor and ship repairer Keppel Offshore &amp; Marine Ltd. From its strategic location in the heart of the Arabian Gulf and within the world-class Erhama Bin Jaber Al Jalahma Shipyard complex, N-KOM offers a comprehensive range of repair, conversion, maintenance and fabrication services for marine vessels, offshore and onshore structures.\r\n\r\n<strong>Source &amp; Image Credit</strong>: DNV GL','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','inherit','open','open','','210-revision-v1','','','2014-11-20 11:45:00','2014-11-20 11:45:00','',210,'http://myseatime.com/blog/?p=213',0,'revision','',0,0),(214,1,'2014-11-20 11:48:28','2014-11-20 11:48:28','A Malaysian Navy ship which was docked at the Bousted Naval Shipyard (BNS)  for refit work sank partially when water flooded the lower point of the vessel.\r\n\r\nThe KD Perantau, commissioned on Oct 12 1998 with pennant number 151, suffered flooding around 11.17pm last night, allegedly during an attempt to remove its one-tonne generator set.\r\n\r\nThe hydrography ship was also used in the search and rescue mission of flight MH370 which is believed to have gone missing in the southern parts of the Indian ocean.\r\n\r\nAccording to a statement issued by the Royal Malaysian Navy base here, the vessel was sent to BNS for refit works on Nov 10 recently and it was to be handed back to the navy on Aug 10 next year.\r\n\r\nThe official statement said that almost all movable equipment such pumps, motors and survey apparatus had already been removed from the ship in preparation for the refit work.\r\n\r\nIt said an investigation board would be set up to determine the cause of the flooding, stressing that both the navy and BNS were salvaging the ship.\r\n\r\nNo one was reported injured according to the Royal Malaysian Navy statement.\r\n\r\n<strong>Image credit</strong>: nst.com/my','Malaysian navy ship KD Perantau sinks at dock ','','inherit','open','open','','206-revision-v1','','','2014-11-20 11:48:28','2014-11-20 11:48:28','',206,'http://myseatime.com/blog/?p=214',0,'revision','',0,0),(215,1,'2014-11-20 14:19:23','2014-11-20 14:19:23','<p class=\"dnvgl-article-intro\">Dubai, 20 November 2014 – To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memorandum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore &amp; Marine (N-KOM).</p>\r\nThe signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Officer, signed the memorandum.\r\n\r\nThe MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Transport Company (Nakilat) and Keppel Offshore &amp; Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, ship owners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.\r\n\r\n“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activities. Therefore, we look forward to establishing a valuable partnership with N-KOM which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.\r\n\r\nMr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas carrier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”\r\n\r\nAs part of the agreement DNV GL and N-KOM will cooperate, amongst others, on the development and newbuilding of bunker barges, of coolant barges for temporary gas storage as well as to promote the use of LNG as fuel in the offshore sector. Moreover, a training program is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Finally, both partners will offer project management support for conversion projects to third party yards.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\"><img class=\"wp-image-212 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\" alt=\"DNV-GL-MOU-Signing-2014-11-20_559pxl\" width=\"525\" height=\"256\" /></a>\r\n\r\n&nbsp;\r\n\r\n<strong>About DNV GL</strong>\r\nDNV GL is the largest classification society in the world and dates back to 1864. Driven by the purpose of safeguarding life, property and the environment, the company enables organizations to advance the safety and sustainability of their business. Operating in more than 100 countries, DNV GL’s 16,000 professionals are dedicated to helping their customers in the maritime, oil &amp; gas, energy and other industries to make the world safer, smarter and greener.\r\n\r\n<strong>About Nakilat-Keppel Offshore &amp; Marine (N-KOM)</strong>\r\nEstablished in 2007, N-KOM is a joint venture between Qatar’s premier gas shipper Nakilat and leading offshore rig constructor and ship repairer Keppel Offshore &amp; Marine Ltd. From its strategic location in the heart of the Arabian Gulf and within the world-class Erhama Bin Jaber Al Jalahma Shipyard complex, N-KOM offers a comprehensive range of repair, conversion, maintenance and fabrication services for marine vessels, offshore and onshore structures.\r\n\r\n<strong>Source &amp; Image Credit</strong>: DNV GL','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','inherit','open','open','','210-revision-v1','','','2014-11-20 14:19:23','2014-11-20 14:19:23','',210,'http://myseatime.com/blog/?p=215',0,'revision','',0,0),(217,1,'2014-11-20 14:26:37','2014-11-20 14:26:37','','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','inherit','open','open','','210-revision-v1','','','2014-11-20 14:26:37','2014-11-20 14:26:37','',210,'http://myseatime.com/blog/?p=217',0,'revision','',0,0),(218,1,'2014-11-20 14:27:00','2014-11-20 14:27:00','<p class=\"dnvgl-article-intro\">Dubai, 20 November 2014 – To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memorandum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore &amp; Marine (N-KOM).</p>\r\nThe signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Officer, signed the memorandum.\r\n\r\nThe MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Transport Company (Nakilat) and Keppel Offshore &amp; Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, ship owners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.\r\n\r\n“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activities. Therefore, we look forward to establishing a valuable partnership with N-KOM which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.\r\n\r\nMr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas carrier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”\r\n\r\nAs part of the agreement DNV GL and N-KOM will cooperate, amongst others, on the development and newbuilding of bunker barges, of coolant barges for temporary gas storage as well as to promote the use of LNG as fuel in the offshore sector. Moreover, a training program is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Finally, both partners will offer project management support for conversion projects to third party yards.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\"><img class=\"wp-image-212 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\" alt=\"DNV-GL-MOU-Signing-2014-11-20_559pxl\" width=\"525\" height=\"256\" /></a>\r\n\r\n&nbsp;\r\n\r\n<strong>About DNV GL</strong>\r\nDNV GL is the largest classification society in the world and dates back to 1864. Driven by the purpose of safeguarding life, property and the environment, the company enables organizations to advance the safety and sustainability of their business. Operating in more than 100 countries, DNV GL’s 16,000 professionals are dedicated to helping their customers in the maritime, oil &amp; gas, energy and other industries to make the world safer, smarter and greener.\r\n\r\n<strong>About Nakilat-Keppel Offshore &amp; Marine (N-KOM)</strong>\r\nEstablished in 2007, N-KOM is a joint venture between Qatar’s premier gas shipper Nakilat and leading offshore rig constructor and ship repairer Keppel Offshore &amp; Marine Ltd. From its strategic location in the heart of the Arabian Gulf and within the world-class Erhama Bin Jaber Al Jalahma Shipyard complex, N-KOM offers a comprehensive range of repair, conversion, maintenance and fabrication services for marine vessels, offshore and onshore structures.\r\n\r\n<strong>Source &amp; Image Credit</strong>: DNV GL','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','inherit','open','open','','210-revision-v1','','','2014-11-20 14:27:00','2014-11-20 14:27:00','',210,'http://myseatime.com/blog/?p=218',0,'revision','',0,0),(219,1,'2014-11-20 14:37:43','2014-11-20 14:37:43','Dubai, 20 November 2014 – To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memorandum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore &amp; Marine (N-KOM).\nThe signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Officer, signed the memorandum.\n\nThe MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Transport Company (Nakilat) and Keppel Offshore &amp; Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, ship owners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.\n\n“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activities. Therefore, we look forward to establishing a valuable partnership with N-KOM which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.\n\nMr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas carrier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”\n\nAs part of the agreement DNV GL and N-KOM will cooperate, amongst others, on the development and newbuilding of bunker barges, of coolant barges for temporary gas storage as well as to promote the use of LNG as fuel in the offshore sector. Moreover, a training program is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Finally, both partners will offer project management support for conversion projects to third party yards.\n\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\"><img class=\"wp-image-212 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\" alt=\"DNV-GL-MOU-Signing-2014-11-20_559pxl\" width=\"525\" height=\"256\" /></a>\n\n&nbsp;\n\n<strong>About DNV GL</strong>\nDNV GL is the largest classification society in the world and dates back to 1864. Driven by the purpose of safeguarding life, property and the environment, the company enables organizations to advance the safety and sustainability of their business. Operating in more than 100 countries, DNV GL’s 16,000 professionals are dedicated to helping their customers in the maritime, oil &amp; gas, energy and other industries to make the world safer, smarter and greener.\n\n<strong>About Nakilat-Keppel Offshore &amp; Marine (N-KOM)</strong>\nEstablished in 2007, N-KOM is a joint venture between Qatar’s premier gas shipper Nakilat and leading offshore rig constructor and ship repairer Keppel Offshore &amp; Marine Ltd. From its strategic location in the heart of the Arabian Gulf and within the world-class Erhama Bin Jaber Al Jalahma Shipyard complex, N-KOM offers a comprehensive range of repair, conversion, maintenance and fabrication services for marine vessels, offshore and onshore structures.\n\n<strong>Source &amp; Image Credit</strong>: DNV GL','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','inherit','open','open','','210-autosave-v1','','','2014-11-20 14:37:43','2014-11-20 14:37:43','',210,'http://myseatime.com/blog/?p=219',0,'revision','',0,0),(220,1,'2014-11-20 14:37:45','2014-11-20 14:37:45','Dubai, 20 November 2014 – To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memorandum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore &amp; Marine (N-KOM).\r\nThe signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Officer, signed the memorandum.\r\n\r\nThe MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Transport Company (Nakilat) and Keppel Offshore &amp; Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, ship owners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.\r\n\r\n“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activities. Therefore, we look forward to establishing a valuable partnership with N-KOM which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.\r\n\r\nMr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas carrier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”\r\n\r\nAs part of the agreement DNV GL and N-KOM will cooperate, amongst others, on the development and newbuilding of bunker barges, of coolant barges for temporary gas storage as well as to promote the use of LNG as fuel in the offshore sector. Moreover, a training program is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Finally, both partners will offer project management support for conversion projects to third party yards.\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\"><img class=\"wp-image-212 aligncenter\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/DNV-GL-MOU-Signing-2014-11-20_559pxl.jpg\" alt=\"DNV-GL-MOU-Signing-2014-11-20_559pxl\" width=\"525\" height=\"256\" /></a>\r\n\r\n&nbsp;\r\n\r\n<strong>About DNV GL</strong>\r\nDNV GL is the largest classification society in the world and dates back to 1864. Driven by the purpose of safeguarding life, property and the environment, the company enables organizations to advance the safety and sustainability of their business. Operating in more than 100 countries, DNV GL’s 16,000 professionals are dedicated to helping their customers in the maritime, oil &amp; gas, energy and other industries to make the world safer, smarter and greener.\r\n\r\n<strong>About Nakilat-Keppel Offshore &amp; Marine (N-KOM)</strong>\r\nEstablished in 2007, N-KOM is a joint venture between Qatar’s premier gas shipper Nakilat and leading offshore rig constructor and ship repairer Keppel Offshore &amp; Marine Ltd. From its strategic location in the heart of the Arabian Gulf and within the world-class Erhama Bin Jaber Al Jalahma Shipyard complex, N-KOM offers a comprehensive range of repair, conversion, maintenance and fabrication services for marine vessels, offshore and onshore structures.