Good news on the piracy epidemic in the Indian Ocean has come too late for some sailors, eager to get home after years cruising the world’s oceans. European yachts in particular have been stranded in South East Asia as the year on year prospect of running the Somali pirate gauntlet down the Gulf of Aden has been a very unattractive prospect. The alternative – to sail right around the Cape of Storms – at the bottom of South Africa, and then along trek over to Brazil through the Caribbean and back via the Azores seemed equally uninviting.
Barbary Pirates Attacking a Spanish Ship
Willem Van De II Velde
For the wealthier, there has been the option of putting their yacht on to a giant yacht transport ship in Thailand which carries the yachts on board in relative safety all the way through to Turkey’s Mediterranean coast, minus anything upward of thirty thousand euros for the priviledge.
The International Maritime Bureau has reported that the piracy problem off the east African coast and the Horn Of Africa has eased this years with fewer hijackings and fewer seamen being taken as hostage. The IMB has its own Piracy Monitoring Centre which keeps a track on any pirate attempts anywhere in the world.
The Somali piracy issue has become of very serious significance to shipping passing through from the Indian Ocean to the Red Sea or vice versa over the last few years as the ever present pirate attacks became more numerous. The reduction in piracy has been credited to coordinated action by naval forces from several nations, especially the EU, USA, Australia and Malaysia. Some merchant shipping companies have resorted to spending many millions of dollars on hiring private armed security escorts to protect them as they transit the most dangerous area.
The IMB has, however, reported that while the situation off the East Coast of Africa has eased, the opposite has happened in the Gulf of Guinea. The number of ships attacked and hijacked off the coasts of Togo, Nigeria and Guinea has gone up as also has the number of similar incidents in Indonesia.
The number of ships hijacked by pirates in the Indian Ocean was down to 13 this year, and the number of incidents reduced from 163 to 69. The Somali pirate gangs are still holding 11 ships with 218 hostages in isolated and remote communities on the Somali coast.
Piracy itself includes both actual hijackings as well as armed robberies and hold ups. For most ordinary seafarers the prospect of one’s ship or yacht being hijacked and one’s life put up for ransom is a far worse prospect than an armed robbery. There were only 25 actual hijackings last year, but many more armed robberies involving attacks by armed gunmen boarding substantial sized ships. Most commercial ships these days have only very few crew on board and they are certainly not normally trained to defend the ship against an armed attack.
The IMB says that the Indian Ocean piracy threat, although less than in previous years, was still very serious and would require coordinated action by naval warships for years to come. Part of the problem is that the area in which the pirates have been operating is vast, stretching from inside the Red Sea to the coasts of Yemen and Oman to India, the Maldives, the Seychelles through to the coasts of Kenya and Tanzania. The pirates had become faster and more effective as they had accumulated millions of dollars paid out in ransom demands and the marine electronics and technology they had looted off the ships they had attacked.
The Messina Strait that separates Sicily from mainland Italy is no easy place for small boats. Strong currents rip through the narrow northern passage, whirlpools are known from antiquity, when Scylla and Charibdis of Homer’s Odyssey fame were thought to trap the unwary or unlucky vessel and its human occupants. Winds funnel up and down the strait making for a fast or slow passage depending on the direction of travel.
The Straits of Messina
Despite the natural difficulties, the strait is regularly used by a veritable cavalcade of marine shipping, using the faster route through the eastern end of Sicily rather than having to go right around the western end en route anywhere east or west in the Mediterranean. Ferries ply between the towns on each side, carrying their human cargo to and from Italy’s largest island. Leisure craft, using GPS and electronic tide tables regularly use the strait to pass from the Tyrrhaenean Sea to the Ionian or vice versa.
Calabrian Sunset and Sailboat, Strait…
Stranger things use these waters, too. Swordfish and tuna pass through the strait on migration to and from feeding grounds and breeding grounds. Swordfish are known to swim south in the spring and then back north again in the month of June. One of Europe’s most bizarre looking boats has evolved over time to take advantage of the existence of large fish and good prices in the local fish markets. These are the swordfish boats, characteristic of the coast of Sicily and the neighbouring coasts of mainland Italy.
The Old Man and the Sea
Harry G. Seabright
The modern swordfish boat is now only partly similar to the older version. These had a tall mast, from the top of which a spotter stood to keep an eye out for prey. Four oarsmen would row the boat from the shore, while a harpoonist would handle a long harpoon from the bowsprit.
