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we product steel pipe making machine,Shijiazhuang Great Wall Welded Pipe Equipment Co. Ltd is located in Shijiazhuang City, Hebei Province,Welded pipe mould,which is a famous base of pipe mill industry in China. We are a high and new technology enterprise specialized in design

The main target of DSP in respect of Contship Italia Group, is to address the IT strategies of the various companies to guarantee an harmonious development respecting the peculiarity and the autonomy of the single realities. In the last years DSP, using the acquired know-how in the IT problems of shipping, port management and intermodal transportation has enlarged is portfolio of activities offering to the market professional services in terminal operations processes and systems deployment and optimisiation. In 2007 DSP became partner of NAVIS (part of Cargotec Corporation) and certified its staff as SPARCS 3.7 and SPARCS N4 senior consultants, carrying out various international projects. DSP has recently developed for Contship Italia Group an innovative and flexible system for automatic invoicing (Fatteuro) for container and general cargo terminals interfaced with other systems in order to manage all the necessary information to calculate and register the invoices. It is currently is use at CICT (Cagliari), EGT(Tangier), LSCT(La Spezia) and at the General Cargo Terminal SPETER of La Spezia. DSP is also tightly linked with the new University of Applied Science of Southern Switzerland. In his team a professor of this university is leading analysis and design activities and most part of his personnel has a degree in Computer Science and where recruited there. This also gives the chance to DSP to participate to research projects on the transport and IT area and to remain always skilled with the newest technology

Ships trading in designated emission control areas will have to use on board fuel oil with a sulphur content of no more than 0.10% from 1 January 2015, against the limit of 1.00% in effect up until 31 December 2014.

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China's HKND Co. said it is delaying the start of construction until late 2016, saying the Nicaragua canal's design needed fine-tuning

Shipping's only legally binding climate measure is not stimulating the uptake of new technologies or driving efficiency improvements, according to a new independent study. Since 2013 newly-built ships subject to the International Maritime Organisation's (IMO) design fuel efficiency standard - known as the EEDI - have performed much the same as those not covered, the report for NGOs Seas At Risk (SAR) and Transport & Environment (T&E) finds.

Brendan Smialowski | AFP | Getty Images President Donald Trump speaks to reporters before walking to Marine One on the South Lawn of the White House November 29, 2018 in Washington, DC. President Donald Trump postponed a Saturday press conference designed to tout the "great success" of the Group of 20 meeting in Argentina, citing…

A source close to the Pebble Mine project says that plans for a new marine port, designed to support the proposed mine, raise a host of environmental concerns that haven't received much attention.

Most species of whales are vulnerable to vessel collisions, and the probability of lethality increases logistically with vessel speed. An Automatic Identification System (AIS) can provide valuable vessel activity data, but terrestrial-based AIS has a limited spatial range. As the need for open ocean monitoring increases, AIS broadcasts relayed over earth-orbiting satellites, satellite AIS (SAIS), provides a method for expanding the range of AIS broadcast reception. We used SAIS data from 2013 and 2014 to calculate vessel density and speed over ground around the coast of Washington state in the northwestern United States. Nearby shipping lanes connecting the Ports of Seattle, Tacoma, Portland, and in Canada, Vancouver, have the greatest density of vessel traffic arriving and departing. Knowledge of shipping activity is important in this area due to the nearby presence of NOAA designated Cetacean Density and Distribution Working Group's Biologically Important Areas (BIA) for large whale species vulnerable to vessel collisions. We quantified density and speed for each vessel type that transits through BIA's. We found that cargo and tanker vessels traveled the farthest distance at the greatest speeds. As ship-strike risk assessments have traditionally relied on terrestrial AIS, we explored issues in the application of SAIS data. Temporal gaps in SAIS data led to a resulting systematic underestimation of vessel speed in calculated speed over ground. However, SAIS can be helpful in documenting minimum vessel speeds across large geographic areas and across national boundaries, especially beyond the reach of terrestrial AIS receivers. SAIS data can also be useful in examining vessel density at broad scales and could be used to assess basin-wide open ocean routes. Future use of additional satellite platforms with AIS receivers and technological advances will help rectify this issue and improve data coverage and quality.

Assessments of ship-strike risk for large whales typically use a single year of ship traffic data and averaged predictions of species distributions. Consequently, they do not account for variability in ship traffic or species distributions. Variability could reduce the effectiveness of static management measures designed to mitigate ship-strike risk. We explore the consequences of interannual variability on ship-strike risk using multiple years of both ship traffic data and predicted fin, humpback, and blue whale distributions off California. Specifically, risk was estimated in four regions that are important for ship-strike risk management. We estimated risk by multiplying the predicted number of whales by the distance traveled by ships. To overcome the temporal mismatch between the available ship traffic and whale data, we classified the ship traffic data into nearshore and offshore traffic scenarios using the percentage of ship traffic traveling more than 24 nmi from the mainland coast, which was the boundary of a clean fuel rule implemented in 2009 that altered ship traffic patterns. We found that risk for fin and humpback whale populations off California increased as these species recovered from whaling. We also found that broad-scale, northward shifts in blue whale distributions throughout the North Pacific, likely in response to changes in oceanographic conditions, were associated with increased ship-strike risk off northern California. The magnitude of ship-strike risk for fin, humpback, and blue whales was influenced by the ship traffic scenarios. Interannual variability in predicted whale distributions also influenced the magnitude of ship-strike risk, but generally did not change whether the nearshore or offshore traffic scenario had higher risk. The consistency in the highest risk from the traffic scenarios likely occurred because areas containing the highest predicted number of whales were generally the same across years. The consistency in risk from th

Cruise lines are transforming the modern fleet with new technologies and designs to protect the oceans, air and destinations that millions of cruise passengers enjoy each year. Cruise Lines International Association (CLIA) showcases cruise lines' technologies that sustainably reduce the industry's environmental footprint.

Collisions with ships (ship strikes) are a pressing conservation concern for fin whales (Balaenoptera physalus) along western North America. Fin whales exhibit strong diel patterns in dive behavior, remaining near the surface for most of the night, but how this behavior affects ship-strike risk is unknown. We combined diel patterns of surface use, habitat suitability predictions, and ship traffic data to evaluate spatial and temporal trends in ship-strike risk to fin whales of the California Current System (CCS). We tested a range of surface-use scenarios and found that both increased use of the upper water column and increased ship traffic contribute to elevated ship-strike risk at night. Lengthening nights elevate risk during winter throughout the CCS, though the Southern California Bight experienced consistently high risk both day and night year-round. Within designated shipping lanes, total annual nighttime strike risk was twice daytime risk. Avoidance probability models based on ship speed were used to compare the potential efficacy of speed restrictions at various scales. Speed reductions within lanes may be an efficient remediation, but they would address only a small fraction (13%) of overall ship-strike risk. Additional speed restrictions in the approaches to lanes would more effectively reduce overall risk.

The wind can carry thousands of cars across the oceans.