TransOcean: The Shipping Company
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TransOcean: The Shipping Company
Transocean Tours was a German cruise line that operated ocean-going cruise ships in the German and British markets and river cruise ships in Germany. The company was formed in 1954 and first began operating cruises in 1972, using ships chartered from the Soviet Union-based Baltic Shipping Company.
Transocean Tours Turistik was formed in West Germany in 1954. In 1967 the company became the West German agents of the Soviet Union-based Baltic Shipping Company, marketing cruises on the MS Alexandr Pushkin and MS Estonia. In 1972 Transocean Tours chartered the Estonia for full-time German market cruising. She was subsequently followed by several ships, including river cruise ships, chartered from both the Baltic Shipping Company and the Black Sea Shipping Company. Until the 1990s the chartered ships retained their Soviet funnel colours even when in Transocean service. Following the collapse of the Soviet Union the company begun chartering ships from other companies, starting with MS Calypso in 1994. At the same ships in Transocean service started to be painted in the company's white/blue livery.
Between 1997 and 2001, the company fleet consisted of just two ships, the ocean-going cruise ship MS Astor and the river cruise ship MS Moldavia. In 2001, the river cruise ship MS Ukraina re-joined the fleet, followed by the Astor's near-sister MS Astoria in 2002. Another river cruise ship joined the fleet in 2005, while MS Arielle was chartened in 2006 for British-market cruising. In 2008 the Arielle was replaced by MS Marco Polo.
In 2008, Transocean Tours stated the charter of the Astoria would be terminated in 2009, and that the company are looking for another ship to replace her. She was sold to Saga Cruises operating as Saga Pearl II with a short period as Quest for Adventure in 2012/13.
Transocean was scheduled to receive Pacific Aria from P&O Cruises Australia in May 2021. The company intended to rename the ship Ida Pfeiffer, after the Austrian explorer, Ida Pfeiffer, in May 2021.
Sky News reported on 15 July 2020 that CMV was facing insolvency and was in talks with VGO Capital Management, which Sky described as "a special situations investor with expertise in the shipping industry," for additional financing. CMV had previously sought a financing agreement with private equity firm Novalpina Capital; this attempt failed after Barclays declined to offer the company a state-backed loan.
After its parent company's attempts to secure financing failed, Transocean Tours, as well as CMV, entered administration on 20 July 2020, with all trading ceased and all sales offices closed with immediate effect.
While clean shipping advocates have worked for decades to ditch dirty marine fuels, the movement has gained considerable momentum in recent years. After a slew of failed attempts and stalled initiatives, mounting international pressure to act on climate change has brought renewed determination.
But transforming digitally rendered dreamboats into real steel ships requires navigating many obstacles. It means gathering immense resources and forging collaborations among shipping companies, authorities, and financial backers. An abundance of good timing also helps.
When Gilpin and I first met in person, in November 2017, it was aboard an elegant river cruise ship in Germany. Gilpin, who has close-cropped hair and thick-rimmed glasses, organized a maritime summit to coincide with the U.N. climate conference in Bonn. More than a hundred shipping executives, policy experts, and environmentalists gathered on the Rhine River that day to discuss how the sector could play its part in limiting global warming. The 2015 Paris Climate Agreement excluded emissions from international shipping and aviation in its targets, leaving those industries to regulate themselves.
British energy company Drax and Danish ship operator Ultrabulk are working with the alliance to install automated sailing rigs on a large bulk carrier, so they can perform tests and gather real-world data. Gilpin is working to forge another collaboration to build a wind-plus-hydrogen ship within a decade. The approach is slow and methodical, but also a never-ending juggling act under an impossibly tight timeline.
TSL is committed to delivering excellent service to its customers and has pursued its vision for success with proactive leadership. The company offers a wide range of transport related services to liner shipping companies, freight forwarders, importers, exporters, dry bulk cargo operators, Charterer and shipbrokers.
Both the US and Europe now say climate change is one of the biggest dangers. Both are moving to reduce the carbon footprints of their economies. Europe is pressing ahead with regulating the shipping industry in order to get them to reduce C02 emissions 40% by 2030. The pressure to reduce shipping greenhouse gas emissions can be exemplified by the so-called Poseidon Principles, a framework by banks for assessing the climate risk for major shipping fleets. On January 1, 2020, the International Maritime Organization reduced limits on sulphur in fuel oil, claiming this is delivering a 70% cut in total sulphur oxide emissions from shipping. The industry knows they are being watched closely by the greens in government, and at the European banks that are increasingly ESG focused.