These days, the craft have been transformed into hunting machines, sometimes aided by “spotter” planes that circle overhead on the lookout for the tasty fish. Swordfish apparently have an odd habit of resting on the surface of the water when it is calm and hot in the daytime, making their presence easy to spot. The idea is that the hunter creeps up on sleepy swordfish as they rest, unaware of their potential fate.
Today’s boats have a high metal tower, with a seat on top, which is where the spotter or even the boat’s skipper sits, looking out for fish. The spotter is winched up the tower using an electric winch. The boats have huge bowsprits, as long sometimes as the boat itself, and can be 15 metres long. It is from the very tip of the bowsprit that the harpoon is aimed at the prey. No longer do the swordfish boats rely on human muscle power, as they have sturdy diesel engines.
Anywhere around the port towns of the Sicily coast, the boats can be seen late on a summer’s day, bringing their catch in, if they have been successful, and leaving again in the morning. The cost of the fishing operation is quite high as the boat may or may not be successful and may call on a plane to do some of the searching.
In the marketplaces, streets and restaurants along the coastal strip of both sides of the strait, swordfish steaks are on sale, cut from the body of the huge fish, while it rests on a table.
Philip Plisson is a French marine photographer specialized in the sea, boats, landscapes and people.
Born in January 1947 on the banks of the Loire (France), his life and work have always been related to the sea. Not surprisingly his father was the founder and president of the Yacht Club ‘Cercle de la Voile’ in Orleans, and he started sailing at the age of 7. When he was 9 his grandmother gave him an Ultra-Flex camera that helped him discover his passion for photography. He spent the summer of 1956 photographing yachts from his own boat.
Nevertheless, Philip became a photographer on land. It would be in 1974 when he decided to make a living from photography, with the help of his wife Marie-Brigitte (whom he married four years earlier). In the 80′s his dream of making a living from his two passions, the sea and photography, came true.
Sauvetage en Mer
Between 1982 and 1990 the stories about Philip multiplied in the world of sailing and the press, taking part in events like the America’s Cup, while participating in advertising campaigns for major owners of the marine industry. He opened his first gallery (11 m2) in 1988. Today, the group “Plisson La Trinidad” employs forty people, and it produces nearly 500 000 images per year. Philip was named Artist of the Navy in 1991 by the French Defense Ministry, presenting his work to over 51,000 visitors.
1991 “Peintre de la Marine” – Painter of the Navy (France).
1994 Silver Medal for Tourism (France).
1997 Knight of the Order of Marine Merit.
1999 Silver Medal from the National Sea Rescue Society, for services rendered to the rescue at sea.
2001 Gold Medal for Tourism, for his work in Britain.
2003 Named Person of the Sea, by the Principality of Monaco.
2004 Named Knight of the Legion of Honor.
2006 Promoted to the rank of Officer of the Order of Marine Merit.
2008 Promoted to the rank of Squadron Leader Reserve Citizen of the Gendarmerie within the Republican Guard.
Mariquita and Mariette
1992 Foundation Award “Pays de France” for his book “Britain between sky and sea”.
1993 Sea Circle Award, for his “Images of Fisherman”.
1994 Naval Academy Award for the book “Brittany, land of the Sea”.
2005 1st Prize awarded at the third annual Night of Books and Printing “fog lights”.
2008 Winner of the Literary Award of the Gendarmerie for “The Republican Guard.”
Avis de Coup de Vent sur les Poulains
All his work speaks of a fundamental subjet: The Sea. His photography is mainly related to water and nature, in which, as discussed before, he has been involved from an early age. As for the genders in which he works, they are very diverse:
Reports of nature. It’s the genre in which most of his work has been done, having to his credit stunning images that show the greatness and strength of the sea.
Events. He has worked on major sporting events related to the sea or water: sailing, surfing, rafting …
Photojournalism. Always related to the same subject, he has also captured stunning scenes to show reality through his camera.
Advertising photography. He has worked mainly for various shipping companies, although perhaps we should classify it as industrial photography. We could also categorize some of his works as documentary photography, having done extensive reporting on a specific subject for specialized publications.
