Teekay Offshore Partners Places Order For Two Additional Shuttle Tankers

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teekay offshore shuttle tankers

Teekay Offshore Partners L.P. (Teekay Offshore or the Partnership) announced today that it has declared options with Samsung Heavy Industries Co., Ltd. for the construction of two, Suezmax-sized, DP2 shuttle tanker newbuildings for a total fully-built-up cost of approximately $265 million.

These newbuildings will be constructed based on the Partnership’s new Shuttle Spirit design which incorporates proven technologies to increase fuel efficiency and reduce emissions, including LNG propulsion technology. Upon delivery in 2020, these vessels will join Teekay Offshore’s Contract of Affreightment (CoA) fleet in the North Sea.

teekay offshore shuttle tankers

Image Credits: teekay.com

“This is another important milestone for Teekay Offshore’s shuttle tanker franchise since it further strengthens our position as the leading provider of CoA shuttle tanker services in the North Sea,” commented Ingvild Sæther, President and CEO of Teekay Offshore Group Ltd.

“Our customers require a reliable, long-term solution for securing offtake services from over 15 oil fields in the North Sea and therefore, these state-of-the-art newbuildings demonstrate our ongoing commitment to our customers,” Ms. Sæther continued, “What makes me particularly proud is that these newbuildings, as well as the two shuttle tankers ordered in July 2017 to service Statoil’s needs in the North Sea, will set new standards for both fuel consumption and CO2 emissions.”

About Teekay Offshore

Teekay Offshore Partners L.P. is an international provider of marine transportation, oil production, storage, long-distance towing and offshore installation and maintenance and safety services to the oil industry, primarily focusing on oil production-related activities of its customers and operating in offshore oil regions of the North Sea, Brazil and the East Coast of Canada.

Teekay Offshore is structured as a publicly-traded master limited partnership (MLP) with consolidated assets of approximately $5.6 billion, comprised of 63 offshore assets, including floating production, storage and offloading (FPSO) units, shuttle tankers, floating storage and offtake (FSO) units, a unit for maintenance and safety (UMS), long-distance towing and offshore installation vessels and conventional tankers. The majority of Teekay Offshore\’s fleet is employed on medium-term, stable contracts.

Reference: teekay.com

November 29, 2017 at 02:22PM Source: http://ift.tt/2hFFYNR Url : http://ift.tt/2Bqq5QB

Two Captains recognized with IMO bravery award

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Two maritime pilots who defied fire to bring a burning ship to safety, averting a major maritime catastrophe, received the 2017 IMO Award for Exceptional Bravery at Sea during the 2017 IMO awards ceremony, held on 27 November.

Pilots Captain Michael G. McGee and Captain Michael C. Phillips, from Houston, US, were recognized for their role in averting a tragedy in September 2016, when the ship they were piloting, the 247 meters-long tanker Aframax River, broke down in the Houston Ship Channel in the middle of the night and burst into flames, after colliding with mooring dolphins.

Captain McGee and Captain Phillips were surrounded by a towering wall of burning fuel as the raging fire quickly spread across the channel, threatening other tank ships and nearby waterfront facilities. Both pilots remained at their stations on the bridge of the ship during the fire. Captain McGee managed to manoeuvre the stricken and blazing vessel away from surrounding ships and facilities. Captain Phillips coordinated communications and firefighting efforts with the US Coast Guard and numerous local fireboats. Captain Phillips grabbed a fire extinguisher and put out a fire raging on the port bridge wing.

The inferno was finally extinguished after 90 minutes, leaving to both pilots minor burns. Captain McGee, using tugs, was then able to bring the damaged tanker safely to a mooring facility.

Captain McGee and Captain Phillips were nominated by the International Maritime Pilots’ Association (IMPA). The Award was decided by a panel of judges and endorsed by the IMO Council at its 118th session in July.

Accepting the Award, Captain Philips said that the incident was not something that they encountered in routine piloting duties.

“It’s also not something that we train for or practice. Frankly, we didn’t have a lot of time to even think about what we needed to do. We just did it,” he said. 