In October, the International Maritime Organization and 30 nations failed to agree to targets that would meet the Paris Agreement. They have missed all targets so far. To meet the Paris Agreement goal to reduce global temperatures by 1.5 degrees Celsius, shipping would have to cut their carbon output by an estimated 350 million ton; a reduction of nearly 75% in a decade.
Founded in 2002, we have spent over 15 years perfecting shipping methods across the globe specialising in International Shipping and Freight Forwarding with a global network of freight agents, partners and suppliers.
Subsequently, the defendant shipowner impleaded the stevedoring company as third-party defendant, claiming idemnity for breach of warranty as to workmanlike service, including failure to take proper precautions to prevent accidents, to provide adequate supervision, to furnish safe working conditions, etc. Liberty Mutual Insurance Company which paid compensation to the plaintiff under the Longshoremen's and Harborworker's Compensation Act was permitted to intervene and to file a complaint seeking from The Shipping Corporation of India, Ltd. the amount of $16,481.51.
I mention one other consideration. Negligence of a stevedoring contractor in its methods of unloading can render a ship unseaworthy. See Splosna-Plovba v. Garcia, 390 F.2d 41 (9th Cir.); Ryan v. Pacific Coast Shipping Co., 448 F.2d 525, 526 (9th Cir.); Robinson v. Showa Kaiun K. K., 451 F.2d 688 (5th Cir.). However, "`Instant unseaworthiness' resulting from `operational negligence' of the stevedoring contractor is not a basis for recovery by an injured longshoreman." Luckenbach Overseas Corporation v. Usner, 413 F.2d 984 (5th Cir.), aff'd 400 U.S. 494, 91 S. Ct. 514, 27 L. Ed. 2d 562 (1971). I gather from the record on discovery that the alleged negligence by Smith & Kelly was customary faulty practices in unloading jute cargo without using blocks to keep rear rolls from shifting as front ones are removed. No negligent stowage is involved. Should the trial reveal that the stevedoring methods used were unsafe and that it proximately caused the injury, the knowledge, action or inaction of the ship's officers is really not material. The shipowner would be liable by reason of the unseaworthiness of the vessel no matter what they did or did not do. On the other hand, if the practices of the stevedoring company did not make the vessel unseaworthy, it is hard to see how the alleged dereliction of the officers is really relevant.
 On the other hand, the stevedoring contractor could be prejudiced by disallowance. A finding of active negligence by the shipowner could affect its right to reimbursement from the stevedoring company on the theory of breach of warranty of workmanlike service. See Ryan Stevedoing Co., Inc. v. Pan-Atlantic Steamship Corp., 350 U.S. 124, 76 S. Ct. 232, 100 L. Ed. 133 (1956). I add by way of a further parenthetical comment that an amendment to the Longshoremen's and Harbor Workers' Compensation Act approved last November makes drastic changes as to the right of an injured longshoreman to sue the vessel and in respect to the shipowner's right to obtain reimbursement from the stevedoring contractor for any resulting loss. See 41 L.W. 188. A longshoreman is no longer entitled to proceed against the vessel under the doctrine of warranty of seaworthiness. He now possesses an action only for the negligence of the vessel or shipowner. The latter is no longer able to transfer to the stevedore the loss or expense sustained by him in such an action. The Act proscribes agreements or warranties under which a stevedore assumes the responsibility of the vessel. The legislation marks the demise of the sixteen-year-old Ryan doctrine. For a useful analysis of it see H. Terry Keenan, "Federal Longshoremen's and Harbor Workers' Act, Demise of the Third Party Actionthe Ordeal of Change," Risk Management (December, 1972, pp. 15ff.
Gazprom inform that its shares are now being traded in American Depositary Receipts (ADRs) on the Moscow bourse. The company explains that the listing of its ADRs at a Russian stock exchange assures higher demand for these securities and, consequently, the Company's shares. Gazprom add that this is another milestone in their consistent efforts aimed at increasing the liquidity and price of the Company's securities. 041b061a72