Aesthetic and style: Plisson shows the sea in all its possible forms: big waves, calm waters, landscapes story … and from different perspectives: aerial photography, ground, aboard ship … he is passionate about all that the sea holds and this fact is reflected in his work, allowing us to get involved in it from very different point of views, sometimes making us feel the loneliness of a sailor, and others the grandeur of nature through the shimmering sea.
Always showing the blue sea in the background he reveals the great buildings that cover the coast, lighthouses that illuminate in the dark, the impossible shapes of coral reefs, the soft sand of the beach, sunsets that we wish would last forever, solid oil platforms in the middle of the ocean, the consequences of the unstoppable force of the water …
Bearing in mind that his is mostly nature photography, he plays with light and contrast in his work to show the beauty of the sea. Having traveled around the world with his camera, he shows us the different customs of sailors, and explains through his images their different ways of working. In his industrial photos he shows us the imposing shipbuilding constructions, and the meticulous detail with which small pleasure craft are cared for. He plays with the image based on what he wants to communicate through it, something that he achieves thanks to the great knowledge he has of the sea, seafaring customs and different boats.
Yachts have for nearly a hundred years existed as havens for pleasure seekers who often resided in the richest countries. This, despite the ups and downs of economies, is changing.
The yacht-owning class is expanding in India at a surprisingly rapid rate, where 150 of the vessels can be now viewed moored in Mumbai. It is not too long ago that sailing dhows frequented these waters, plying the coast from Kochi to Mumbai, but the aim was to move cargo not to be sailed by people at leisure. The sails of these iconic craft have now been replaced by diesel engines.
Most of those who are interested in purchasing a yacht want to share it with family and friends in places that are removed from city pollution where they can wile away a weekend break from busy city life.
One recent proud owner, Balachandar, who bought his yacht in Croatia said he owned a sailing dinghy for three years but it was too small to share it with family and friends.
A Goa resident bought an 11-metre vessel, which he uses for coastal fishing trips with his friends and relaxes in the backwaters of Goa. However, the most resplendent yacht in Goa is businessman Chetan Timblo’s, which at 37 metres is used to make passages to the Maldives every year.
In Kochi, Jose Thomas, a well-known businessman, bought a yacht, because he loves the water.
Dhow Sailboats Glide and Race across …
If you don’t have the money for a yacht, there is another choice and that is to charter one. Increasingly, in the coastal cities of India at $100 for an afternoon weekend charter, this is becoming a popular pastime for those who have a modest income.
In spite of its extensive coastline, this rapidly expanding yachting culture is restricted by the few facilities that are available to accommodate yachts securely. Mumbai might be India’s yachting capital, but it has no marina or port facility for the use of pleasure boats.
Off-Loading Cargo from Dhows from Zan…
There is now a marina outside the hotel on Bolgatty island in Kochi but it is not well used, as the abundance of safe, sheltered havens in Kochi’s backwaters offer plenty of possibilities to moor a boat in safety. This is not the case in Chennai, which has no placid inland waterways, and the yacht craving has been put on hold until the government agrees to put in a marina. A similar situation is present in Goa, where pressure is being put on the Government as well.
Aerial Shot of a Dhow Sailing in Turq…
Established in 2010, the Kochi Marina is the only marina facility in the country but the berths remain empty as the usual run of transient international yachts sailing from SE Asia to the Mediterranean has been put on hold due to the dangers of piracy in the region and yacht owners are favouring shipping their boats on a freighter rather than risking life and limb by sailing into the arms of pirates.
Optimism is still running high for the enthusiasts who say it will not be long before going out on the sea becomes as popular as driving, particularly as yachting is no longer the domain of millionaires.
April 22, 2012 | Alison Williams
Whales, back from the brink of extinction in the last two decades, seem to be facing another seaborne danger: this time from accidental noise pollution caused by the low humming of ships’ engines and the whirring of propellers.
It has been thought for some time that large baleen whales in particular – the whales that feed on krill, like blue, minke and humpback whales – have a communication system that uses sound at, or similar to, the frequency of that emanating from the engines and propellers of large ships. The number of whales suffering from direct surface collision or entanglement in fishing nets has also been a source of concern, but the amount of statistical evidence of the effects of shipping noise has until recently been absent.