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. For 2017, 33 nominations were received from 16 Member States and five non-governmental organizations.

Find out more in the following video:

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November 29, 2017 at 04:12PM Source: http://ift.tt/2u0o9wM Url : http://ift.tt/2A9jegv

Avoiding an “ECDIS Assisted Grounding”

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Following on from our article Collisions, ECDIS and "All available means", we release our second article in the series regarding "Avoiding an ECDIS Assisted Grounding".

With appropriate training, adherence to, and use of an effective Safety Management System (SMS), "ECDIS Assisted Groundings" should become a thing of the past. In this article we consider how an Electronic Chart Display Information System (ECDIS) should be used to avoid unnecessary groundings.

The phrase "ECDIS Assisted Grounding" is not new. The phrase is usually attributed to situations where a failure to use ECDIS properly has been identified as one of the causative factors of a grounding. The deficiencies typically include poor system set-up, user inexperience and poor system knowledge, failure to comply with SMS, solely relying on ECDIS or operating the system at a very low level of functionality with key safety features disabled or circumvented.

The use of ECDIS represents a significant change to the operation of a bridge and, if operated correctly and in combination with traditional mariner skills, can provide increased situational awareness and improved navigational safety. The proper use of ECDIS is critical in terms of safety at sea and the legal implications it has for all of those involved in the maritime industry, both at sea and ashore.

Core principles remain unchanged

While the tools may have changed, the principles of safe navigation remain constant. Navigation in the digital age requires the same level of precision, intellectual rigour and skill to ensure the safe navigation and employment of a vessel. As such, the principles of Appraisal, Planning, Execution and Monitoring, as defined in IMO Resolution A.893 (21), remain critical.

Voyage Planning and ECDIS Set-Up

ECDIS incorporates many additional planning features that are not available on paper charts. However, a lack of familiarisation or training can have disastrous consequences. In our experience, recurrent themes in relation to planning include:

  1. Improper ECDIS set-up, including critical safety settings being incorrectly applied such that in-built safeguards, intended to prevent casualties of this nature, are not being activated and therefore acted upon.

  2. Display settings not optimised to clearly show all relevant dangers, particularly those vessels without IHO Presentation Library edition 4.0 (an ECDIS software update to chart content and display standards).

  3. Routes not being adequately checked for navigational hazards, including through the use of automated route scans of the Cross Track Distance (XTD) (and an assessment of the impact of all automated alarms returned) and visual checks at an appropriate scale. It is also essential that masters understand how to carry out these checks, as well as being able to use all the functions of ECDIS on board so that they can properly fulfil their obligations.

  4. Each leg not having an appropriate XTD, which should be carefully planned to provide sufficient sea room for track maintenance and to manoeuvre for collision avoidance, having regard to the proximity of navigational hazards.

  5. Insufficient training in the use of the ECDIS system on board, including generic, type specific and practical assessments (in simulators or on board) in relation to those skills.

Execution of the Passage

The responsibilities of deck officers, when navigating with ECDIS, do not change. Safe navigation has always required, and continues to require, the continuous monitoring and cross verification of the vessel’s position and other critical navigation information.

In our experience, key areas of concern in relation to the monitoring and execution of passages while using ECDIS include:

  1. Lack of familiarity with the specific ECDIS on board and knowledge regarding the availability, activation and use of critical safety functions, which can differ between ECDIS systems (there are currently over 30 type approved ECDIS systems) which can have disastrous impacts, especially when inputs fail during highly stressful and critical situations.

  2. Over-reliance on ECDIS without utilising traditional navigation techniques to monitor the integrity of the information displayed, including positional information not being verified through the use of the radar image overlay function, visual bearings, transits, radar ranges, radar parallel indices and echo sounder depths.

  3. Failing to capitalise on the gains in situational awareness afforded by ECDIS, by not using this new technology in combination with traditional navigation skills. Routinely, junior mariners need to be encouraged to take a step back from the computer, and look out of the window, to expand their situational awareness and make more informed decisions about navigational safety.

