The North American Marine Environment Protection Association (NAMEPA) announced earlier this month that Houston-based TITAN Salvage, a subsidiary ofCrowley Maritime Corp., is the recipient of its 2014 Corporate Marine Environment Protection Award. The prestigious award recognizes TITAN's proactive approach towards protecting and preserving the oceans. "TITAN is committed to ensuring the safety of our people, the public and the environment," said TITAN's Chris Peterson, vice president. "This accolade is a testament to our mission. We are both humbled and honored to receive NAMEPA's Corporate Marine Environment Protection Award and look forward to participating in NAMEPA's annual conference later this year." Peterson will accept the award on behalf of the TITAN team at NAMEPA's New York City conference on October 29. Lindsay Malen, TITAN's director of business development, will also attend the conference and participate in a risk management roundtable discussion with other leaders from across the industry. "TTITAN is a proud member of NAMEPA," Malen said. "We will continue to support the organization's efforts to protect our seas and lead by example." Earlier this year, TITAN marked the completion of the largest maritime salvage job in history when the Costa Concordia - the Concordia-class cruise ship that wrecked off Giglio Island,...

The Ministry of Employment and the Economy of the Finnish Government has issued a press release to announce  its commitment of a total of EUR 65.2 million in energy subsidies for three liquefied natural gas (LNG) terminals. With the help of this support, Manga LNG Oy, Skangass Oy, and Oy Aga Ab will build LNG terminals in Tornio, Pori and Rauma respectively. These new terminals will help facilitate a move to significantly reduce the industrial use of fuel oil and liquid petroleum gas (LPG) in Finland. ''The decrees to go ahead with these three operations will see more than EUR 200 million being invested into LNG terminals. This will then instigate the development of a network of terminals along the Finnish coastline'' commented Minister of Economic Affairs Jan Vapaavuori after signing the decrees. ''LNG offers an environmentally-friendly and carbon-free alternative fuel source for the shipping industry. It also enables us to create alternative procurement streams for industries that use gas. According to estimates, the market potential for the use of LNG by the shipping and other industries is particularly significant in the Satakunta region. Furthermore, a terminal in the Bay of Bothnia would make possible the use of LNG in...

In an unprecedented show of commitment for an environmental cause, DP World and Hutchison Port Holdings Limited (HPH) have joined hands to combat global warming in a Waste Reduction Campaign that will multiply the effect of their individual efforts to curb global greenhouse emissions. An estimated 11.2 billion tonnes of solid waste is collected worldwide every year and its degeneration contributes to about five per cent of global greenhouse gas (GHG) emissions.A joint DP World-HPH campaign, which will run from 19 to 21 September, has been established and follows the theme 'Recycling Begins & Ends with You'. The campaign will see employees of DP World and HPH 'reach across the fence' and engage in joint activities in locations around the world where these companies operate terminals within the same port complex such as Laem Chabang (Thailand), Ho Chi Minh City (Vietnam), Busan (South Korea) and Buenos Aires (Argentina). The list of joint activities that are being developed include clean-up days at terminals, beaches or other affected areas specific to each locality, food waste disposal and composting efforts, e-waste and battery recycling, office recycling and green transportation to reduce vehicle emissions. Mohammed Sharaf, Group Chief Executive Officer, DP World, said: "We are committed to minimising the impact we have on the environment and maximising the benefits...

Now, United Nations' International Maritime Organization (IMO) has finalized draft consolidated, internationally binding regulations on the use of liquefied natural gas At the annual session of the IMO Sub-Committee on the Carriage of Cargoes and Containers (CCC 1), the member States have just agreed on the contents of a new international code. The Code of Safety for Ships Using Gases or Other Low Flash-Point Fuels (the IGF Code) contains, inter alia, design instructions for the correct location of fuel tanks, fire-technical measures as well as requirements for additional protection of the machinery space. The new set of regulations will enhance safety, and at the same time many shipowners could save both time and costs since it will become easier to make individual risk analyses. It is expected that the Sub-Committee's proposal for the IGF Code will be approved by the Maritime Safety Committee (MSC) in November 2014 with a view to adoption in 2015. Subsequently, the regulations will take effect in 2017.The Danish Maritime Authority has collaborated closely with a number of different stakeholders from the industry and continuously contributed to the final result which is now ready.As a part of the Plan for Growth in Blue Denmark, focused efforts...

Oil Companies International Marine Forum (OCIMF) issued a new information paper entitled "Offshore Vessel Operations in Ice and or Severe Sub-Zero Temperatures in Arctic and Sub-Arctic Regions". The purpose of this paper is to provide guidance to operators and charterers of offshore support vessels employed for use in areas impacted by ice or severe sub-zero temperatures with the aim of encouraging high standards of safety and environmental protection for those operating in Arctic and Sub-Arctic regions. Ice and severe sub-zero temperatures may impact on offshore vessel operations in many geographical areas. Operations in ice and severe sub-zero temperatures present vessel operators with unique risks and considerations. Operating areas are often remote with very limited navigational and support infrastructure, sea ice might be encountered year-round or seasonally and may include multi-year ice and severe sub-zero temperatures. Third party ice management may be required, depending on Ice Class and installed power of the offshore vessel. Due to the specialist nature of operations and navigation in these areas, the guidance in this paper is primarily aimed at project-orientated shipping supporting upstream activities and associated vetting decisions for spot employment. By the very nature of their operations, work on offshore support vessels entails personnel working outside...

Scientists take sea ice samples out of Polarstern's mummy chair, which is used to investigate sea ice without actually setting a foot on it. (Image Credit: Alfred-Wegener-Institute) The area of sea ice in the Arctic fell to a summer minimum of around 5.0 million square kilometres this year, which is about 1.6 million square kilometres more than the record low in 2012. According to sea ice physicist Marcel Nicolaus from the Alfred Wegener Institute (AWI) and Lars Kaleschke from the Hamburg Cluster of Excellence for Climate Research (CliSAP) this confirms the long-term downward trend in the Arctic. On the other hand, the winter ice sheet in the South Polar Ocean has expanded to an area of 20.0 million square kilometres, as the researchers report, which exceeds the 30-year-maximum from the previous year. This Thursday, September 18, Marcel Nicolaus, Lars Kaleschke and other leading sea ice experts will be available for discussions and interviews at an international sea ice symposium in Hamburg. "The current minimum sea ice in the Arctic illustrates the continuation of a long-term downward trend. With an area of 5.0 million square kilometres, the 2014 minimum approximately equals last year's minimum. This by no means represents a trend...

The first LNG powered ship that Ferus Smit has on order for Erik Thun A.B. will be built and equipped as a dedicated cement carrier. The ship will be delivered to the joint venture JT cement, in which Erik Thun AB cooperates with KG Jebsen Cement from Norway. There is an option for a second vessel of the same design. The vessels cargo system will consist of a fully automated cement loading and unloading system, based on fluidization of cement by means of compressed air. The cargo system is designed and delivered by KGJ cement, a company also part of the KG Jebsen group. The special fluidization systems combined with slanted tanktops in the cargo holds will enable the bulk cargo to flow to a central suction point in the holds, from where it is transport onwards via pipelines. The cargo holds will be completely closed, identical to a tanker, ensuring environmentally friendly, dust free operation and possibility to load and discharge in all weather conditions. The cargo handling equipment will be able to discharge up to 500 m3 per hour. In order to maximize cargo intake, the original bulker design was enlarged. Cargo capacity will now be around 7200...

NASSCO engineers placed the world's first dual-fuel slow speed engine into the World's First Liquified Natural Gas (LNG) powered containership. Doosan Engine built the 8L70ME-C8.2GI under license from the designer MAN Diesel and Turbo. The engine weighs 539 tons. TOTE Shipholdings, is the first company to use these engines in their vessels. The two new Marlin Class ships, being built by General Dynamics NASSCO's shipyard in San Diego will be used in the Puerto Rico trade and are expected to enter the trade in late 2015 and early 2016 respectively. "This large slow speed (two stroke) dual fuel engine is the first of its kind in the world" noted Phil Morrell, Vice President of Commercial Marine Operations for TOTE Services, the division of TOTE that is responsible for ship's technical management and crewing. "Using this engine in our new Marlin class vessels will not only drastically reduce our SOx, NOx, particulate matter and greenhouse gas emissions as a result of using liquefied natural gas, but it will also improve our efficiency meaning these ships will require less energy to travel the same distance and help preserve the environment." "Landing the world's first low speed, dual fuel engine on the lead...

Last Update on 3 September 2014 The U.S. Coast Guard has updated the list of the Ballast Water Treatment Systems (BWTS) accepted for use in US water as Alternate Management Systems (AMS) The ballast water treatment systems (BWTS) in the list below have been accepted for use in U.S. waters as Alternate Management Systems (AMS). Use of a BWTS as an AMS is subject to the general and specific conditions and requirements listed in the AMS acceptance letter issued to the system's manufacturer. An AMS may be used to meet the Coast Guard ballast water treatment requirements for up to five years after the ship's ballast water discharge standard compliance date specified in the final rule.  This five-year timeframe allows for the completion of required land-based and shipboard testing.   (Click image below to enlarge) In the beginning, I was outspoken with you propecia before and after has changed my being. It has become much more fun, and now I have to run. Just as it is incredible to sit.

In May 2004, with the entering into force of Regulation 724/2004/EC, EMSA was given the task of providing support to Member States in their efforts to respond to ship-sourced pollution in EU waters. In order to define the framework for the associated support activities, the Agency developed the Action Plan for Oil Pollution Preparedness and Response (2004). The plan is updated regularly as part of the Agency's annual Work Programme. EMSA's oil spill response vessels In mid-2014 EMSA maintains 17 fully equipped Stand-by Oil Spill Response Vessels, with one additional vessel under preparation. These vessels are available, upon request, to assist coastal States in oil spill recovery operations. In order to provide this service, EMSA has established, following public procurement procedures, contracts for at-sea oil recovery services around the European coastline with commercial vessel operators. Given that the EMSA service is to 'top-up' available resources formajor spills and for cost efficiency reasons, it was not seen as appropriateto build or buy dedicated vessels to be on permanent stand-by. Each arrangement has the following common characteristics: The vessel will operate as an oil recovery vessel on the basis of a pre-agreed model contract with fixed fees and conditions as developed by...