A diver has a close encounter wih a s…
Brian J. Skerry
One aspect of whale communication has been revealed by biologists’ research which lends some credulity to the noise pollution idea: this is the finding that large whales like Northern Right Whales and Humpback whales make low pitched sounds that can travel and be heard up to two hundred kilometres away from the whale making the sound. It is not known exactly why whales do this. Speculation has centred on the possibility that whales locate and communicate with potential mates and keep in contact with an extended social group through these sorts of vocalisations.
It is also known that male Humpback whales, in particular, use extensive and varied songs in order to court females. These songs can be heard a very long distance away and no doubt this helps a species in which the individuals are widely spaced out across the vastness of the ocean.
A survey done immediately before and after the 9 / 11 Al Qaeda inspired massacre in New York also points towards the effects of shipping. A whale research group was inadvertently taking samples of whale faeces floating on the surface of the ocean off the North Eastern seaboard of the USA on a regular basis before the attacks on the Twin Towers. By analysing faecal composition, traces of a hormone released by the whales showed the extent of their distress. Just after the attack, all shipping stopped for a short period. The researchers found that the distress signals being given off by whales during this “quiet” period were significantly less than normal, indicating that whales suffered less when the oceans were free of shipping noises. The group could not adequately explain the reduction for any other reason.
More disturbingly, research from whale scientists seems to show that the overall distress levels seem to be slowly rising from whales and this might be associated with the overall increase in the amount of shipping traffic.
The hormones that have been monitored are similar to those in humans that help us to get ready for the “fight or flight” response. This is totally natural, but when the levels of the hormone build up in an animal’s (or a person’s) body it can have detrimental effects on the animal’s health and well being, lowering the ability of the immune system to respond as well as leading to stunted growth and a reduction in reproductive performance.
Humpback Whale and Calf, …
Whale researchers say that additional sounds in the maritime environment, like sonar devices being let off during oil exploration and torpedo releases during navy exercises, also contribute to levels of extraneous and potentially damaging sound in the depths of the ocean.
North American Marine Wil…
Contrary to what people might think, sound travels extraordinarily well through water, being transmitted many times faster than through air.
Whales use sound to communicate with their fellow creatures as well as to navigate and search for food.
When trade between East and West was steadily becoming the norm in the seventeenth Century there was this great dream by traders and ship owners that a short cut could be found to link the Atlantic and Pacific Oceans. It was eventually discovered, after much searching and hardship, and called the North West Passage – far north in the Arctic Circle above what is now Canada. It was learnt that this route could be only made by ships, if at all, for a brief period in the summer time before the ice sheets closed it up completely. Ice could simply crush any obstacle that may get caught in its grip.
It was Norwegian explorer Roald Amundsen who confirmed the route in 1906 when he sailed successfully right through the passage. Before this, many passage seekers died a miserable death from starvation, scurvy and the extreme cold trying to find their way with the hope that they may find wealth and fortune in the Far East. Ships madev of timber were crushed in the ice which, even if it cannot be seen floating on the surface, lurks unseen far below.
It is only in the last five years or so that the North West passage has become viable as a shipping route. It would not take much to guess why. It is the simple fact of global warming that has caused the Arctic ice to recede, thus opening the passage for at least four months of the year. In the summertime ice breakers are at the ready but aren’t always required to keep the passage free of floating ice.
Shipping companies who are immersed in the fears surrounding piracy attacks in the Indian Ocean and the Gulf of Aden are now considering using the route as their regular passage. Some shipping companies have already instructed ships’ captains to take cargo round the longer sea route that takes in the Cape of Good Hope around South Africa to avoid the piracy hot spots. This is of course of considerable cost to them and delays in delivering goods can be expected as well.
The North West passage is the potential answer that everyone is looking for as it is only one third of the distance between Europe and the Far East ports when compared to using the Suez Canal. It saves money on fuel; it takes a shorter period of time and at the moment there are no pirates. The race is on to ship minerals to China by the fastest and cheapest route before the demand wanes.
Of course, there are numerous drawbacks to using this route. In the first instance it is very poorly charted and, only recently, a strengthened cruise ship struck an uncharted undersea cliff in northern Canada. These types of accidents will still happen until the area has been better charted. The electronic navigational instruments used by all manner of sea craft today have not been tried and tested in areas of extremely low temperatures for long periods of time. There are still some lethal combinations of uncharted hazards, untested electronics and sea fog that could spell disaster for the unwary. However, a number of sailing yachts have made this trip in recent years following in the footsteps of Amundsen and they are the least seaworthy of today’s waterborne fleet.