  4. Failing to interrogate ECDIS alarms. While issues associated with "alarm fatigue" have, to an extent, been remedied by IHO Presentation Library Edition 4.0, particular care needs to be taken on vessels without the update, as the alarms generated by ECDIS can be excessive.

  5. Handover between deck officers who must deal with the status and operation of ECDIS, including the configuration and safety settings currently being utilised on both the primary and back-up ECDIS.

Another significant area of concern is the worrying trend where officers, whose vessel’s primary means of navigation is paper charts, are utilising ECDIS or unofficial electronic charts, as the primary means of avoiding navigational dangers.

Overcoming through effective SMS

Routinely, where ECDIS is identified as causative of the loss, similar deficiencies are identified with the vessel’s SMS (or adherence to that SMS) relating to the use and management of ECDIS. The vessel’s SMS must contain guidance relating to the use of ECDIS on board, to ensure the safe navigation and utilisation of the vessel. There is significant guidance available to seafarers, owners and operators covering the appropriate procedures for the utilisation and set up of ECDIS.

Those procedures must address issues relating to training, updating, passage planning, emergency procedures, and the navigation with ECDIS, to ensure that the utilisation of ECDIS, to the extent possible, is no longer proffered as one of the causes of a grounding.

Comments

ECDIS, when used by a competent operator, in combination with their traditional mariner skills, can provide seafarers with a much clearer understanding of the navigational picture and allow them to make more informed decisions regarding navigational safety.

However, the transition from paper charts to ECDIS has been challenging for some masters and operators. Procedures need to be put in place not only for the safe operation and utilisation of ECDIS, but also in relation to the transition to ECDIS, to ensure that the phrase "ECDIS Assisted Grounding" becomes a thing of the past. There will also be a transition period, over the next few years, in which navigators will alternatively use ECDIS or paper charts on different ships, and, therefore, need to ensure that they are fully conversant with both systems.

In this, the second in a series of articles entitled "All Available Means", our Asia Pacific casualty team has partnered to provide you with an insight into some emerging issues and developing trends with ECDIS. Our team has significant command and navigation experience utilising ECDIS as the primary means of navigation, as well as instructing navigators of the Royal Australian Navy in the use of ECDIS.

In our next article, we will consider how ECDIS can be utilised in casualty investigations.

November 29, 2017 at 05:33PM Source: http://ift.tt/2js4m2D Url : http://ift.tt/2AfvkCF

Hamburg Mega Dredge Gets Green Light

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Germany’s top administrative court has ruled that the deepening of the Elbe River in Hamburg should go ahead so massive containerships can reach Hamburg Port, despite environmental concerns.

According to DW, the case went to court after plans to deepen the Elbe River to a depth of 15.6 metres were announced and environmentalists registered a complaint as they believe dredging would affect a rare species of plant.

Local fishermen also registered complaints.

In a counter claim, Hamburg argued that the project is necessary to open Germany’s largest port to mega capacities and thereby maintain international competitiveness.

With Hamburg in a key location as a gateway to Europe, it has major competition in the form of the ports of Rotterdam and Antwerp, something the court considered when ruling in Hamburg’s favour.

German Food and Agriculture Minister Christian Schmidt, who is also acting Transport Minister, said: “As a world leader in exports and logistics, Germany must also be able to serve the needs of container ships that operate globally.”

Striking a balance between expansion and environmental concerns, or at worst accepting the ramifications, has long been a major concern when ports are looking to dredge rivers and expand container yards.

Olaf Merk of the OECD tackled this issue in a paper for PTI and stated that ports cannot have it both ways, therefore they must proactively plan for their future with green considerations in mind. You can read that paper below:

The Elbe River has already been deepened eight times since 1860 – going from 4.5 metres to 14.5 metres over the years.


Environment , Port Planning, Dredging

November 29, 2017 at 12:19PM Source: http://ift.tt/2gjIGEy Url : http://ift.tt/2igFUoo

Savannah Port Welcomes Giant Quay Cranes

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Port of Savannah’s Garden City Terminal has taken delivery of four ship-to-shore cranes worth $47 million to stay ahead of the growth curve, as two-thirds of the ships calling at the Port of Savannah are now Neo-Panamax vessels.