\r\n\r\n<strong>Source &amp; Image Credit</strong>: DNV GL','DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects','','inherit','open','open','','210-revision-v1','','','2014-11-20 14:37:45','2014-11-20 14:37:45','',210,'http://myseatime.com/blog/?p=220',0,'revision','',0,0),(226,1,'2014-11-20 15:25:40','2014-11-20 15:25:40','Norwegian Cruise Line Holdings Ltd, a leading global cruise operator, announced that it has completed its previously-announced acquisition of Prestige Cruises International, Inc. (\"Prestige\"), the market leader in the upscale cruise segment and parent company of Oceania Cruises and Regent Seven Seas Cruises, in cash and stock for a total transaction consideration of $3.025 billion, including the assumption of debt.\r\n\r\nWith this acquisition, Norwegian Cruise Line Holdings Ltd. operates a portfolio of brands that span all market segments in the cruise industry, from contemporary to upper-premium to luxury. Each brand offers differentiated experiences in their respective segments. The Norwegian Cruise Line brand provides the freedom and flexibility of a resort-style vacation on board some of the most innovative ships in the industry with its unique Freestyle Cruising proposition. Oceania Cruises offers an upper premium experience with the finest cuisine at sea on its fleet of mid-sized ships, while Regent Seven Seas Cruises is the market leader in the luxury cruise segment and operates three award-winning, all-suite ships, with an additional ship on order for delivery in summer 2016.\r\n\r\nCommenting on the closing of the acquisition, Kevin Sheehan, president and chief executive officer of Norwegian Cruise Line Holdings Ltd., said, \"While for years we have competed successfully with our one brand in an increasingly consolidated industry, our acquisition of Prestige creates a new cruise operator with a range of complementary offerings as diversified as any in the industry. We now shift our focus from planning for the successful integration of these organizations to the implementation phase, with an organizational structure that allows for the realization of significant synergies while maintaining the integrity of the Norwegian Cruise Line, Oceania Cruises and Regent Seven Seas Cruises brands that have made each a success in their respective segment.\"\r\n\r\nFrank Del Rio, chief executive officer of Prestige Cruise Holdings, Inc., commented, \"We\'re excited to officially join the Norwegian family and ready to begin this next chapter as one united company. Together, we will further our brands\' position as leaders in the upper-premium and luxury cruise markets by continuing to deliver an exceptional onboard experience for our guests, and expand the reach of both Oceania Cruises and Regent Seven Seas Cruises throughout the world.\"\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image credit:</strong> cruisewithgambee','Norwegian Cruise Line Holdings Ltd. Completes Acquisition of Prestige Cruises International, Inc.','','publish','open','open','','norwegian-cruise-line-holdings-ltd-completes-acquisition-of-prestige-cruises-international-inc','','','2015-01-21 19:36:26','2015-01-21 19:36:26','',0,'http://myseatime.com/blog/?p=226',0,'post','',0,32),(228,1,'2014-11-20 15:25:40','2014-11-20 15:25:40','Norwegian Cruise Line Holdings Ltd, a leading global cruise operator, announced that it has completed its previously-announced acquisition of Prestige Cruises International, Inc. (\"Prestige\"), the market leader in the upscale cruise segment and parent company of Oceania Cruises and Regent Seven Seas Cruises, in cash and stock for a total transaction consideration of $3.025 billion, including the assumption of debt.\r\n\r\nWith this acquisition, Norwegian Cruise Line Holdings Ltd. operates a portfolio of brands that span all market segments in the cruise industry, from contemporary to upper-premium to luxury. Each brand offers differentiated experiences in their respective segments. The Norwegian Cruise Line brand provides the freedom and flexibility of a resort-style vacation on board some of the most innovative ships in the industry with its unique Freestyle Cruising proposition. Oceania Cruises offers an upper premium experience with the finest cuisine at sea on its fleet of mid-sized ships, while Regent Seven Seas Cruises is the market leader in the luxury cruise segment and operates three award-winning, all-suite ships, with an additional ship on order for delivery in summer 2016.\r\n\r\nCommenting on the closing of the acquisition, Kevin Sheehan, president and chief executive officer of Norwegian Cruise Line Holdings Ltd., said, \"While for years we have competed successfully with our one brand in an increasingly consolidated industry, our acquisition of Prestige creates a new cruise operator with a range of complementary offerings as diversified as any in the industry. We now shift our focus from planning for the successful integration of these organizations to the implementation phase, with an organizational structure that allows for the realization of significant synergies while maintaining the integrity of the Norwegian Cruise Line, Oceania Cruises and Regent Seven Seas Cruises brands that have made each a success in their respective segment.\"\r\n\r\nFrank Del Rio, chief executive officer of Prestige Cruise Holdings, Inc., commented, \"We\'re excited to officially join the Norwegian family and ready to begin this next chapter as one united company. Together, we will further our brands\' position as leaders in the upper-premium and luxury cruise markets by continuing to deliver an exceptional onboard experience for our guests, and expand the reach of both Oceania Cruises and Regent Seven Seas Cruises throughout the world.\"\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image credit:</strong> cruisewithgambee','Norwegian Cruise Line Holdings Ltd. Completes Acquisition of Prestige Cruises International, Inc.','','inherit','open','open','','226-revision-v1','','','2014-11-20 15:25:40','2014-11-20 15:25:40','',226,'http://myseatime.com/blog/?p=228',0,'revision','',0,0),(229,1,'2014-11-20 16:23:24','2014-11-20 16:23:24','The Coast Guard and EPA will soon take action to ensure compliance with the forthcoming 0.10 percent fuel sulphur limits in the North American and U.S. Caribbean Sea Emmission Control Areas, or ECAs.\r\n\r\n<em>“We will be coordinated in our efforts to ensure compliance with the new requirements effective 1 Jan, 2015,” said <a title=\"Link to Rear Adm. Paul Thomas biography\" href=\"http://www.uscg.mil/flag/biography/PaulThomas.pdf\" target=\"_blank\">Rear Adm. Paul Thomas</a>, assistant commandant for Prevention Policy at U.S. Coast Guard Headquarters. “That includes working with EPA to actively check for compliance and taking appropriate enforcement action.”</em>\r\n\r\nThe Coast Guard will continue to check Bunker Delivery Notes and other records during Port State and Flag State visits to vessels. The Coast Guard and EPA are developing plans for joint boardings of vessels as well, that will include fuel oil sampling and in-the-field screening for sulphur levels.\r\n\r\n<em>“Working closely with our partners at the Coast Guard, we’re stepping up our compliance efforts and will take targeted enforcement actions when necessary,” said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. “Making sure that everyone plays by the rules will help level the playing field for companies that comply, while reducing harmful air pollution in coastal and inland communities.” </em>\r\n\r\nMaritime Commons will continue to provide updates as details of the Coast Guard and EPA ECA enforcement and compliance plans are available.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> wikimedia\r\n\r\n&nbsp;','US coast guard and EPA to jointly monitor SECA enforcement and compliance','','publish','open','open','','us-coast-guard-and-epa-to-jointly-monitor-seca-enforcement-and-compliance','','','2015-01-21 19:35:23','2015-01-21 19:35:23','',0,'http://myseatime.com/blog/?p=229',0,'post','',0,47),(231,1,'2014-11-20 16:23:24','2014-11-20 16:23:24','The Coast Guard and EPA will soon take action to ensure compliance with the forthcoming 0.10 percent fuel sulphur limits in the North American and U.S. Caribbean Sea Emmission Control Areas, or ECAs.\r\n\r\n<em>“We will be coordinated in our efforts to ensure compliance with the new requirements effective 1 Jan, 2015,” said <a title=\"Link to Rear Adm. Paul Thomas biography\" href=\"http://www.uscg.mil/flag/biography/PaulThomas.pdf\" target=\"_blank\">Rear Adm. Paul Thomas</a>, assistant commandant for Prevention Policy at U.S. Coast Guard Headquarters. “That includes working with EPA to actively check for compliance and taking appropriate enforcement action.”</em>\r\n\r\nThe Coast Guard will continue to check Bunker Delivery Notes and other records during Port State and Flag State visits to vessels. The Coast Guard and EPA are developing plans for joint boardings of vessels as well, that will include fuel oil sampling and in-the-field screening for sulphur levels.\r\n\r\n<em>“Working closely with our partners at the Coast Guard, we’re stepping up our compliance efforts and will take targeted enforcement actions when necessary,” said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. “Making sure that everyone plays by the rules will help level the playing field for companies that comply, while reducing harmful air pollution in coastal and inland communities.” </em>\r\n\r\nMaritime Commons will continue to provide updates as details of the Coast Guard and EPA ECA enforcement and compliance plans are available.\r\n\r\n<strong>Press Release</strong>\r\n\r\n&nbsp;','US coast guard and EPA to jointly monitor SECA enforcement and compliance','','inherit','open','open','','229-revision-v1','','','2014-11-20 16:23:24','2014-11-20 16:23:24','',229,'http://myseatime.com/blog/?p=231',0,'revision','',0,0),(232,1,'2014-11-20 16:25:35','2014-11-20 16:25:35','The Coast Guard and EPA will soon take action to ensure compliance with the forthcoming 0.10 percent fuel sulphur limits in the North American and U.S. Caribbean Sea Emmission Control Areas, or ECAs.\n\n<em>“We will be coordinated in our efforts to ensure compliance with the new requirements effective 1 Jan, 2015,” said <a title=\"Link to Rear Adm. Paul Thomas biography\" href=\"http://www.uscg.mil/flag/biography/PaulThomas.pdf\" target=\"_blank\">Rear Adm. Paul Thomas</a>, assistant commandant for Prevention Policy at U.S. Coast Guard Headquarters. “That includes working with EPA to actively check for compliance and taking appropriate enforcement action.”</em>\n\nThe Coast Guard will continue to check Bunker Delivery Notes and other records during Port State and Flag State visits to vessels. The Coast Guard and EPA are developing plans for joint boardings of vessels as well, that will include fuel oil sampling and in-the-field screening for sulphur levels.\n\n<em>“Working closely with our partners at the Coast Guard, we’re stepping up our compliance efforts and will take targeted enforcement actions when necessary,” said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. “Making sure that everyone plays by the rules will help level the playing field for companies that comply, while reducing harmful air pollution in coastal and inland communities.” </em>\n\nMaritime Commons will continue to provide updates as details of the Coast Guard and EPA ECA enforcement and compliance plans are available.\n\n<strong>Press Release</strong>\n\nImage Credit: wikimedia\n\n&nbsp;','US coast guard and EPA to jointly monitor SECA enforcement and compliance','','inherit','open','open','','229-autosave-v1','','','2014-11-20 16:25:35','2014-11-20 16:25:35','',229,'http://myseatime.com/blog/?p=232',0,'revision','',0,0),(233,1,'2014-11-20 16:25:40','2014-11-20 16:25:40','The Coast Guard and EPA will soon take action to ensure compliance with the forthcoming 0.10 percent fuel sulphur limits in the North American and U.S. Caribbean Sea Emmission Control Areas, or ECAs.\r\n\r\n<em>“We will be coordinated in our efforts to ensure compliance with the new requirements effective 1 Jan, 2015,” said <a title=\"Link to Rear Adm. Paul Thomas biography\" href=\"http://www.uscg.mil/flag/biography/PaulThomas.pdf\" target=\"_blank\">Rear Adm. Paul Thomas</a>, assistant commandant for Prevention Policy at U.S. Coast Guard Headquarters. “That includes working with EPA to actively check for compliance and taking appropriate enforcement action.”</em>\r\n\r\nThe Coast Guard will continue to check Bunker Delivery Notes and other records during Port State and Flag State visits to vessels. The Coast Guard and EPA are developing plans for joint boardings of vessels as well, that will include fuel oil sampling and in-the-field screening for sulphur levels.\r\n\r\n<em>“Working closely with our partners at the Coast Guard, we’re stepping up our compliance efforts and will take targeted enforcement actions when necessary,” said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. “Making sure that everyone plays by the rules will help level the playing field for companies that comply, while reducing harmful air pollution in coastal and inland communities.” </em>\r\n\r\nMaritime Commons will continue to provide updates as details of the Coast Guard and EPA ECA enforcement and compliance plans are available.