Aside from the natural hazards, it is still not crystal clear as to whether the North West passage is owned by Canada or is in international waters. These things seem somewhat trivial but when it comes to the need for search and rescue services somebody has to be held responsible.
There are environmental considerations as well. As it is so remote, only the hardiest of travellers make this trip north to discover the wealth of wildlife and the dramatic Arctic scenery. Environmentalists are concerned that increasing traffic movement and the possibility of oil spills and other waste accidents could be potentially disastrous when it comes to protecting the wildlife populations which are already losing their icy habitats as a result of global warming. Polar bears and other Arctic mammals use the ice to provide bridges to widen their territories and search for food and mates.
Overall, there will most certainly be some interesting developments in the Arctic Circle in the coming years and it will be curious to see who and what will be the winners and losers with the expectation that by 2030 as much as two percent of world shipping will be taking this route, increasing to five percent by 2050.
Novice and learner seafarers can be said to be green, while rough seas invariably make the occupants of sea going vessels go green! But how green is the marine industry in the environmental sense of the word? More specifically, how does the marine industry match up to the EU’s ambitious targets to cut global carbon dioxide emissions by 20% of 1990 levels by 2020 and the near certainty that future energy supplies will have to shift from their almost complete dependency on fossil fuels?
The current situation shows a complex and diverse situation, which although is certainly not all doom and gloom, reveals a widening gulf between the leisure industry and the commercial marine transport industry.
First, the good news. In many ways the leisure industry, more specifically private boat and yacht usage, leads the way in terms of environmental technology and energy consumption. Small leisure vessels these days display an assortment of alternative energy technologies. Small wind generators, increasingly built with ever greater efficiency, vie for space with sheets of solar panels provide electricity generation and reduce the need for fossil fuel consumption. Boat owners are short on space, so are inherently frugal. Water usage is carefully controlled, often supplemented by small desalination systems, powered by the same alternative energy sources already described.
Private sailing vessels of course are even more environmentally friendly than their purely motor driven counterparts. Together with bicycling, kayaking, walking and horse riding, sailing can be regarded as the most environmentally friendly way of taking a holiday.
Now,for the bad news. The years when the wind powered the world’s marine transport industry is long gone. The marine industry is currently responsible for 90 % of world trade. More than 50,000 ships ply the world’s water ways, contributing to 5 % of global carbon dioxide emissions, with that amount expected to increase by 75% by 2027. The marine and aviation industry have never been part of the Kyoto protocol and the marine industry in general appears to be resistant to squaring up to its global responsibilities. A recent attempt by the EU to regulate and cut global emissions from world shipping was reported to be dead in the water, with the IMO (International Maritime Organisation) reportedly too close to vested interests to be relied upon to play any part in regulating shipping. It is the rising price of oil which is most likely to lead to design changes, rather than a commitment to environmental safeguards.
To be fair, because of the colossal size of much of the current fleet of bulk carriers, tankers and container ships which carry the majority of the world’s goods, the energy efficiency of the shipping industry appears, on paper, to be exemplary: a 8000 tonne tanker for instance uses only 1.5% of the energy needed to shift a tonne of goods per kilometre compared to a jet airliner. The trend for the ever increasing size in ships does bring increasing energy efficiency, together with modifications in the design of hull shapes, propellors and engines. The shipping industry claims that its contribution to marine pollution, despite major, well publicised oil spill disasters, is now less than 10% of the total.
New innovations have from time to time brightened what has been a gloomy picture and highlight the possibilities that emerging technologies have for the future.
The German SkySails invention consists of a huge, computer controlled kite, which is designed to be flown in front and above large ships and is reputed to be able to cut emissions and fuel costs by up to 40%. The invention, according to the engineer responsible for its development could be used on at least half of the current maritime fleet.
Another invention, which also revives the old maritime use of wind power, is to be trialled on the Norwegian flagship the “Orcelle”, and utilises large, rigid, revolving metal sails, which capture and use the strongest winds and can be used as solar panels when the wind drops. These inventions are not designed to replace the use of fossil fuels but simply to reduce its consumption and the pollution that goes with it.