Georgia Port Authority, the ports’ operator, is also expecting the shipping lines to continue their shift toward larger vessels.

Neo-Panamax cranes are tall enough to lift containers 152 feet above the dock, and the booms reach out 192 feet from the dock face.

Lift capacity for each crane is 72 tons. With the booms up, the cranes are 412 feet tall.

The crane fleet operates over nearly 10,000 contiguous feet of dock and nine berth spaces.

Upon arrival, technicians must lift and secure the boom for each crane, and complete electrical attachments, mechanical alignments and testing before the cranes are put into use.

Four additional Neo-Panamax cranes sailed into the Port of Savannah on November 22, 2017.

Once commissioned, the new cranes will bring Savannah’s fleet to 30 and with six additional cranes will arrive in 2020, so the entire fleet numbers 36.

Read a related paper from Georgia Ports Authority’s Ed McCarthy on the prospects and plans for the Garden City Terminal.

When all the cranes are commissioned, they should allow the nation’s largest single container facility to move nearly 1,300 containers per hour.

Alongside the planned Mason Mega Rail Terminal and other infrastructure improvements, the new cranes will double the Port of Savannah’s annual rail lift capacity to 1 million container lifts, and expand the port’s reach into the Midwest.

Georgia Ports Authority Executive Director Griff Lynch said: “To see these massive new cranes arrive flying the stars and stripes makes us proud to be part of an operation that provides jobs and opportunity for so many.”

GPA Board Chairman Jimmy Allgood said: “As the year draws to a close and we reflect on all the success we’ve enjoyed, we also look forward to the new era of prosperity these cranes will help usher in. Our considerable investments today ensure Georgia’s ports reputation for excellence.”

Chief Operating Officer Ed McCarthy said: “These new cranes will prepare us for the next wave of growth for Georgia and the nation.”

Read more: US East Coast port operator Georgia Port Authority  has approved rail and gate expansion projects that will significantly increase capacity at its Garden City Terminal.


Cargo Volumes and Throughput, Container Handling, Ship-to-Shore Quay Cranes, Port Governance, Port Planning, Ports

November 29, 2017 at 12:12PM Source: http://ift.tt/2gjIGEy Url : http://ift.tt/2igFUoo

Six on tech’s impact on shipping

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Stuart Brewer, Partner at Beacon Communications, presents shipping executives’ viewpoints, stressing the importance of technology and innovation for greater sustainability in the maritime industry.

Despite the tough economic climate, top tier companies are not cutting back on investments in technology and innovation which they see as the foundation of their future.

DNV GL – Maritime CEO and IACS Chairman Knut Ørbeck-Nilssen, said the drive for sustainability is rewriting the rules for all industries – and shipping is no exception.

“Leading companies are exploring ways to leverage new technologies to improve the safety and productivity of their assets. To ensure a quick take-up of new technologies and a smooth implementation of existing technologies, the integration of new technologies in the regulatory framework and regulatory effectiveness will be key,” said Ørbeck-Nilssen.

The IACS chief believes digitalisation, and the use of advanced digital solutions, will play a big role in shipping in the years to come. “Using big data effectively can transform the way the industry works, helping ship owners and operators significantly improve the performance of their fleet, increase the safety of their vessels, reduce operational costs and become more efficient.”

Erik Lewenhaupt, Head of Sustainability at Stena Line, echoed Ørbeck-Nilssen’s thoughts, saying technology is part of the solution, but it only works when combined with effective regulations. “Globally agreed rules that apply to all players in the industry are crucial when it comes to making shipping more sustainable. We need regulations that encourage take-up of new technologies if we are to maintain shipping as the ‘greenest’ mode of transport.

He added, “There’s also a need to combine soft-sounding solutions, such as collaboration and partnerships, with the best technology. Shipowners cannot act alone to make shipping more sustainable. Stakeholders need to engage. Collaboration is key.”

Behavioural change

With new technology and ways of doing business, many experts recognise there is a need for behavioural change in the maritime industry. This naturally has its challenges but is needed if the digital, technical and autonomous elements of the industry are to be integrated successfully argued Inge Sandvik, Chief Digital Officer at Wilhelmsen.

“New regulations, technology and ways of doing business will, for sure, bring challenges but they are needed if the shipping industry is to transform successfully,” said Sandvik, and added, “To this end, there is a need for a behavioural change in shipping and that’s why companies, including Wilhelmsen, are making greater use of digitalisation, to create new efficient ways of working and improve customer interfaces.”

Lars Erik Luthman, Vice President Information Technologies and Development at Klaveness, thinks disruption is necessary and offers opportunities, “New technologies enable models to emerge, and companies like Uber and Airbnb have given a face to the sharing economy. At Klaveness we believe this will also apply to shipping. With better digital connections between ship and shore, the industry has new opportunities to bring down costs and facilitate collaboration.”

The number of companies that are embracing digitalisation is growing. In addition to Wilhelmsen and Klaveness here in Norway, the Kongsberg Group has established Kongsberg Digital and the new Kognifai digital platform, while DNV GL recently announced that it has established a Digital Solutions organisation, following close on the heels of the launch of its industry wide platform Veracity. For its part, Jotun is working to be at the forefront of using big data efficiently and considers data exchange and digitalization has the foundation for future partnerships and creating value.

“It should be no surprise that the majors are focusing more and more on digitalisation,” commented Stein Kjølberg, Global Concept Director at Jotun Hull Performance Solutions, “The industry is becoming more complex and challenging. If we are to address the challenges, we need to draw on new technologies and innovations. They will help to create new opportunities for those who are prepared and risks for those who are not.”

Indeed, the challenges ahead are by no means insignificant. It is welcome that  a growing number of companies are using new technology to drive greater sustainability, but more remains to be done to make international shipping truly sustainable.

As shipping analyst guru Dr Martin Stopford put it in a recent Splash interview: “There’s every indication that technology is going to get better and better over the next decade or two. The problem is that the business model running through shipping cycles is not a suitable platform for introducing this new technology. Smart ships, smart fleets and smart global logistics are needed to change this business model.”

By Stuart Brewer, Partner and Communication Consultant at Beacon Communications

The views presented hereabove are only those of the author and not necessarily those of SAFETY4SEA and are for information sharing and discussion purposes only. 

About Stuart Brewer

Mr. Brewer is an independent Public Relations and Communications consultant, across a range of industries including maritime, offshore, clean energy and business-to-business sectors. He has worked in PR and communications for over two decades. Prior to establishing Beacon Communications, he held various positions at DNV GL classification society, technical assurance and independent advisory services provider to the maritime, oil & gas and energy industries. He spent 18 years working at DNV GL’s headquarters in Oslo Norway, with spells as communication manager in Greater China, the Middle East and South East Asia.

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November 28, 2017 at 01:26PM Source: http://ift.tt/2u0o9wM Url : http://ift.tt/2A9jegv

HES International Concludes Month of November with Important Growth in Rotterdam

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Yesterday, the company announced that HES Botlek Tank Terminal, located at the heart of the chemical industry cluster of the Port of Rotterdam, has taken into service an additional 277,000 cbm of tank capacity.

HES Botlek Tank Terminal now offers a total of ca 490,000 cbm of tank space to its customers. The company also expects to soon start construction of an additional 130,000 cbm of tank space for which the most essential permits and commercial agreements are already in place. For this project, HES has agreed with the Port of Rotterdam to construct a new jetty to accommodate tankers up to Suezmax size to support the expansion of the terminal.

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TankTerminals.com – Research, Market and Expand Your Presence within the Tank Storage Industry Learn more.

November 29, 2017 at 11:14AM Source: http://ift.tt/2AiDgFG Url : http://ift.tt/2ihnjIZ

Navy releases new timeline of hours before Argentine sub went missing

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Ships and aircraft still are scouring the South Atlantic for the ARA San Juan and its 44 crew members, which disappeared November 15 a few hundred kilometers off Argentina’s coast.

The Argentine navy has long said the vessel’s captain reported a short-circuit in the vessel’s battery system shortly before the last known contact. On Tuesday, the navy released new details, including the times and contents of the vessel’s communications with a command base.

The captain indicates that the battery- and diesel-powered sub would continue traveling with its stern batteries.

6 a.m.: The captain types the same message and relays it to base electronically, as is protocol following a phone conversation.

7:30 a.m.: The captain calls base again, this time to say that the vessel is traveling, submerged, as planned, without any personnel problems.

10:31 a.m.: A sound consistent with an explosion is detected in the ocean, near the sub’s last known location.

The Argentine navy says it didn’t know about the explosion-like sound

until last week

, when the United States and an international organization said they had uncovered the acoustic data.

There was no evidence of any attack and no information on the cause of the noise, Balbi said last week.

The San Juan had been traveling from a base in Argentina’s far southern Tierra del Fuego archipelago to its home base in Mar del Plata, on country’s northern coast.

The sub was a few hundred kilometers off the coast when it disappeared November 15, roughly halfway between its departure point and destination.

Crews from a number of nations are searching by air and sea for the San Juan in an area of roughly 40,000 square kilometers, Balbi said Tuesday.

The time to find the crew with a viable air supply may have passed.

The San Juan, if intact after an initial emergency, would have enough air to last seven to 10 days, if it remained fully immersed during that time, experts say. If the submarine surfaced or raised its snorkel to refresh its air, the crew could have bought more time.

The 10-day mark was reached Saturday. Searchers don’t know where the sub is, and no contact was made with the vessel after the morning of November 15, Balbi has said.

"It’s a difficult situation, but we will keep on searching," Balbi said Tuesday.

CNN’s Flora Charner contributed to this report.

November 29, 2017 at 04:24AM Source: http://ift.tt/2jZ7EhO Url : http://ift.tt/2i6xSyx

Pilot boat capsized in collision with German freighter, 2 missing

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Pilot boat capsized in collision with German freighter, 2 missing


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General cargo ship RMS GOOLE collided with Russian pilot boat KRUTOYAR (MMSI 273389560, GT 84) at 0253 Moscow time Nov 28 in northeast Gulf of Finland, in Vysotsk Port waters, Russia. Pilot boat with three people on board capsized, one of the crew was rescued by RMS GOOLE at 0331 and transferred to tug, he’s alive. Other two crew went missing, understood there was no pilot on board. SAR is under way, all ships in the area alerted and asked to assist if possible. RMS GOOLE is en route to Joensuu Finland, she was transiting Russian waters. After collision RMS GOOLE was brought to anchor on Vysotsk anchorage, at 1500 UTC Nov 28 she was still at anchor.
General cargo ship RMS GOOLE, IMO 9213600, dwt 2620, built 2005, flag Antigua, manager Rhenus Maritime Services GmbH.

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November 29, 2017 at 04:34AM Source: http://ift.tt/2BkcpWA Url : http://ift.tt/2j0lsp1

CMA CGM to make Singapore its Digital Hub

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French liner CMA CGM, the third largest liner in the world, is establishing a hub for its digital activity in Asia by laying down deep roots in Singapore.

According to The Straits Times, CMA CGM is seeking opportunities in relation to transport and logistics start-ups that can complement CMA CGM services in Asia.

CMA CGM recently opted to make its CEO Rodolphe Saade Chairman of the company, thus expanding his influence over the operation.

Rodolphe Saade said: “The world is changing and we are becoming more digital. This will play an important role in the company’s operations.

“We believe that Singapore is ahead of the curve in terms of the digital business.

“We could have had someone from China or Hong Kong, but we decided that the place to be in Asia to develop our digital activity is Singapore.”

CMA CGM has been looking to boost its Asian presence after completing its US$3.38 billion acquisition of Neptune Orient Lines.

The group has also relocated its Asian base from Hong Kong to Singapore, as well as setting up a container terminal joint venture with port operator PSA.


Automation and Optimisation , Carriers, CMA CGM, Going Places, Shipping

November 29, 2017 at 11:29AM Source: http://ift.tt/2gjIGEy Url : http://ift.tt/2igFUoo