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> wikimedia\r\n\r\n&nbsp;','US coast guard and EPA to jointly monitor SECA enforcement and compliance','','inherit','open','open','','229-revision-v1','','','2014-11-20 16:25:40','2014-11-20 16:25:40','',229,'http://myseatime.com/blog/?p=233',0,'revision','',0,0),(234,1,'2014-11-20 17:00:34','2014-11-20 17:00:34','LPG exports are so dependent on the severity of winter in North America that all eyes are on the weather, as it hit demand for very large gas carriers (VLGCs) last year, according to the latest edition of the LPG Forecaster, published by shipping consultancy Drewry.\r\n\r\nLast year a shortage of propane in many areas of the US led to a steep price rise, closing the price differential between US exports and the rest of the world. This caused a large drop in export demand with many cargo cancellations. Demand for the first quarter in 2014 was 10% lower than that of the fourth quarter of 2013.\r\n\r\n<em>“Although the use of LPG in residential heating in the US has been declining because of abundant natural gas, 14 million tonnes of LPG is consumed every year for domestic heating in addition to 2.2 million tonnes for crop drying,”</em> said Shresth Sharma, Drewry’s LPG shipping practice analyst.\r\n\r\nThis year export demand has recovered. The US exported 4.1 million tonnes of LPG during the third quarter (see graph above), up 28% on the same period last year, registering a record high of 1.5 million tonnes in July. Much of this is destined for the Asia-Pacific region, which accounted for 20% of total US exports in the third quarter, up from 19% last year. This has been reflected in rising VLGC spot rates which averaged US$115 per tonne in the third quarter, a rise of 55% on the same period in 2013.\r\n\r\nRising exports has been fuelled by expansion of Targa’s Galena Park terminal in Houston where a 50% rise in capacity has come on stream ahead of schedule. However, future export demand will be driven more by domestic weather conditions.\r\n\r\nRising exports has been fuelled by expansion of Targa’s Galena Park terminal in Houston where a 50% rise in capacity has come on stream ahead of schedule. However, future export demand will be driven more by domestic weather conditions.\r\n\r\nSharma elaborated: “<em>Climatic conditions in the coming winter will determine how much LPG is consumed in the US. If the weather remains clear in the coming quarter, crops could be dried in the sunlight and less LPG will be used for heating. However, if the temperature drops to last year’s levels, increasing demand from both sectors could curtail exports, and hence the LPG shipping trade.”</em>\r\n\r\n<strong>Source:</strong> Drewry\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Future of LPG Shipping Hinges on North American Weather','','publish','open','open','','future-of-lpg-shipping-hinges-on-north-american-weather','','','2014-11-20 17:00:34','2014-11-20 17:00:34','',0,'http://myseatime.com/blog/?p=234',0,'post','',0,52),(235,1,'2014-11-20 16:57:52','2014-11-20 16:57:52','','800px-LPG_tanker_George_N','','inherit','open','open','','800px-lpg_tanker_george_n','','','2014-11-20 16:57:52','2014-11-20 16:57:52','',234,'http://myseatime.com/blog/wp-content/uploads/2014/11/800px-LPG_tanker_George_N.jpg',0,'attachment','image/jpeg',0,0),(236,1,'2014-11-20 17:00:34','2014-11-20 17:00:34','LPG exports are so dependent on the severity of winter in North America that all eyes are on the weather, as it hit demand for very large gas carriers (VLGCs) last year, according to the latest edition of the LPG Forecaster, published by shipping consultancy Drewry.\r\n\r\nLast year a shortage of propane in many areas of the US led to a steep price rise, closing the price differential between US exports and the rest of the world. This caused a large drop in export demand with many cargo cancellations. Demand for the first quarter in 2014 was 10% lower than that of the fourth quarter of 2013.\r\n\r\n<em>“Although the use of LPG in residential heating in the US has been declining because of abundant natural gas, 14 million tonnes of LPG is consumed every year for domestic heating in addition to 2.2 million tonnes for crop drying,”</em> said Shresth Sharma, Drewry’s LPG shipping practice analyst.\r\n\r\nThis year export demand has recovered. The US exported 4.1 million tonnes of LPG during the third quarter (see graph above), up 28% on the same period last year, registering a record high of 1.5 million tonnes in July. Much of this is destined for the Asia-Pacific region, which accounted for 20% of total US exports in the third quarter, up from 19% last year. This has been reflected in rising VLGC spot rates which averaged US$115 per tonne in the third quarter, a rise of 55% on the same period in 2013.\r\n\r\nRising exports has been fuelled by expansion of Targa’s Galena Park terminal in Houston where a 50% rise in capacity has come on stream ahead of schedule. However, future export demand will be driven more by domestic weather conditions.\r\n\r\nRising exports has been fuelled by expansion of Targa’s Galena Park terminal in Houston where a 50% rise in capacity has come on stream ahead of schedule. However, future export demand will be driven more by domestic weather conditions.\r\n\r\nSharma elaborated: “<em>Climatic conditions in the coming winter will determine how much LPG is consumed in the US. If the weather remains clear in the coming quarter, crops could be dried in the sunlight and less LPG will be used for heating. However, if the temperature drops to last year’s levels, increasing demand from both sectors could curtail exports, and hence the LPG shipping trade.”</em>\r\n\r\n<strong>Source:</strong> Drewry\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Future of LPG Shipping Hinges on North American Weather','','inherit','open','open','','234-revision-v1','','','2014-11-20 17:00:34','2014-11-20 17:00:34','',234,'http://myseatime.com/blog/?p=236',0,'revision','',0,0),(237,1,'2014-11-20 17:36:07','2014-11-20 17:36:07','As the offshore sector expands internationally and new areas of operation come on stream in hard- to-reach parts of the world, the task of obtaining quality produce and spare parts becomes ever more challenging.\r\n\r\nDistance, time zones, local customs and bureaucracy, and the lack of availability of familiar products can cause a headache for purchasing managers attempting to keep their crew and vessels well supplied with the food and goods they need.\r\n\r\nThat’s where an experienced ship supplier able to manage local purchasing and provide effective logistical support comes to the fore, according to Alex Taylor, MD of leading UK and international ship supplier Hutton’s Group.\r\n\r\nDiscussing the unique challenges of Remote Area Supply Chains during the OSV Singapore Summit (November 19 and 20), Mr Taylor said: “However much experience you have with traditional supply chains in developed markets, the fact is that remote areas require a different approach to overcome their particular problems.”\r\n\r\nChallenges in remote maritime sectors can include confusing communication, problems with quality conformance, bewildering bureaucracy, poor pricing, frustrating logistics and the struggle to identify acceptable local suppliers.\r\n\r\nOutlining some of the problems that sometimes occur in West Africa, Alex advised delegates that he had heard of sudden price increases after orders had been placed, bribes or false invoicing and even had reports of bush meat (elephant) being supplied as an alternative to beef.\r\n\r\nHutton’s Group has considerable experience in supplying the offshore sector in West Africa and has an established supply network with competent personnel who understand the needs and expectations of Western-headquartered companies.\r\n\r\n<em>“We know how to source products locally which meet European quality standards and we are able to respond quickly and efficiently through our local networks to meet just-in-time expectations,”</em> Mr Taylor explained.\r\n\r\nHutton’s has helped OSV companies to streamline their purchasing in West Africa through its large, reliable and cost-effective supply network which is able to provide industry-standard paperwork, accounting and credit terms in this challenging region. Mr Taylor highlighted the cost savings the company had achieved for several of its customers and pointed out the benefits of improved quality produce to crew morale.\r\n\r\nAnd he stressed the need to establish long-term partnerships, particular in these fast-growing sectors. “<em>A long term partner will always try to make the impossible</em> – possible,” he said.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia\r\n\r\n&nbsp;','Fast Growing Offshore Sector Needs A Strong Partner To Overcome Remote Supply Problems, Says Hutton’s Group','','publish','open','open','','fast-growing-offshore-sector-needs-a-strong-partner-to-overcome-remote-supply-problems-says-huttons-group','','','2015-01-21 19:32:05','2015-01-21 19:32:05','',0,'http://myseatime.com/blog/?p=237',0,'post','',0,44),(238,1,'2014-11-20 17:35:37','2014-11-20 17:35:37','','Offshore_platforms','','inherit','open','open','','offshore_platforms','','','2014-11-20 17:35:37','2014-11-20 17:35:37','',237,'http://myseatime.com/blog/wp-content/uploads/2014/11/Offshore_platforms.jpg',0,'attachment','image/jpeg',0,0),(239,1,'2014-11-20 17:36:07','2014-11-20 17:36:07','As the offshore sector expands internationally and new areas of operation come on stream in hard- to-reach parts of the world, the task of obtaining quality produce and spare parts becomes ever more challenging.\r\n\r\nDistance, time zones, local customs and bureaucracy, and the lack of availability of familiar products can cause a headache for purchasing managers attempting to keep their crew and vessels well supplied with the food and goods they need.\r\n\r\nThat’s where an experienced ship supplier able to manage local purchasing and provide effective logistical support comes to the fore, according to Alex Taylor, MD of leading UK and international ship supplier Hutton’s Group.\r\n\r\nDiscussing the unique challenges of Remote Area Supply Chains during the OSV Singapore Summit (November 19 and 20), Mr Taylor said: “However much experience you have with traditional supply chains in developed markets, the fact is that remote areas require a different approach to overcome their particular problems.”\r\n\r\nChallenges in remote maritime sectors can include confusing communication, problems with quality conformance, bewildering bureaucracy, poor pricing, frustrating logistics and the struggle to identify acceptable local suppliers.\r\n\r\nOutlining some of the problems that sometimes occur in West Africa, Alex advised delegates that he had heard of sudden price increases after orders had been placed, bribes or false invoicing and even had reports of bush meat (elephant) being supplied as an alternative to beef.\r\n\r\nHutton’s Group has considerable experience in supplying the offshore sector in West Africa and has an established supply network with competent personnel who understand the needs and expectations of Western-headquartered companies.\r\n\r\n<em>“We know how to source products locally which meet European quality standards and we are able to respond quickly and efficiently through our local networks to meet just-in-time expectations,”</em> Mr Taylor explained.\r\n\r\nHutton’s has helped OSV companies to streamline their purchasing in West Africa through its large, reliable and cost-effective supply network which is able to provide industry-standard paperwork, accounting and credit terms in this challenging region. Mr Taylor highlighted the cost savings the company had achieved for several of its customers and pointed out the benefits of improved quality produce to crew morale.\r\n\r\nAnd he stressed the need to establish long-term partnerships, particular in these fast-growing sectors. “<em>A long term partner will always try to make the impossible</em> – possible,” he said.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia\r\n\r\n&nbsp;','Fast Growing Offshore Sector Needs A Strong Partner To Overcome Remote Supply Problems, Says Hutton’s Group','','inherit','open','open','','237-revision-v1','','','2014-11-20 17:36:07','2014-11-20 17:36:07','',237,'http://myseatime.com/blog/?p=239',0,'revision','',0,0),(240,1,'2014-11-20 18:00:20','2014-11-20 18:00:20','Exposure Marine’s revolutionary new MOB (man over board) light, has achieved top honours, winning the Life Saving and Safety Equipment category at the 2014 DAME Awards.\r\n\r\nExposure’s innovative, immensely powerful MOB strobe and search light, will ensure you can be found fast and does not even need to be switched on! When every second counts in an emergency situation this intelligent motion activated light can be simply thrown towards a person in the water. Using Exposure’s patented Man Over Board Technology (MOBT), this indispensible little light detects its flight through the air, and switches onto strobe mode automatically when it hits the water.\r\n\r\nThe DAME Design Jury commented “<em>Exposure Marine’s MOB Search Light is a beautifully designed and engineered, pocket-sized, powerful LED torch with several useful functions. Housed in a robust body, the MOB Search Light has a variable output when used in hand, and it floats and automatically enters a very bright strobe mode if dropped into water.”</em> The Jury also liked the MOB’s ability to be charged via a USB lead.\r\n\r\nIan Walker, skipper of Abu Dhabi Ocean Racing in the Volvo Ocean Race, said <em>“Our congratulations to Exposure Marine, from all the Abu Dhabi Ocean Racing Team for an extremely well deserved award.”</em>\r\n\r\nAlex Thomson, skipper of HUGO BOSS in the forthcoming Barcelona Race also sent his congratulations and said “<em>The power of the MOB light is unbelievable. It is so powerful we call it the ‘Sun’ onboard Hugo Boss as at night we can see the top of our 30m mast like it is daylight - that’s equivalent to a 10 story building! It is incredibly lightweight and for a marine application having a sealed unit is a real plus. We found the indicator light useful for finding the torch when in one of the many cockpit pockets too! Being on top of your sail trim at night just got a whole lot easier!”</em>\r\n\r\nTom Harrop, brand manager at Exposure’s Marine said, <em>“We’re honoured to receive this prestigious DAME Design Award. Exposure’s ethos is about pioneering British innovation together with stylish, compact, lightweight designs. The MOB light illustrates how we continue to revolutionize boating, making it easier and safer than ever to be afloat at night.”</em>\r\n\r\nExposure is one of two British winners of the prestigious DAME Design Awards, which recognise the very best in innovation and design in the marine equipment industry. This years Awards received 116 entries from 23 nations across the globe, and the Exposure MOB Search Light was one of 45 Jury Nominations that went forward for the final judging. The DAME Awards recognise the importance of design and manufacturing quality, product function, aesthetics and ergonomics, ease of use, innovation, cost effectiveness and environmental impact from packaging to end product.\r\n\r\n<strong>Press Release</strong>','Exposure Marine\'s MOB light wins DAME Design Award','','publish','open','open','','exposure-marines-mob-light-wins-dame-design-award','','','2014-11-20 18:00:20','2014-11-20 18:00:20','',0,'http://myseatime.com/blog/?p=240',0,'post','',0,42),(241,1,'2014-11-20 17:59:33','2014-11-20 17:59:33','','mob_winner_image_1','','inherit','open','open','','mob_winner_image_1','','','2014-11-20 17:59:33','2014-11-20 17:59:33','',240,'http://myseatime.com/blog/wp-content/uploads/2014/11/mob_winner_image_1.jpg',0,'attachment','image/jpeg',0,0),(242,1,'2014-11-20 18:00:20','2014-11-20 18:00:20','Exposure Marine’s revolutionary new MOB (man over board) light, has achieved top honours, winning the Life Saving and Safety Equipment category at the 2014 DAME Awards.\r\n\r\nExposure’s innovative, immensely powerful MOB strobe and search light, will ensure you can be found fast and does not even need to be switched on! When every second counts in an emergency situation this intelligent motion activated light can be simply thrown towards a person in the water. Using Exposure’s patented Man Over Board Technology (MOBT), this indispensible little light detects its flight through the air, and switches onto strobe mode automatically when it hits the water.\r\n\r\nThe DAME Design Jury commented “<em>Exposure Marine’s MOB Search Light is a beautifully designed and engineered, pocket-sized, powerful LED torch with several useful functions. Housed in a robust body, the MOB Search Light has a variable output when used in hand, and it floats and automatically enters a very bright strobe mode if dropped into water.”</em> The Jury also liked the MOB’s ability to be charged via a USB lead.\r\n\r\nIan Walker, skipper of Abu Dhabi Ocean Racing in the Volvo Ocean Race, said <em>“Our congratulations to Exposure Marine, from all the Abu Dhabi Ocean Racing Team for an extremely well deserved award.”</em>\r\n\r\nAlex Thomson, skipper of HUGO BOSS in the forthcoming Barcelona Race also sent his congratulations and said “<em>The power of the MOB light is unbelievable. It is so powerful we call it the ‘Sun’ onboard Hugo Boss as at night we can see the top of our 30m mast like it is daylight - that’s equivalent to a 10 story building! It is incredibly lightweight and for a marine application having a sealed unit is a real plus. We found the indicator light useful for finding the torch when in one of the many cockpit pockets too! Being on top of your sail trim at night just got a whole lot easier!”</em>\r\n\r\nTom Harrop, brand manager at Exposure’s Marine said, <em>“We’re honoured to receive this prestigious DAME Design Award. Exposure’s ethos is about pioneering British innovation together with stylish, compact, lightweight designs. The MOB light illustrates how we continue to revolutionize boating, making it easier and safer than ever to be afloat at night.”</em>\r\n\r\nExposure is one of two British winners of the prestigious DAME Design Awards, which recognise the very best in innovation and design in the marine equipment industry. This years Awards received 116 entries from 23 nations across the globe, and the Exposure MOB Search Light was one of 45 Jury Nominations that went forward for the final judging. The DAME Awards recognise the importance of design and manufacturing quality, product function, aesthetics and ergonomics, ease of use, innovation, cost effectiveness and environmental impact from packaging to end product.\r\n\r\n<strong>Press Release</strong>','Exposure Marine\'s MOB light wins DAME Design Award','','inherit','open','open','','240-revision-v1','','','2014-11-20 18:00:20','2014-11-20 18:00:20','',240,'http://myseatime.com/blog/?p=242',0,'revision','',0,0),(243,1,'2014-11-20 18:18:36','2014-11-20 18:18:36','<strong>Mexican competition authority approves transaction with CSAV unconditionally / Next step for Hapag-Lloyd becoming number four in worldwide liner shipping</strong>\r\n\r\nHapag-Lloyd welcomed the unconditional clearance under Mexican merger regulations for the planned integration of the container shipping activities of Compañía Sud Americana de Vapores (CSAV) into Hapag-Lloyd.\r\n\r\nHapag-Lloyd and CSAV signed a binding business combination agreement in April. Its implementation is subject to the approval of regulatory authorities. Among others, the Department of Justice of the United States, the European Union (EU), Chile and Brazil have already cleared the planned transaction. Approvals of two regulatory authorities are still pending.\r\n\r\nThe transaction will make Hapag-Lloyd the fourth largest container shipping company in the world, with some 200 vessels, an annual transport volume of 7.5 million TEU and a combined turnover of approx. 9 billion Euro.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Mexico approves Hapag-CSAV merger','','publish','open','open','','mexico-approves-hapag-csav-merger','','','2014-11-20 18:19:28','2014-11-20 18:19:28','',0,'http://myseatime.com/blog/?p=243',0,'post','',0,44),(244,1,'2014-11-20 18:18:36','2014-11-20 18:18:36','<strong>Mexican competition authority approves transaction with CSAV unconditionally / Next step for Hapag-Lloyd becoming number four in worldwide liner shipping</strong>\r\n\r\nHapag-Lloyd welcomed the unconditional clearance under Mexican merger regulations for the planned integration of the container shipping activities of Compañía Sud Americana de Vapores (CSAV) into Hapag-Lloyd.\r\n\r\nHapag-Lloyd and CSAV signed a binding business combination agreement in April. Its implementation is subject to the approval of regulatory authorities. Among others, the Department of Justice of the United States, the European Union (EU), Chile and Brazil have already cleared the planned transaction. Approvals of two regulatory authorities are still pending.\r\n\r\nThe transaction will make Hapag-Lloyd the fourth largest container shipping company in the world, with some 200 vessels, an annual transport volume of 7.5 million TEU and a combined turnover of approx. 9 billion Euro.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Mexico approves Hapag-CSAV merger','','inherit','open','open','','243-revision-v1','','','2014-11-20 18:18:36','2014-11-20 18:18:36','',243,'http://myseatime.com/blog/?p=244',0,'revision','',0,0),(245,1,'2014-11-20 18:19:21','2014-11-20 18:19:21','','756px-Hapag-Lloyd-Ship','','inherit','open','open','','756px-hapag-lloyd-ship','','','2014-11-20 18:19:21','2014-11-20 18:19:21','',243,'http://myseatime.com/blog/wp-content/uploads/2014/11/756px-Hapag-Lloyd-Ship.jpg',0,'attachment','image/jpeg',0,0),(246,1,'2014-11-21 08:09:09','2014-11-21 08:09:09','APM Terminals has signed a Memorandum of Understanding (MOU) with the Government of Ghana, representing a private investment in excess of USD $1 billion for the expansion of Tema Port. The deal was signed through Meridian Port Services (MPS), the joint venture between APM Terminals, Bolloré Africa Logistics (Meridian Port Holdings) and the Ghana Ports and Harbours Authority (GPHA). A follow-up reception to celebrate the MOU signing ceremony was attended by Ghanaian President John Dramani Mahama.\r\n\r\n<em>“I’m extremely proud to participate in this historic ceremony graced by His Excellency the President, to witness the signing of the MOU for the development of a new Container Terminal within the GPHA Master Plan for Tema Port. This indeed demonstrates the level of commitment that His Excellency has to the Tema Port Development, which acts as a real economic driver for the country and the Sub-Saharan Region”</em>, stated MPS Chairman Alhaji A. A. Banda.\r\n\r\nApproximately USD 145 million has been invested in Tema Port since MPS was incorporated in 2007. In March 2014, the Government of Ghana announced the proposed port upgrade and expansion program to improve rail and roadway connections and expand capacity. Container throughput at MPS, which handles approximately 80% of Tema’s container volume, was 670,000 TEUs in 2013. The expansion will increase the port’s annual container throughput capacity to 3.5 million TEUs.\r\n\r\n<em>\"MPS is a very successful private/public partnership which has brought global trade to local shores. APM Terminals looks forward to take the next step to drive the development of a world class port expansion which can serve the country of Ghana in the coming decades”</em> said APM Terminals Africa-Middle East Regional head, Peder Sondergaard.\r\n\r\nThe expansion plans include the development of four deep water berths and an access channel able to accommodate larger vessels now entering the West African trade lanes. A six-lane modern highway will also be constructed between the port at Tema and Accra, to enhance the movement of cargoes into and out of interior points.\r\n\r\nAPM Terminals is the largest port and terminal operating company in Africa, with 12 operating facilities in 10 countries, including major transhipment facilities in Tangier, Morocco and Port Said East, Egypt. New terminal projects are currently underway at the Port of Abidjan, Ivory Coast, and Badagry, Nigeria.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','APM Terminals Signs Expansion Plan for Tema port','','publish','open','open','','apm-terminals-signs-expansion-plan-for-tema-port','','','2014-11-21 10:01:02','2014-11-21 10:01:02','',0,'http://myseatime.com/blog/?p=246',0,'post','',0,47),(248,1,'2014-11-21 08:08:48','2014-11-21 08:08:48','','800px-APM_Terminals_WJ_Grimes','','inherit','open','open','','800px-apm_terminals_wj_grimes','','','2014-11-21 08:08:48','2014-11-21 08:08:48','',246,'http://myseatime.com/blog/wp-content/uploads/2014/11/800px-APM_Terminals_WJ_Grimes.jpg',0,'attachment','image/jpeg',0,0),(249,1,'2014-11-21 08:09:09','2014-11-21 08:09:09','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nAPM Terminals has signed a Memorandum of Understanding (MOU) with the Government of Ghana, representing a private investment in excess of USD $1 billion for the expansion of Tema Port. The deal was signed through Meridian Port Services (MPS), the joint venture between APM Terminals, Bolloré Africa Logistics (Meridian Port Holdings) and the Ghana Ports and Harbours Authority (GPHA). A follow-up reception to celebrate the MOU signing ceremony was attended by Ghanaian President John Dramani Mahama.\r\n\r\n<em>“I’m extremely proud to participate in this historic ceremony graced by His Excellency the President, to witness the signing of the MOU for the development of a new Container Terminal within the GPHA Master Plan for Tema Port. This indeed demonstrates the level of commitment that His Excellency has to the Tema Port Development, which acts as a real economic driver for the country and the Sub-Saharan Region”</em>, stated MPS Chairman Alhaji A. A. Banda.\r\n\r\nApproximately USD 145 million has been invested in Tema Port since MPS was incorporated in 2007. In March 2014, the Government of Ghana announced the proposed port upgrade and expansion program to improve rail and roadway connections and expand capacity. Container throughput at MPS, which handles approximately 80% of Tema’s container volume, was 670,000 TEUs in 2013. The expansion will increase the port’s annual container throughput capacity to 3.5 million TEUs.\r\n\r\n<em>\"MPS is a very successful private/public partnership which has brought global trade to local shores. APM Terminals looks forward to take the next step to drive the development of a world class port expansion which can serve the country of Ghana in the coming decades”</em> said APM Terminals Africa-Middle East Regional head, Peder Sondergaard.\r\n\r\nThe expansion plans include the development of four deep water berths and an access channel able to accommodate larger vessels now entering the West African trade lanes. A six-lane modern highway will also be constructed between the port at Tema and Accra, to enhance the movement of cargoes into and out of interior points.\r\n\r\nAPM Terminals is the largest port and terminal operating company in Africa, with 12 operating facilities in 10 countries, including major transhipment facilities in Tangier, Morocco and Port Said East, Egypt. New terminal projects are currently underway at the Port of Abidjan, Ivory Coast, and Badagry, Nigeria.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia\r\n\r\n</div>\r\n</div>\r\n</div>','APM Terminals Signs Expansion Plan for Tema port','','inherit','open','open','','246-revision-v1','','','2014-11-21 08:09:09','2014-11-21 08:09:09','',246,'http://myseatime.com/blog/?p=249',0,'revision','',0,0),(250,1,'2014-11-21 17:29:14','2014-11-21 17:29:14','The Drewry All Earnings Index, which covers the main bulk shipping markets, jumped 53% in October to stand at 200 points on account of large gains for tanker owners, according to the Shipping Insight report published by shipping consultancy Drewry.\r\n\r\nSuezmax tankers registered a remarkable 400% gain on West Africa-US East Coast routes as oil prices slid and demand for imported oil picked up in the US. Meanwhile, in other bulk shipping sectors activity was subdued.\r\n\r\nThe recovery in October earnings followed two consecutive months in which the index slumped 32%, caused by declining earnings by tanker and LPG owners (see graph above). The index is an average of time charter earnings for dry bulk, tankers and LPG markets, weighted according to estimated market share.\r\n\r\n<em>“Near term, activity will remain strong in the tanker market on a seasonal increase in crude demand,”</em> said Drewry’s lead bulk shipping analyst Rahul Sharan. <em>“However, looking further ahead supply disruptions associated with civil unrest in Iraq and Syria, as well as slackening economic growth in China risk adversely impacting cargo demand.”</em>\r\n\r\nLPG rates had a volatile month, with the Baltic Index reading for very large gas carriers (VLGCs) on the Arabian Gulf-Japan route slipping US$5 per tonne over the month to reach US$98 per tonne. Meanwhile, Drewry’s freight rate assessment for conventional LNG carriers improved marginally to $48,000pd on subdued market activity.\r\n\r\n<em>“Vessels kept piling up in the Far East in search of business during the month, as low cargo demand from Asian countries kept them waiting,”</em> added Sharan. <em>“Hence, we may see many vessels making backhaul journeys to the Atlantic in the coming months.”</em>\r\n\r\nMeanwhile, all sectors in the dry bulk market were subdued in October except Panamax, which remained strong as grain exports from EU and South America increased owing to good yields.\r\n\r\nDrewry’s All Earnings Index reached a four-year high of 310 points in December 2013 on the back of a strong recovery in time charter rates across all sectors, but has since weakened. October’s reading was the highest it has been since January and took the index 61% above its 3-year average.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit</strong>: Wikimedia','Tanker market improving, while dry bulk market remains down as per Drewry','','publish','open','open','','tanker-market-improving-while-dry-bulk-market-remains-down-as-per-drewry','','','2015-01-21 11:45:24','2015-01-21 11:45:24','',0,'http://myseatime.com/blog/?p=250',0,'post','',0,55),(251,1,'2014-11-21 10:01:02','2014-11-21 10:01:02','APM Terminals has signed a Memorandum of Understanding (MOU) with the Government of Ghana, representing a private investment in excess of USD $1 billion for the expansion of Tema Port. The deal was signed through Meridian Port Services (MPS), the joint venture between APM Terminals, Bolloré Africa Logistics (Meridian Port Holdings) and the Ghana Ports and Harbours Authority (GPHA). A follow-up reception to celebrate the MOU signing ceremony was attended by Ghanaian President John Dramani Mahama.\r\n\r\n<em>“I’m extremely proud to participate in this historic ceremony graced by His Excellency the President, to witness the signing of the MOU for the development of a new Container Terminal within the GPHA Master Plan for Tema Port. This indeed demonstrates the level of commitment that His Excellency has to the Tema Port Development, which acts as a real economic driver for the country and the Sub-Saharan Region”</em>, stated MPS Chairman Alhaji A. A. Banda.\r\n\r\nApproximately USD 145 million has been invested in Tema Port since MPS was incorporated in 2007. In March 2014, the Government of Ghana announced the proposed port upgrade and expansion program to improve rail and roadway connections and expand capacity. Container throughput at MPS, which handles approximately 80% of Tema’s container volume, was 670,000 TEUs in 2013. The expansion will increase the port’s annual container throughput capacity to 3.5 million TEUs.\r\n\r\n<em>\"MPS is a very successful private/public partnership which has brought global trade to local shores. APM Terminals looks forward to take the next step to drive the development of a world class port expansion which can serve the country of Ghana in the coming decades”</em> said APM Terminals Africa-Middle East Regional head, Peder Sondergaard.\r\n\r\nThe expansion plans include the development of four deep water berths and an access channel able to accommodate larger vessels now entering the West African trade lanes. A six-lane modern highway will also be constructed between the port at Tema and Accra, to enhance the movement of cargoes into and out of interior points.\r\n\r\nAPM Terminals is the largest port and terminal operating company in Africa, with 12 operating facilities in 10 countries, including major transhipment facilities in Tangier, Morocco and Port Said East, Egypt. New terminal projects are currently underway at the Port of Abidjan, Ivory Coast, and Badagry, Nigeria.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','APM Terminals Signs Expansion Plan for Tema port','','inherit','open','open','','246-revision-v1','','','2014-11-21 10:01:02','2014-11-21 10:01:02','',246,'http://myseatime.com/blog/?p=251',0,'revision','',0,0),(253,1,'2014-11-21 17:29:14','2014-11-21 17:29:14','The Drewry All Earnings Index, which covers the main bulk shipping markets, jumped 53% in October to stand at 200 points on account of large gains for tanker owners, according to the Shipping Insight report published by shipping consultancy Drewry.\r\n\r\nSuezmax tankers registered a remarkable 400% gain on West Africa-US East Coast routes as oil prices slid and demand for imported oil picked up in the US. Meanwhile, in other bulk shipping sectors activity was subdued.\r\n\r\nThe recovery in October earnings followed two consecutive months in which the index slumped 32%, caused by declining earnings by tanker and LPG owners (see graph above). The index is an average of time charter earnings for dry bulk, tankers and LPG markets, weighted according to estimated market share.\r\n\r\n<em>“Near term, activity will remain strong in the tanker market on a seasonal increase in crude demand,”</em> said Drewry’s lead bulk shipping analyst Rahul Sharan. <em>“However, looking further ahead supply disruptions associated with civil unrest in Iraq and Syria, as well as slackening economic growth in China risk adversely impacting cargo demand.”</em>\r\n\r\nLPG rates had a volatile month, with the Baltic Index reading for very large gas carriers (VLGCs) on the Arabian Gulf-Japan route slipping US$5 per tonne over the month to reach US$98 per tonne. Meanwhile, Drewry’s freight rate assessment for conventional LNG carriers improved marginally to $48,000pd on subdued market activity.\r\n\r\n<em>“Vessels kept piling up in the Far East in search of business during the month, as low cargo demand from Asian countries kept them waiting,”</em> added Sharan. <em>“Hence, we may see many vessels making backhaul journeys to the Atlantic in the coming months.”</em>\r\n\r\nMeanwhile, all sectors in the dry bulk market were subdued in October except Panamax, which remained strong as grain exports from EU and South America increased owing to good yields.\r\n\r\nDrewry’s All Earnings Index reached a four-year high of 310 points in December 2013 on the back of a strong recovery in time charter rates across all sectors, but has since weakened. October’s reading was the highest it has been since January and took the index 61% above its 3-year average.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit</strong>: Wikimedia','Tanker market improving, while dry bulk market remains down as per Drewry','','inherit','open','open','','250-revision-v1','','','2014-11-21 17:29:14','2014-11-21 17:29:14','',250,'http://myseatime.com/blog/?p=253',0,'revision','',0,0),(254,1,'2014-11-22 18:46:10','2014-11-22 18:46:10','The Australian Maritime Safety Authority (AMSA) has prosecuted China Earth Shipping Incorporated, the owners of Panama flagged bulk carrier Xin Tai Hai and its master after it disposed of garbage near Gladstone in June last year.\r\n\r\nChina Earth Shipping Incorporated was convicted of illegally discharging garbage and fined $20,000 in the Townsville Magistrate’s Court on Tuesday, November 18.\r\nThe ship’s master was fined $6000 on charges of illegally discharging garbage and failing to record it in the garbage record book.\r\n\r\nThe company and its master entered pleas of guilty.\r\nThe charges were a result of an AMSA investigation under the Protection of the Sea (Prevention of\r\nPollution from Ships) Act.\r\n\r\nA local fisherman reported seeing a number of plastic bags of dumped rubbish on June 13 last year.\r\nAMSA identified Xin Tai Hai as the potential source of the pollution through the Vessel Traffic Service in Gladstone, which tracks vessels transiting through the area after the report was received by the Gladstone Volunteer Marine Service.\r\n\r\nAn AMSA surveyor boarded the ship while it was berthed in Gladstone and the investigation found similar items to those found in the ocean.\r\n\r\nShip Safety Division General Manager Allan Schwartz said Australia, in line with international conventions, does not tolerate ships dumping garbage in the ocean.\r\n\r\n<em>“Ship owners and their masters need to understand these incidents are investigated and will lead to prosecution, if ships are found to have disposed of garbage illegally,”</em> Mr Schwartz said.\r\n\r\n“These regulations exist to ensure sensitive sea areas such as the Great Barrier Reef are protected.”\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Cruiselawnews','Bulk carrier owner and master fined for Queensland garbage disposal','','publish','open','open','','bulk-carrier-owner-and-master-fined-for-queensland-garbage-disposal','','','2015-01-21 11:42:03','2015-01-21 11:42:03','',0,'http://myseatime.com/blog/?p=254',0,'post','',0,44),(256,1,'2014-11-22 18:46:10','2014-11-22 18:46:10','The Australian Maritime Safety Authority (AMSA) has prosecuted China Earth Shipping Incorporated, the owners of Panama flagged bulk carrier Xin Tai Hai and its master after it disposed of garbage near Gladstone in June last year.\r\n\r\nChina Earth Shipping Incorporated was convicted of illegally discharging garbage and fined $20,000 in the Townsville Magistrate’s Court on Tuesday, November 18.\r\nThe ship’s master was fined $6000 on charges of illegally discharging garbage and failing to record it in the garbage record book.\r\n\r\nThe company and its master entered pleas of guilty.\r\nThe charges were a result of an AMSA investigation under the Protection of the Sea (Prevention of\r\nPollution from Ships) Act.\r\n\r\nA local fisherman reported seeing a number of plastic bags of dumped rubbish on June 13 last year.\r\nAMSA identified Xin Tai Hai as the potential source of the pollution through the Vessel Traffic Service in Gladstone, which tracks vessels transiting through the area after the report was received by the Gladstone Volunteer Marine Service.\r\n\r\nAn AMSA surveyor boarded the ship while it was berthed in Gladstone and the investigation found similar items to those found in the ocean.\r\n\r\nShip Safety Division General Manager Allan Schwartz said Australia, in line with international conventions, does not tolerate ships dumping garbage in the ocean.\r\n\r\n<em>“Ship owners and their masters need to understand these incidents are investigated and will lead to prosecution, if ships are found to have disposed of garbage illegally,”</em> Mr Schwartz said.\r\n\r\n“These regulations exist to ensure sensitive sea areas such as the Great Barrier Reef are protected.”','Bulk carrier owner and master fined for Queensland garbage disposal','','inherit','open','open','','254-revision-v1','','','2014-11-22 18:46:10','2014-11-22 18:46:10','',254,'http://myseatime.com/blog/?p=256',0,'revision','',0,0),(257,1,'2014-11-22 18:47:34','2014-11-22 18:47:34','The Australian Maritime Safety Authority (AMSA) has prosecuted China Earth Shipping Incorporated, the owners of Panama flagged bulk carrier Xin Tai Hai and its master after it disposed of garbage near Gladstone in June last year.\n\nChina Earth Shipping Incorporated was convicted of illegally discharging garbage and fined $20,000 in the Townsville Magistrate’s Court on Tuesday, November 18.\nThe ship’s master was fined $6000 on charges of illegally discharging garbage and failing to record it in the garbage record book.\n\nThe company and its master entered pleas of guilty.\nThe charges were a result of an AMSA investigation under the Protection of the Sea (Prevention of\nPollution from Ships) Act.\n\nA local fisherman reported seeing a number of plastic bags of dumped rubbish on June 13 last year.\nAMSA identified Xin Tai Hai as the potential source of the pollution through the Vessel Traffic Service in Gladstone, which tracks vessels transiting through the area after the report was received by the Gladstone Volunteer Marine Service.\n\nAn AMSA surveyor boarded the ship while it was berthed in Gladstone and the investigation found similar items to those found in the ocean.\n\nShip Safety Division General Manager Allan Schwartz said Australia, in line with international conventions, does not tolerate ships dumping garbage in the ocean.\n\n<em>“Ship owners and their masters need to understand these incidents are investigated and will lead to prosecution, if ships are found to have disposed of garbage illegally,”</em> Mr Schwartz said.\n\n“These regulations exist to ensure sensitive sea areas such as the Great Barrier Reef are protected.”\n\n<strong>Press Release</strong>','Bulk carrier owner and master fined for Queensland garbage disposal','','inherit','open','open','','254-autosave-v1','','','2014-11-22 18:47:34','2014-11-22 18:47:34','',254,'http://myseatime.com/blog/?p=257',0,'revision','',0,0),(258,1,'2014-11-22 18:48:07','2014-11-22 18:48:07','The Australian Maritime Safety Authority (AMSA) has prosecuted China Earth Shipping Incorporated, the owners of Panama flagged bulk carrier Xin Tai Hai and its master after it disposed of garbage near Gladstone in June last year.\r\n\r\nChina Earth Shipping Incorporated was convicted of illegally discharging garbage and fined $20,000 in the Townsville Magistrate’s Court on Tuesday, November 18.\r\nThe ship’s master was fined $6000 on charges of illegally discharging garbage and failing to record it in the garbage record book.\r\n\r\nThe company and its master entered pleas of guilty.\r\nThe charges were a result of an AMSA investigation under the Protection of the Sea (Prevention of\r\nPollution from Ships) Act.\r\n\r\nA local fisherman reported seeing a number of plastic bags of dumped rubbish on June 13 last year.\r\nAMSA identified Xin Tai Hai as the potential source of the pollution through the Vessel Traffic Service in Gladstone, which tracks vessels transiting through the area after the report was received by the Gladstone Volunteer Marine Service.\r\n\r\nAn AMSA surveyor boarded the ship while it was berthed in Gladstone and the investigation found similar items to those found in the ocean.\r\n\r\nShip Safety Division General Manager Allan Schwartz said Australia, in line with international conventions, does not tolerate ships dumping garbage in the ocean.\r\n\r\n<em>“Ship owners and their masters need to understand these incidents are investigated and will lead to prosecution, if ships are found to have disposed of garbage illegally,”</em> Mr Schwartz said.\r\n\r\n“These regulations exist to ensure sensitive sea areas such as the Great Barrier Reef are protected.”\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Cruiselawnews','Bulk carrier owner and master fined for Queensland garbage disposal','','inherit','open','open','','254-revision-v1','','','2014-11-22 18:48:07','2014-11-22 18:48:07','',254,'http://myseatime.com/blog/?p=258',0,'revision','',0,0),(259,1,'2014-11-22 19:01:42','2014-11-22 19:01:42','The Council has extended the EU’s counter-piracy Operation Atalanta by two more years, until 12 December 2016. The Operation’s main focus is the protection of World Food Programme vessels delivering humanitarian aid to Somalia; and the deterrence, repression and disruption of piracy off the Somali coast. In addition, Operation Atalanta contributes to the monitoring of fishing activities off the coast of Somalia.\r\n\r\nDespite the significant progress that has been achieved off the coast of Somalia since the operation was launched in 2008, it is widely recognised that the threat from piracy remains; the pirate business model is fractured but not broken. The Council has therefore added certain secondary tasks to the Operation’s mandate. EU Naval Force will now contribute, within existing means and capabilities, more widely to the EU’s comprehensive approach to Somalia, including in support of the EU Special Representative for the Horn of Africa. It will also be able to contribute to other relevant international community activities helping to address the root causes of piracy in Somalia.\r\n\r\nIn this respect, the operation could, for example, provide logistical support, expertise or training at sea for other EU actors, in particular the EU mission on regional maritime capacity building (EUCAP NESTOR). In addition, Operation Atalanta can also support the EU Training Mission (EUTM) Somalia.\r\n\r\n<em>“EU Operation Atalanta has considerably helped in reducing piracy off the Somali coast. We must maintain the pressure on pirates to help ensuring security in the Horn of Africa. This is in our mutual interest”,</em> EU High Representative for Foreign Affairs and Security Policy Federica Mogherini said. <em>“The EU Naval Force will now also contribute to addressing the root causes of piracy,”</em> she added.\r\n\r\nThe common costs of EU Naval Force for the two years 2015 and 2016 are estimated at €14.7 million. The operation is currently commanded by Major General Martin Smith MBE of the UK Royal Marines. Together with 21 EU member states, two non-EU countries currently contribute to Operation Atalanta.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> EUNAVFOR\r\n\r\n&nbsp;','EU counter-piracy Operation Eunavfor Atalanta Extended To End of 2016','','publish','open','open','','eu-counter-piracy-operation-eunavfor-atalanta-extended-to-end-of-2016','','','2015-01-21 11:38:42','2015-01-21 11:38:42','',0,'http://myseatime.com/blog/?p=259',0,'post','',0,42),(261,1,'2014-11-22 19:01:42','2014-11-22 19:01:42','The Council has extended the EU’s counter-piracy Operation Atalanta by two more years, until 12 December 2016. The Operation’s main focus is the protection of World Food Programme vessels delivering humanitarian aid to Somalia; and the deterrence, repression and disruption of piracy off the Somali coast. In addition, Operation Atalanta contributes to the monitoring of fishing activities off the coast of Somalia.\r\n\r\nDespite the significant progress that has been achieved off the coast of Somalia since the operation was launched in 2008, it is widely recognised that the threat from piracy remains; the pirate business model is fractured but not broken. The Council has therefore added certain secondary tasks to the Operation’s mandate. EU Naval Force will now contribute, within existing means and capabilities, more widely to the EU’s comprehensive approach to Somalia, including in support of the EU Special Representative for the Horn of Africa. It will also be able to contribute to other relevant international community activities helping to address the root causes of piracy in Somalia.\r\n\r\nIn this respect, the operation could, for example, provide logistical support, expertise or training at sea for other EU actors, in particular the EU mission on regional maritime capacity building (EUCAP NESTOR). In addition, Operation Atalanta can also support the EU Training Mission (EUTM) Somalia.\r\n\r\n<em>“EU Operation Atalanta has considerably helped in reducing piracy off the Somali coast. We must maintain the pressure on pirates to help ensuring security in the Horn of Africa. This is in our mutual interest”,</em> EU High Representative for Foreign Affairs and Security Policy Federica Mogherini said. <em>“The EU Naval Force will now also contribute to addressing the root causes of piracy,”</em> she added.\r\n\r\nThe common costs of EU Naval Force for the two years 2015 and 2016 are estimated at €14.7 million. The operation is currently commanded by Major General Martin Smith MBE of the UK Royal Marines. Together with 21 EU member states, two non-EU countries currently contribute to Operation Atalanta.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> EUNAVFOR\r\n\r\n&nbsp;','EU counter-piracy Operation Eunavfor Atalanta Extended To End of 2016','','inherit','open','open','','259-revision-v1','','','2014-11-22 19:01:42','2014-11-22 19:01:42','',259,'http://myseatime.com/blog/?p=261',0,'revision','',0,0),(262,1,'2014-11-22 19:12:01','2014-11-22 19:12:01','<p>NEW ORLEANS - The Bureau of Safety and Environmental Enforcement (BSEE) is actively investigating an explosion aboard a production platform at West Delta 105, operated by Fieldwood Energy. The explosion resulted in one fatality and three injured.</p>\r\n<p>As reported to BSEE by the operator, the incident happened during routine maintenance operations on its Echo platform around 3pm CST Thursday. Contractors with Turnkey Cleaning Services were cleaning a piece of equipment, called a heater treater, at the time of the incident. Damage to the facility is reported to be limited to the heater treater. The platform had been shut in for more than a week and was not producing at the time of this incident.</p>\r\n<p>The operator reports that all three injured were evaluated and released from the hospital and all other personnel aboard the platform are safe​​.</p>\r\n<p>There has been no reported fire or release of oil or pollution as a result of this incident.</p>\r\n<p>A team of BSEE engineers, inspectors and investigators are currently on the facility conducting an incident investigation. Through the course of the investigation, the BSEE investigation team will interview witnesses and analyze evidence to determine the cause of the explosion.</p>\r\n<p><strong>Press Release</strong></p>\r\n<p><strong>Image Credit:</strong> Wikimedia</p>\r\n','BSEE Investigating Explosion in the Gulf of Mexico that led to one dead and three injured','','publish','open','open','','bsee-investigating-explosion-in-the-gulf-of-mexico-that-led-to-one-dead-and-three-injured','','','2015-01-21 11:21:38','2015-01-21 11:21:38','',0,'http://myseatime.com/blog/?p=262',0,'post','',0,54),(264,1,'2014-11-22 19:12:02','2014-11-22 19:12:02','NEW ORLEANS - The Bureau of Safety and Environmental Enforcement (BSEE) is actively investigating an explosion aboard a production platform at West Delta 105, operated by Fieldwood Energy. The explosion resulted in one fatality and three injured.\r\n\r\nAs reported to BSEE by the operator, the incident happened during routine maintenance operations on its Echo platform around 3pm CST Thursday. Contractors with Turnkey Cleaning Services were cleaning a piece of equipment, called a heater treater, at the time of the incident. Damage to the facility is reported to be limited to the heater treater. The platform had been shut in for more than a week and was not producing at the time of this incident.\r\n\r\nThe operator reports that all three injured were evaluated and released from the hospital and all other personnel aboard the platform are safe​​.\r\n\r\nThere has been no reported fire or release of oil or pollution as a result of this incident.\r\n\r\nA team of BSEE engineers, inspectors and investigators are currently on the facility conducting an incident investigation. Through the course of the investigation, the BSEE investigation team will interview witnesses and analyze evidence to determine the cause of the explosion.','BSEE Investigating Explosion in the Gulf of Mexico that led to one dead and three injured','','inherit','open','open','','262-revision-v1','','','2014-11-22 19:12:02','2014-11-22 19:12:02','',262,'http://myseatime.com/blog/?p=264',0,'revision','',0,0),(265,1,'2014-11-22 19:13:25','2014-11-22 19:13:25','NEW ORLEANS - The Bureau of Safety and Environmental Enforcement (BSEE) is actively investigating an explosion aboard a production platform at West Delta 105, operated by Fieldwood Energy. The explosion resulted in one fatality and three injured.\r\n\r\nAs reported to BSEE by the operator, the incident happened during routine maintenance operations on its Echo platform around 3pm CST Thursday. Contractors with Turnkey Cleaning Services were cleaning a piece of equipment, called a heater treater, at the time of the incident. Damage to the facility is reported to be limited to the heater treater. The platform had been shut in for more than a week and was not producing at the time of this incident.\r\n\r\nThe operator reports that all three injured were evaluated and released from the hospital and all other personnel aboard the platform are safe​​.\r\n\r\nThere has been no reported fire or release of oil or pollution as a result of this incident.\r\n\r\nA team of BSEE engineers, inspectors and investigators are currently on the facility conducting an incident investigation. Through the course of the investigation, the BSEE investigation team will interview witnesses and analyze evidence to determine the cause of the explosion.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Wikimedia','BSEE Investigating Explosion in the Gulf of Mexico that led to one dead and three injured','','inherit','open','open','','262-revision-v1','','','2014-11-22 19:13:25','2014-11-22 19:13:25','',262,'http://myseatime.com/blog/?p=265',0,'revision','',0,0),(266,1,'2014-11-22 19:42:13','2014-11-22 19:42:13','Statoil has decided to cancel the Stena Carron rig contract after fulfilling the work commitments in the Statoil-operated blocks 38 and 39 in the Kwanza basin offshore Angola.\r\n\r\nThe rig contract will cease with effect from 21 November 2014.\r\n\r\nStatoil’s first well results from the area have been disappointing and although the company still sees remaining prospectivity in the basin and on the Statoil acreage, more time is needed to evaluate the well results and mature new prospects before deciding on future activities.\r\n\r\nThe first two Statoil-operated wells in this pre-salt play, Dilolo and Jacaré, have been drilled safely and very efficiently. These two wells also fulfil the drilling commitments on these two blocks. The Jacaré well in block 38 has now been plugged and abandoned.\r\n\r\nStatoil is participating in eight commitment wells across five blocks in the Kwanza basin. So far four wells have been completed and one well is ongoing in block 40 operated by Total.\r\n\r\nThe costs of terminating the operations and associated services including the <em>Stena Carron</em> rig contract will be onerous contract and expensed in fourth quarter amounting to approximately USD 350 million.\r\n\r\nThe 2014 guiding for organic exploration expenditures of USD 3.5 billion remains, including the Jacaré well cost in Block 38, which will be expensed in fourth quarter. In addition it is expected that the signature bonus in block 38 will be impaired.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image credit:</strong> offshoreenergytoday.com','Statoil decided to cancel the Stena Carron rig contract','','publish','open','open','','statoil-decided-to-cancel-the-stena-carron-rig-contract','','','2015-01-21 11:12:00','2015-01-21 11:12:00','',0,'http://myseatime.com/blog/?p=266',0,'post','',0,32),(268,1,'2014-11-22 19:42:13','2014-11-22 19:42:13','Statoil has decided to cancel the Stena Carron rig contract after fulfilling the work commitments in the Statoil-operated blocks 38 and 39 in the Kwanza basin offshore Angola.\r\n\r\nThe rig contract will cease with effect from 21 November 2014.\r\n\r\nStatoil’s first well results from the area have been disappointing and although the company still sees remaining prospectivity in the basin and on the Statoil acreage, more time is needed to evaluate the well results and mature new prospects before deciding on future activities.\r\n\r\nThe first two Statoil-operated wells in this pre-salt play, Dilolo and Jacaré, have been drilled safely and very efficiently. These two wells also fulfil the drilling commitments on these two blocks. The Jacaré well in block 38 has now been plugged and abandoned.\r\n\r\nStatoil is participating in eight commitment wells across five blocks in the Kwanza basin. So far four wells have been completed and one well is ongoing in block 40 operated by Total.\r\n\r\nThe costs of terminating the operations and associated services including the <em>Stena Carron</em> rig contract will be onerous contract and expensed in fourth quarter amounting to approximately USD 350 million.\r\n\r\nThe 2014 guiding for organic exploration expenditures of USD 3.5 billion remains, including the Jacaré well cost in Block 38, which will be expensed in fourth quarter. In addition it is expected that the signature bonus in block 38 will be impaired.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image credit:</strong> offshoreenergytoday.com','Statoil decided to cancel the Stena Carron rig contract','','inherit','open','open','','266-revision-v1','','','2014-11-22 19:42:13','2014-11-22 19:42:13','',266,'http://myseatime.com/blog/?p=268',0,'revision','',0,0),(269,1,'2014-11-22 19:54:41','2014-11-22 19:54:41','The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.\r\n\r\nThe Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.\r\n\r\nThe Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.\r\n\r\nShips trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).\r\n\r\nThe Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters as well as mandatory provisions, recommendations are also include in a Part 1-B.\r\n\r\nThe expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.\r\n\r\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> imo.org','IMO adopts mandatory Code for Ships Operating in Polar Waters','','publish','open','open','','imo-adopts-mandatory-code-for-ships-operating-in-polar-waters','','','2015-01-21 11:05:06','2015-01-21 11:05:06','',0,'http://myseatime.com/blog/?p=269',0,'post','',0,44),(271,1,'2014-11-22 19:54:41','2014-11-22 19:54:41','<div>The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>The Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.</div>\r\n<div></div>\r\n<div>The Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>Ships trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).</div>\r\n<div></div>\r\n<div>The Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters.</div>\r\n<div></div>\r\n<div>As well as mandatory provisions, recommendations are also include in a Part 1-B.</div>\r\n<div></div>\r\n<div>The expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.</div>\r\n<div></div>\r\n<div>Because it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div><strong>Image Credit:</strong> imo.org</div>\r\n<div></div>','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-revision-v1','','','2014-11-22 19:54:41','2014-11-22 19:54:41','',269,'http://myseatime.com/blog/?p=271',0,'revision','',0,0),(272,1,'2014-11-22 19:55:55','2014-11-22 19:55:55','<div>The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>The Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.</div>\r\n<div></div>\r\n<div>The Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>Ships trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).</div>\r\n<div></div>\r\n<div>The Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters.</div>\r\n<div></div>\r\n<div>As well as mandatory provisions, recommendations are also include in a Part 1-B.</div>\r\n<div></div>\r\n<div>The expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.</div>\r\n<div></div>\r\n<div>Because it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div></div>\r\n<div><strong>Image Credit:</strong> imo.org</div>\r\n<div></div>','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-revision-v1','','','2014-11-22 19:55:55','2014-11-22 19:55:55','',269,'http://myseatime.com/blog/?p=272',0,'revision','',0,0),(273,1,'2014-11-23 19:38:57','2014-11-23 19:38:57','<div></div>\r\n<div>The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>The Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.</div>\r\n<div></div>\r\n<div>The Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>Ships trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).</div>\r\n<div></div>\r\n<div>The Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters.</div>\r\n<div></div>\r\n<div>As well as mandatory provisions, recommendations are also include in a Part 1-B.</div>\r\n<div></div>\r\n<div>The expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.</div>\r\n<div></div>\r\n<div>Because it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div></div>\r\n<div><strong>Image Credit:</strong> imo.org</div>\r\n<div></div>','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-revision-v1','','','2014-11-23 19:38:57','2014-11-23 19:38:57','',269,'http://myseatime.com/blog/?p=273',0,'revision','',0,0),(274,1,'2014-11-23 19:56:39','2014-11-23 19:56:39','The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.\n\nThe Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.\n\nThe Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.\n\nShips trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).\n\nThe Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters as well as mandatory provisions, recommendations are also include in a Part 1-B.\n\nThe expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.\n\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.\n\n<strong>Press Release</strong>\n\nImage Credit: imo.org','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-autosave-v1','','','2014-11-23 19:56:39','2014-11-23 19:56:39','',269,'http://myseatime.com/blog/?p=274',0,'revision','',0,0),(275,1,'2014-11-23 19:51:57','2014-11-23 19:51:57','The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>The Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.</div>\r\n<div></div>\r\n<div>The Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.</div>\r\n<div></div>\r\n<div>Ships trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).</div>\r\n<div></div>\r\n<div>The Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters.</div>\r\n<div></div>\r\n<div>As well as mandatory provisions, recommendations are also include in a Part 1-B.</div>\r\n<div></div>\r\n<div>The expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.</div>\r\n<div></div>\r\n<div>Because it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.</div>\r\n<div></div>\r\n<div><strong>Press Release</strong></div>\r\n<div></div>\r\n<div><strong>Image Credit:</strong> imo.org</div>\r\n<div></div>','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-revision-v1','','','2014-11-23 19:51:57','2014-11-23 19:51:57','',269,'http://myseatime.com/blog/?p=275',0,'revision','',0,0),(276,1,'2014-11-23 19:55:33','2014-11-23 19:55:33','The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.\r\n\r\nThe Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.\r\n\r\nThe Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.\r\n\r\nShips trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).\r\n\r\nThe Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters as well as mandatory provisions, recommendations are also include in a Part 1-B.\r\n\r\nThe expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.\r\n\r\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.\r\n<div><strong>Press Release</strong></div>\r\n<div></div>\r\n<div><strong>Image Credit:</strong> imo.org</div>','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-revision-v1','','','2014-11-23 19:55:33','2014-11-23 19:55:33','',269,'http://myseatime.com/blog/?p=276',0,'revision','',0,0),(277,1,'2014-11-23 19:56:48','2014-11-23 19:56:48','The International Maritime Organization (IMO) has adopted the International Code for Ships Operating in Polar Waters (Polar Code), and related amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make it mandatory, marking an historic milestone in the Organization’s work to protect ships and people aboard them, both seafarers and passengers, in the harsh environment of the waters surrounding the two poles.\r\n\r\nThe Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), which was meeting at the Organization\'s London headquarters for its 94th session, from 17 to 21 November 2014.\r\n\r\nThe Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles.\r\n\r\nShips trading in the polar regions already have to comply with all relevant international standards adopted by IMO, but the newly adopted  SOLAS chapter XIV “Safety measures for ships operating in polar waters”, adds additional requirements, by making mandatory the Polar Code (Preamble, Introduction and Part I-A (Safety measures)).\r\n\r\nThe Polar Code highlights the potential hazards of operating in polar regions, including ice, remoteness and rapidly changing and severe weather conditions, and provides goals and functional requirements in relation to ship design, construction, equipment, operations, training, and search and rescue, relevant to ships operating in Arctic and Antarctic waters as well as mandatory provisions, recommendations are also include in a Part 1-B.\r\n\r\nThe expected date of entry into force of the SOLAS amendments is 1 January 2017, under the tacit acceptance procedure. It will apply to new ships constructed after that date. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018.\r\n\r\nBecause it contains both safety and environment related provisions, the Polar Code will be mandatory under both SOLAS and the International Convention for the Prevention of Pollution from Ships (MARPOL). Last month (October 2014), IMO’s Marine Environment Protection Committee (MEPC) approved the necessary draft amendments to make the environmental provisions in the the Polar Code mandatory under MARPOL. The MEPC is expected to adopt the Code and associated MARPOL amendments at its next session in May 2015, with an entry-into-force date to be aligned with the SOLAS amendments.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> imo.org','IMO adopts mandatory Code for Ships Operating in Polar Waters','','inherit','open','open','','269-revision-v1','','','2014-11-23 19:56:48','2014-11-23 19:56:48','',269,'http://myseatime.com/blog/?p=277',0,'revision','',0,0),(278,2,'2014-11-24 07:34:05','2014-11-24 07:34:05','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blogadm/wp-content/uploads/2014/11/GT.png\"><img class=\"aligncenter size-full wp-image-279\" src=\"http://myseatime.com/blogadm/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"605\" height=\"78\" /></a>\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n\r\nMonitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006\r\n\r\nencourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers.\r\n\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','publish','open','open','','why-crew-accommodations-size-is-reducing-on-ships','','','2015-01-29 08:08:35','2015-01-29 08:08:35','',0,'http://myseatime.com/blog/?p=278',0,'post','',0,33),(279,1,'2014-11-24 07:31:00','2014-11-24 07:31:00','','GT','','inherit','open','open','','gt','','','2014-11-24 07:31:00','2014-11-24 07:31:00','',278,'http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png',0,'attachment','image/png',0,0),(281,1,'2014-11-24 07:34:05','2014-11-24 07:34:05','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nWhile this is true to some extent but not entirely. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n&nbsp;\r\n\r\n<i> • </i><i>V</i>, the ship\'s total volume in cubic meters (m<sup>3</sup>), and\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n&nbsp;\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : ILO has been working on with follow ups with IMO to\r\n<ul>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers</li>\r\n</ul>\r\nIt is but obvious that any process to change to re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that the living standards onboard are not improving any time soon.','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2014-11-24 07:34:05','2014-11-24 07:34:05','',278,'http://myseatime.com/blog/?p=281',0,'revision','',0,0),(282,1,'2015-01-21 10:58:14','2015-01-21 10:58:14','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\n\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\n\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\n\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\n\n<i> • K</i>, a multiplier based on the ship volume.\n\nwhere\n\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\n\n&nbsp;\n\nAnd Gross Tonnage =  K x V\n\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\n\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\n\n<b>Is something being done to improve living standards ?</b> : Yes,\n\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\n<ul>\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers.</li>\n</ul>\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\n\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-autosave-v1','','','2015-01-21 10:58:14','2015-01-21 10:58:14','',278,'http://myseatime.com/blog/?p=282',0,'revision','',0,0),(283,1,'2014-11-24 07:35:56','2014-11-24 07:35:56','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nWhile this is true to some extent but not entirely. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : ILO has been working on with follow ups with IMO to\r\n<ul>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers</li>\r\n</ul>\r\nIt is but obvious that any process to change to re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that the living standards onboard are not improving any time soon.','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2014-11-24 07:35:56','2014-11-24 07:35:56','',278,'http://myseatime.com/blog/?p=283',0,'revision','',0,0),(284,1,'2014-11-24 07:37:03','2014-11-24 07:37:03','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nWhile this is true to some extent but not entirely. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : ILO has been working on with follow ups with IMO to\r\n<ul>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers</li>\r\n</ul>\r\nIt is but obvious that any process to change to re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that the living standards onboard are not improving any time soon.','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2014-11-24 07:37:03','2014-11-24 07:37:03','',278,'http://myseatime.com/blog/?p=284',0,'revision','',0,0),(285,1,'2014-11-24 07:45:40','2014-11-24 07:45:40','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n<ul>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers</li>\r\n</ul>\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2014-11-24 07:45:40','2014-11-24 07:45:40','',278,'http://myseatime.com/blog/?p=285',0,'revision','',0,0),(286,1,'2014-11-24 07:47:40','2014-11-24 07:47:40','Most would agree that crew accommodation size is continuously reducing onboard new ships. Many of us have seen big crew cabins, big lounges and big gymnasiums onboard ships. However there is a trend now to have the minimum possible size of the cabins, smaller lounges and no gymnasiums onboard ships. Many suppose the reason behind this is the owner’s desire to use lesser steel and hence reduce the cost of building ship.\r\n\r\nHowever this is not entirely true. By having smaller accommodations, the owners do not just save the steel cost but also the port dues that will be incurred for the life of the ship. The port dues are based on Gross tonnage of the vessel. More the gross tonnage more will be the port dues. The larger accommodations add to the gross tonnage of the ship.\r\n\r\nGross tonnage calculation is defined by regulation 3 of The “International Convention on Tonnage Measurement of Ships, 1969” and is based upon two variables\r\n\r\n<i style=\"line-height: 1.5;\">• </i><i style=\"line-height: 1.5;\">V</i><span style=\"line-height: 1.5;\">, the ship\'s total volume in cubic meters (m</span><sup>3</sup><span style=\"line-height: 1.5;\">), and</span>\r\n\r\n<i> • K</i>, a multiplier based on the ship volume.\r\n\r\nwhere\r\n\r\n<a href=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\"><img class=\"wp-image-279 alignleft\" src=\"http://myseatime.com/blog/wp-content/uploads/2014/11/GT.png\" alt=\"GT\" width=\"241\" height=\"31\" /></a>\r\n\r\n&nbsp;\r\n\r\nAnd Gross Tonnage =  K x V\r\n\r\nThe volume here is the entire volume that can be used to store anything and it include accommodation too.\r\n\r\nWhile the tonnage convention was not intended to affect ship design but it has done so since the time it came into force in 1982. Accommodation spaces are not the only section on the ships to suffer. There are many ships built with odd designs to reduce the gross tonnage such as ships with no forecastle deck, cut off stern and small engine rooms.\r\n\r\n<b>Is something being done to improve living standards ?</b> : Yes,\r\n\r\nILO has suggested to re-evaluate the gross tonnage measurement regulations so that it does not affect crew accommodations. ILO has been following up with IMO to\r\n<ul>\r\n	<li>Monitor developments and evaluate any amendment to or interpretation of agreements of the 1969 TM Convention that could have an impact on the Maritime Labour Convention, 2006</li>\r\n	<li>encourage the IMO to give full consideration to possible amendments to or interpretation of agreements of the 1969 TM Convention that would lead to improved welfare of seafarers</li>\r\n</ul>\r\nHowever, it is but obvious that any process to change or re-evaluate the tonnage convention will be a time consuming process considering the initial tonnage convention took 13 years to ratify. We can conclude that even though there have been considerable efforts from ILO and IMO in this regards, however the living standards onboard are not improving any time soon because of time consuming process of acceptance and ratification of regulations.\r\n\r\n<strong>Image Credit:</strong> Wikimedia','Why crew accommodations size is reducing on ships ?','','inherit','open','open','','278-revision-v1','','','2014-11-24 07:47:40','2014-11-24 07:47:40','',278,'http://myseatime.com/blog/?p=286',0,'revision','',0,0),(287,1,'2014-11-24 11:54:32','2014-11-24 11:54:32','Inchcape Shipping Services (ISS) is advising that port workers in Belgium today (24 November 2014), started a 24 hour strike which will end at midnight 00:00hrs.\r\n\r\nThe strike by port labourers has been called by three national unions, in protest over the erosion of index-linked pay rises and tax increases.\r\n\r\nCurrently the strike is having a major effect on shipping operations in the area with the ports of Zeebrugge, Ghent and Antwerp particularly affected. ISS Belgium has advised that there is a backlog of 65 ships waiting at anchorage to call the Port of Antwerp with a further 12 vessels waiting to depart.\r\n\r\nIt is anticipated that this current 24 hour strike will be followed by a national general strike on 15 December 2014.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit</strong>: Wikimedia','24 hours strike by Belgian Port Workers','','publish','open','open','','24-hours-strike-by-belgian-port-workers','','','2015-01-21 14:44:22','2015-01-21 14:44:22','',0,'http://myseatime.com/blog/?p=287',0,'post','',0,33),(289,1,'2014-11-24 11:54:32','2014-11-24 11:54:32','Inchcape Shipping Services (ISS) is advising that port workers in Belgium today (24 November 2014), started a 24 hour strike which will end at midnight 00:00hrs.\r\n\r\nThe strike by port labourers has been called by three national unions, in protest over the erosion of index-linked pay rises and tax increases.\r\n\r\nCurrently the strike is having a major effect on shipping operations in the area with the ports of Zeebrugge, Ghent and Antwerp particularly affected. ISS Belgium has advised that there is a backlog of 65 ships waiting at anchorage to call the Port of Antwerp with a further 12 vessels waiting to depart.\r\n\r\nIt is anticipated that this current 24 hour strike will be followed by a national general strike on 15 December 2014.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit</strong>: Wikimedia','24 hours strike by Belgian Port Workers','','inherit','open','open','','287-revision-v1','','','2014-11-24 11:54:32','2014-11-24 11:54:32','',287,'http://myseatime.com/blog/?p=289',0,'revision','',0,0),(292,1,'2014-11-25 15:53:53','2014-11-25 15:53:53','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe Australian Maritime Safety Authority (AMSA) has issued a direction to Indonesian flagged container ship Territory Trader (IMO 8812899) not to enter or use any port in Australia for three months.\r\n\r\nThe direction for the multi-purpose vessel is a result of repeated detentions and a history of machinery and equipment malfunctions, and breakdowns.\r\n\r\nTerritory Trader has been detained by AMSA on three occasions since July 2013, prompting serious concerns the vessel is not being operated or managed to meet applicable standards.\r\n\r\nAustralia is a signatory to International Maritime Organization (IMO) and International Labour Organization conventions and AMSA takes its responsibilities for ensuring compliance with all international safety conventions seriously with respect to securing compliance of ships visiting its ports.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said the vessel is a regular caller into the port of Cairns, with 12 port visits this year.\r\n\r\n<em>“This vessel has a poor history of complying with international safety conventions in Australia and is known to transit the environmentally sensitive and highly protected Great Barrier Reef and Torres Strait area,”</em> Mr Kinley said.\r\n\r\n<em>“For these reasons the vessel was considered high risk and a non-scheduled port state control inspection was undertaken.”</em>\r\n\r\nThe direction was made under the Navigation Act 2012 and expires on February 18, 2015.\r\nThe vessel is required to rectify deficiencies identified during the inspection before departing Cairns.\r\n\r\nThis is the second vessel banned from Australian ports since the revised Navigation Act came into effect last year.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Robert Scott / Marinetraffic.com\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans repeat offender from Australian ports','The Australian Maritime Safety Authority (AMSA) has issued a direction to Indonesian flagged container ship Territory Trader (IMO 8812899) not to enter or use any port in Australia for three months.','publish','open','open','','amsa-bans-repeat-offender-from-australian-ports','','','2014-11-26 13:29:15','2014-11-26 13:29:15','',0,'http://myseatime.com/blog/?p=292',0,'post','',0,46),(293,1,'2014-11-25 15:52:18','2014-11-25 15:52:18','','TERRITORY_TRADER','','inherit','open','open','','territory_trader','','','2014-11-25 15:52:18','2014-11-25 15:52:18','',292,'http://myseatime.com/blog/wp-content/uploads/2014/11/TERRITORY_TRADER.jpg',0,'attachment','image/jpeg',0,0),(294,1,'2014-11-25 15:53:53','2014-11-25 15:53:53','<div class=\"page\" title=\"Page 1\">\r\n<div class=\"layoutArea\">\r\n<div class=\"column\">\r\n\r\nThe Australian Maritime Safety Authority (AMSA) has issued a direction to Indonesian flagged container ship Territory Trader (IMO 8812899) not to enter or use any port in Australia for three months.\r\n\r\nThe direction for the multi-purpose vessel is a result of repeated detentions and a history of machinery and equipment malfunctions, and breakdowns.\r\n\r\nTerritory Trader has been detained by AMSA on three occasions since July 2013, prompting serious concerns the vessel is not being operated or managed to meet applicable standards.\r\n\r\nAustralia is a signatory to International Maritime Organization (IMO) and International Labour Organization conventions and AMSA takes its responsibilities for ensuring compliance with all international safety conventions seriously with respect to securing compliance of ships visiting its ports.\r\n\r\nAMSA Chief Executive Officer Mick Kinley said the vessel is a regular caller into the port of Cairns, with 12 port visits this year.\r\n\r\n<em>“This vessel has a poor history of complying with international safety conventions in Australia and is known to transit the environmentally sensitive and highly protected Great Barrier Reef and Torres Strait area,”</em> Mr Kinley said.\r\n\r\n<em>“For these reasons the vessel was considered high risk and a non-scheduled port state control inspection was undertaken.”</em>\r\n\r\nThe direction was made under the Navigation Act 2012 and expires on February 18, 2015.\r\nThe vessel is required to rectify deficiencies identified during the inspection before departing Cairns.\r\n\r\nThis is the second vessel banned from Australian ports since the revised Navigation Act came into effect last year.\r\n\r\n<strong>Press Release</strong>\r\n\r\n<strong>Image Credit:</strong> Robert Scott / Marinetraffic.com\r\n\r\n</div>\r\n</div>\r\n</div>','AMSA bans repeat offender from Australian ports','','inherit','open','open','','292-revision-v1','','','2014-11-25 15:53:53','2014-11-25 15:53:53','',292,'http://myseatime.com/blog/?p=294',0,'revision','',0,0),