If you decide to take on a river cruise, then you should try Scenic’s 2012 river cruise program. It offers extremely amazing journeys on beautiful rivers, such as Main, Rhine, Moselle and Danube. Nothing can be compared with the comfort and luxury, the Scenic “Space Ships” provide. Some of their attractions are full size private outdoor balcony apartments, and incredible and ore dressing program, that give a chance to the guests to explore and get familiar with the history and culture of the visited destinations.
It is a fact that the “Space Ships” nowadays, are the largest existing on Europe’s waterways. It is more than ships only. With their 135-metre length, they offer 22 % more space over three decks and extremely large lounges and restaurants.
It is planned that the Scenic Crystal is going to join the already existing fleet office, providing a memorable river cruise program.
If it comes to France River cruises, then we must mention the ten day river cruise program, which allows tourists to plunge into the romance of South Eastern France. The river cruise starts with Chalon-sur Saone, just in the heart of the most famous wine- making area of Burgundy to Arlesin Southern France and all of this onboard a magnificent private charter sailing of the Syphony.
Cunard's Queen Mary II. Port of Tenerife, Spain.
For those that prefer visiting the most romantic places in France, there is the eleven day tour, featuring the nine-night River Cruise, which offers one night in Paris. If you prefer spending more than a night in this beautiful city, then you could take a 16-days journey and have a three-night stay in Paris. The last offer includes a three-night tour through southern France, visiting the coastal areas of Marseille, Cannes, Nice, and Monte Carlo.
Although Paris is the main landmark of France, the country can offer other kind of stunning and charming places, such as the magnificent Mont St. Michel and Loire Valley. You are able to visit them by taking on a river cruise and get a part of the 23- day tour, including thirteen nights in Normandy and Loire Valley. The program provides a tour to Month St. Michel and dinner in a French Chateaux, located in the main heart of the Loire Valley.
And last, but not less impressive is the river cruise in Russia. It is an opportunity which comes once in a lifetime, exploring Russian’s fascinating and cultural land, on a cruise. This program includes a tour with the newest ship on Russia’s waterways, called Sergey Kutchkin. You will have a chance to visit and explore some of the most famous cities in Russia.
The first information on the technique and the materials used for manufacturing ships usually comes from Egyptians. They for the first time tried and succeeded in building a ship of papyrus. They used ropes for binding them together. Papyrus is a material extracted from the pith of papyrus plant, scientifically called cyperus papyrus. These trees were once aplenty in the Nile Delta of Egypt.
Considering their success in building ships, the Egyptians later on tried to improve them with some other materials. They made an attempt to make a ship out of wood. But failure to find a suitable tree trunk, dissuaded the Egyptians from building such a large type of ship for the time being. However their curiosity compelled them to make progress building ships.
Later on, the civilizations in the Mediterranean give us a lot of information about ship building history. During those times large merchant ships had been constructed with a solid body. Fast-running ships driven by oar changed the ship building industries into a large scale use.
The Roman people further changed the face of shipping industry by making some more improvements. However, the ships they made found no use in sailing through Northern European coasts. These limitations made Scandinavians develop a new technique to make defect-free large ships. Those ships made by the Scandinavians were better for sailing through any seas without many hardships. The only fault was that they could not carry large quantities of cargo, so the purpose of the ships for trading was not attractive. Ships at that time were broad and shallow, they had double ends.
During the Middle Ages, several changes were made in the ship industry. Interest of people at that time in trading and voyaging had made the makers of tall ships more curious to build ships with extra facilities. These further boosted the trading areas to other islands and nations. During the Middle Ages, ships were usually short and circular. These ships, after incorporating several improvements in their structure, tried to trade with other continents, and prepared for long voyages. Voyages made during this period led to the overall development of the ship industry.
During this time the purpose of ship sailing was not confined to trade and voyaging, but to conquer other countries. The most advanced ships were made to attack enemy ships and other nations.
The use of ships gradually made way for a large scale building of very tall ships. Several laws were added to make travel and trade with other nations more comfortable. The sailing ability of large ships increased by making improvement in their tonnage. The length, breadth and weight of ships, thus, took a different look. It provided maximum facilities to those who liked to travel enjoying the beauty of the ocean.
Eighteenth and Nineteenth century proved that the shipping industry was an indispensable part of human life. These caused a large boom in the facilities inside the ships. If the ships you would like to travel look like castles and if you fail to believe your eyes, the real reason behind it is the papyrus tree.
Oneok Partners LP is known as an operator of natural- gas processing plants and pipelines. The main plan, that Oneok Partners LP (OKS) has, is to pay $1.2 billion to gain the opportunity to ship gas byproducts. This must happen from the central U.S area to the Gulf Coast.
The company is planning to construct a 570- mile pipeline to supply gas liquids as propane and pentane. In order to the terms of a statement from 3th May this year, it will be transported from the mid- continent district to the Texas coast.
According to the plan, Oneok Partners are considering to re- construct two of the already existing insulating pipelines, going through the same itinerary and then to build a plant in Texas (Mont Belvieu). The aim of OKS, is to be transported 75 000 barrels of gas liquids each day.
Terry K. Spencer – the chief operating officer of Oneok Partners, shared that this project is wanted to deliver better services to their petrochemical customers, who are getting bigger in their businesses by expanding their facilities or exchanging them.
What is known for Oneok Partners, that they are increasing their business by amplifying its shipping and processing capacity in the field of growing gas production. They latch the gas from new wells in formations like Woodford Shale and Granite Wash. The project, that includes the building of the plant and the two conduits are planning to get absolutely finished and ready for exploitation , by the end of 2013.
Tanker ship - Misko Kordic - Fotolia.com
The major activity of Oneok Partners as an operator of natural- gas processing plants and pipelines, is to process the raw natural gas in their fractionating plants. There, byproducts are being separated, like propane and butane from methane. It is a fact that methane is used mostly in power plants and private home furnaces. Some of the gas liquids, used as fuels are propane, butane and pentane. These find appliance also in chemical feedstocks and gasoline additives.
Actually Oneok Partners is a master- limited partnership and they have a subsidiary of Oneok Inc. (OKE) as their major partner.
The company itself is really big and is one of the largest publicly traded master limited partnerships, and it is growing year by year. They service a wide range of customers, operating in this business field. Oneok Partners is one of the largest natural gas distributors in the United States. It operates on the following business segments: natural Gas Gathering and Processing; natural Gas Pipelines and natural Gas Liquids, including related services, which help to the main ones, mentioned above.
Its shipping and processing capacity are well developed and are expanding, because of the strong relations with foreign customers, which require excellent services and products from high quality. And in this level, no one else can compare with them.
Tall Ships Collection – Fine Art Prints available from Imagekind.
The works of Pablo Avanzini are featured at ImageKind.com, an online art community for selling originals, limited edition prints, posters and other art.
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Unlike a typical photo, their fine art media (papers and ink) will last for many decades while providing a rich and elegant look. Virtually all fine art reproductions sold at galleries are made using the same traditional methods that thay use for every single order. This proces makes fine art media the best choice for framing and display work.
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You can return an item within 30 days of purchase.
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Traditionally, custom framed prints cannot be returned. (Imagine the reaction at your local frame shop if you came to pick up your framing and told them that you had changed your mind!) However, they understand you may have some hesitation about ordering an item you have only seen on your monitor. They are confident of the quality of their merchandise. So, they offer you our 100% satisfaction guarantee.
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They’re confident in the quality and reliability of the merchandise. But, if you’re not satisfied with your art, you may return it within 30 days for a full refund of the print’s purchase price.
Find the hottest deals on all types of boats for sale online. Fishing boats, powerboats, sailboats, jet boats, and more! We link you with the best deals currently going on auction style at eBay. eBay is one of the largest auction websites online and has a huge selection of new and used boats at very competitive prices.
Is it safe to buy boats online?
Yes, it is safe to buy boats online, however, there are certainly a few things you should take into consideration to protect yourself. Here are some tips:
Purchase through a site like eBay to ensure it is going to be a smooth transaction
Check the feedback of the seller and make sure that most buyers are satisfied, remember, they can’t always please everyone so a few negative feedbacks shouldn’t put you off as long as the seller has a high percentage of positive feedbacks
Try to buy locally so that you can inspect the boat yourself in person and at the same time save yourself a lot of money on shipping costs
Keep these things in mind and you should be off to finding yourself a great deal on a boat! If you’re not a member of eBay don’t worry. It’s free to sign up and there are no fees for buyers.
You can find many boats & boat accesories on sale right now at: