2.2 Board of Directors May 21 2019
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GREENTECH 2017! - ABC Recycling - Glencore There’S Less Than a Month Left to Green Marine’S Annual Conference, Greentech 2017
MAY 2017 L’INFOLETTREGREEN DE MARINE L’ALLIANCE NEWSLETTER VERTE IN THIS ISSUE New participants: 3,2,1… GREENTECH 2017! - ABC Recycling - Glencore There’s less than a month left to Green Marine’s annual conference, GreenTech 2017. This year’s conference will - Port of Belledune be held at the Hyatt Regency Pier Sixty-Six in Fort Lauderdale, Florida, from May 30th to June 1st. Most of the New supporters: exhibition showroom booths have been sold, the sponsored events await delegates, and registration continues. - Clean Foundation Along with busily preparing for GreenTech 2017, the Green Marine team is compiling the environmental - Port Edward performance results of the program’s participants and putting the final touches to Green Marine Magazine. Both - Prince Rupert the results and the magazine will be unveiled at the conference. - Protected Seas Industry success stories: - Seaspan NEW MEMBERS - Port NOLA - Desgagnés - Port of Hueneme - CSL Group GREEN MARINE PROUDLY WELCOMES THREE NEW - Neptune Terminals Spotlight on partners & supporters PARTICIPANTS - Ocean Networks Canada - Hemmera The Belledune Port Authority was incorporated as a federal not-for-profit commercial port authority on Events March 29, 2000, pursuant to the Canada Marine Act. The Port of Belledune offers modern infrastructure and GreenTech 2017 equipment, including a barge terminal, a roll-on/roll-off terminal and a modular component fabrication facility. The #BragAboutIt Port of Belledune is a year-round, ice-free, deep-water port that offers efficient List of all Green Marine members stevedoring services. The port has ample outdoor terminal storage space and several indoor storage facilities – a definite competitive advantage for bulk, breakbulk and general cargo handling. -
CANADA MARINE ACT | Review Publications Related to the Canada Marine Act
TP14107B CANADA MARINE ACT | review Publications related to the Canada Marine Act: TP13937 – Review of the Canada Marine Act - Guidance Document (May 2002) Please direct your comments, orders and inquiries to: Transport Canada Marine Policy (ACF) Place de Ville Tower C, 25th Floor, Area B 330 Sparks Street Ottawa ON K1A 0N5 Telephone: (613) 991-3536 Fax: (613) 998-1845 E-mail: [email protected] This document is available online at www.tc.gc.ca © Her Majesty the Queen in Right of Canada, (Transport Canada) 2003 ISBN 0-662-67359-X Catalogue No. T22-120/2003 TP14107B (06/2003) *TP14107B* THE CANADA MARINE ACT – BEYOND TOMORROW Report of the Review Panel to the Minister of Transport CANADA MARINE ACT | review TO THE HONOURABLE MINISTER OF TRANSPORT Dear Minister: In accordance with your request of May 26, 2002, that the Canada Marine Act Review Panel undertake consultations with marine stakeholders pursuant to the review specified in section 144 of the Canada Marine Act (CMA) and your Terms of Reference for the review, the CMA Review Panel is pleased to present to you its Final Report – Canada Marine Act: Beyond Tomorrow. Respectfully submitted, Richard Gaudreau Allan Donaldson Chair David Gardiner Frank Metcalf, Q.C. 3 CANADA MARINE ACT | review Table of Contents introduction ...............................................................................................................................................................7 chapter 1 | THE REVIEW PROCESS AND THE PANEL’S MANDATE .............................................................11 -
Introduction to Info Source
Introduction to Info Source Info Source: Sources of Federal Government and Employee Information provides information about the functions, programs, activities and related information holdings of government institutions subject to the Access to Information Act and the Privacy Act. It provides individuals and employees of the government (current and former) with relevant information to access personal information about themselves held by government institutions subject to the Privacy Act and to exercise their rights under the Privacy Act. The Introduction and an index of institutions subject to the Access to Information Act and the Privacy Act are available centrally. The Access to Information Act and the Privacy Act assign overall responsibility to the President of Treasury Board (as the designated Minister) for the government-wide administration of the legislation. GENERAL INFORMATION Background The Halifax Port Authority was created on May 1, 1999 by letters patent issued on that date by the Minister of Transport pursuant to Section 8 of the Canada Marine Act. Therefore, the Halifax Port Authority is a Canadian Port Authority and an agent of Her Majesty in right of Canada within the framework of the Canada Marine Act. The Port of Halifax is a major contributor to the economy of Nova Scotia and is a national asset connecting importers and exporters with global markets. The Halifax Port Authority is governed by a Board of Directors, and reports to Parliament through the Minister of Transport. Additional information related to the Port, its history, and mandate can be found here. Responsibilities The Halifax Port Authority is responsible for the development, marketing and management of its assets in order to foster and promote trade and transportation. -
Toronto Port Authority Practices and Procedures Within the Limits of the Port & Harbour of Toronto
TORONTO PORT AUTHORITY PRACTICES AND PROCEDURES WITHIN THE LIMITS OF THE PORT & HARBOUR OF TORONTO as at June 2000 PREAMBLE These Practices and Procedures are made pursuant to the Canada Marine Act Section 56, Subsection (1) (b), and are intended to promote safe and efficient navigation, and environmental protection in the waters of the Port of Toronto. Under Section 59 Subsection (1) (a), it is an offense if a person or ship does not follow these practices and procedures. The waters of the Port of Toronto are those waters within the port limits as defined in the Letters Patent for the Port of Toronto as shown on Canadian navigation chart 2085. These Practices and Procedures are to be followed by all vessels entering, manoeuvering, berthed, or anchored within the port limits. SHORT TITLE 1. These Practices & Procedures may be cited as the Toronto Port Authority Practices and Procedures. INTERPRETATION 2. In these Practices & Procedures: “ACT” means the Canada Marine Act. “AUTHORITY” means the Toronto Port Authority. “DESIGNATED AREA” means an area designated by the Authority in respect of an activity. “OFFICER” means a person employed or designated by the Authority to direct some phase of operation or use within the port limits. “OVERALL LENGTH” means the horizontal distance measured between perpendicular lines drawn at the overall extreme after ends of a vessel. “PLEASURE CRAFT” means a vessel, however propelled, that is used exclusively for pleasure and that does not carry passengers who paid a fare for passage. “REPRESENTATIVE” means the Master, Owner or Charterer of a vessel or an agent of either of them and includes any person who in the operation of that vessel within the port limits of the Authority accepts responsibility for payment of fees under the Act to be assessed against that vessel. -
Macro Drivers and Trends
Opening Slide AAPA Port Property Management and Railing Seminar October 24, 2006 Anthony A. Chiarello Senior Vice President AMB Property Corporation ® TopMacro 20 Driversworld Ports and Trends Top 20 Worldwide Ports World Port Total Ranking Name TEU 1 Hong Kong 21,932,000 2 Singapore 20,600,000 9-Hamburg 7.0 8-RotterdamTransshipment 8.2 3 Shanghai 14,557,200 11-Antwerp 6.0 4 Shenzhen 13,650,000 5-Port LA/LB 13.1 14-New York/New Jersey 4.4 17-Tianjin 3.8 6-Busan 11.45 Los Angeles/ Long Beach 13,101,292 13-Qingdao 5.1 3-Shanghai 14.5 16-Ningbo 4.0 6 Busan 11,430,000 4-Shenzen 13.6 1-Hong Kong 21.97 Kaohsiung 9,710,000 10-Dubai 6.4 7-Kaohsiung 9.7 18-Laem Chabang 3.68 Rotterdam 8,200,000 9 Hamburg 7,003,479 10 Dubai 6,428,883 12-Port Klang 5.2 2-Singapore 20.6 15-Tanjung Pelepas 4.0 11 Antwerp 6,063,746 13 Port Klang 5,243,593 14 Qingdao 5,139,700 15 New York/New Jersey 4,478,480 16 Tanjung Pelepas 4,020,421 17 Ningbo 4,005,500 18 Tianjin 3,814,000 19 Laem Chabang 3,624,000 20 Tokyo 3,580,000 © 2005 AMB Property Corporation 2 ChinaMacro ShareDrivers of and Imports Trends China Share of Transpacific Import Volume (by TEU) Others 69% 1995 Others 50% China 2000 31% Others 34% China 2004 50% China 66% Source: PIERS Trade Horizons © 2005 AMB Property Corporation 3 MacroUS Import Drivers Share and Trends US Import Share by Country - 2004 Northeast Asia Southeast Asia Northern Europe Total 9.3 million TEUs Total 1.2 million TEUs Total 1.5 million TEUs Scandinavia Korea Singapore and other N Taiwan Belgium 6% 7% Europe 7% Philippines 17% 12% 12% Japan Thailand France 9% 35% 12% U.K. -
Management of the Great Lakes-St. Lawrence Maritime Transportation System
Canada-United States Law Journal Volume 42 Issue 1 Article 13 2018 Management of the Great Lakes-St. Lawrence Maritime Transportation System Mike Piskur Follow this and additional works at: https://scholarlycommons.law.case.edu/cuslj Part of the Transnational Law Commons Recommended Citation Mike Piskur, Management of the Great Lakes-St. Lawrence Maritime Transportation System, 42 Can.-U.S. L.J. 228 (2018) Available at: https://scholarlycommons.law.case.edu/cuslj/vol42/iss1/13 This Article is brought to you for free and open access by the Student Journals at Case Western Reserve University School of Law Scholarly Commons. It has been accepted for inclusion in Canada-United States Law Journal by an authorized administrator of Case Western Reserve University School of Law Scholarly Commons. 228 CANADA-UNITED STATES LAW JOURNAL [Vol. 42, 2018] MANAGEMENT OF THE GREAT LAKES-ST. LAWRENCE MARITIME TRANSPORTATION SYSTEM Mike Piskur† ABSTRACT: The Great Lakes-St. Lawrence Maritime Transportation System (“MTS”) bears critical importance to the economic competitiveness of Canada and the United States (“US”). Maritime transportation comprises both a major economic driver and job creator for both countries. As a cost-effective and highly efficient means of transporting raw materials and finished products to market, the MTS is essential to agricultural, mining, and manufacturing supply chains that frequently stretch across the US-Canada border and beyond. Yet management of the MTS is fragmented, with responsibility for various system components scattered across numerous federal agencies in both the US and Canada. This fragmentation results in a dearth of transparency, confusing and disjointed governmental authority, higher user costs, barriers to establishing new markets, and overall reduced system competitiveness. -
Shipping Made in Hamburg
Shipping made in Hamburg The history of the Hapag-Lloyd AG THE HISTORY OF THE HAPAG-LLOYD AG Historical Context By the middle of the 19th Century the industrial revolution has caused the disap- pearance of many crafts in Europe, fewer and fewer workers are now required. In a first process of globalization transport links are developing at great speed. For the first time, railways are enabling even ordinary citizens to move their place of residen- ce, while the first steamships are being tested in overseas trades. A great wave of emigration to the United States is just starting. “Speak up! Why are you moving away?” asks the poet Ferdinand Freiligrath in the ballad “The emigrants” that became something of a hymn for a German national mo- vement. The answer is simple: Because they can no longer stand life at home. Until 1918, stress and political repression cause millions of Europeans, among them many Germans, especially, to make off for the New World to look for new opportunities, a new life. Germany is splintered into backward princedoms under absolute rule. Mass poverty prevails and the lower orders are emigrating in swarms. That suits the rulers only too well, since a ticket to America produces a solution to all social problems. Any troublemaker can be sent across the big pond. The residents of entire almshouses are collectively despatched on voyage. New York is soon complaining about hordes of German beggars. The dangers of emigration are just as unlimited as the hoped-for opportunities in the USA. Most of the emigrants are literally without any experience, have never left their place of birth, and before the paradise they dream of, comes a hell. -
Cadets Make Ready to Set Sail and Board the Empire State VI at The
nav igat r Summer 2013 | SUNY M aritime College Cadets make ready to set sail and board The Empire State VI at the start of 2013 Summer Sea TermMaritime Navigator 1 2 Maritime Navigator A Message from the President Navigator Page 4 Navigator is the official magazine of SUNY Maritime College. It is written and designed by the May Commencement SUNY Maritime College Office of the President. Page 5 Editor Admiral’s Dinner Jane Bartnett Page 6-7 Director of Strategic Communications 2013 Summer Sea Term Art Director/Designer Page 8-9 David Dhanpat Assistant Director of External Relations NROTC Commissioning Page 11 Contributing Photographers Maria Bastone Hurricane Sandy Recognition Jane Bartnett Page 13 David Dhanpat Island Photography Campus Events Tom Sullivan, `81 Page 14 Industry News Page 17 2013 Homecoming Athletics Saturday, September 21, 2013 Page 18-19 Fall Career Fair Waterfront Tuesday, October 15, 2013 Page 22 2013 Towing Forum Career Fair Wednesday, October 16, 2013 Page 25 Women on the Water Conference Senior Awards October 31 - November 2, 2013 Page 26 [email protected] Alumni Profile John Nardi, `83 CONNECT: Page 28 SUNY Maritime College Alumni Notes Table of Contents Table Page 29-31 Maritime Navigator 3 From The President Dear SUNY Maritime Nation: The Campus remains very busy during these rapidly passing summer months. Classes are in session, we have many outside groups using our beautiful Campus and our staff is busy planning ahead for the start of the new academic year. Construction on the new academic building continues, which we expect to be completed by mid-fall. -
Save the ELBE Giro Rekening No 8145443 Att : Piet Sinke - Stationsweg 21 - 3151 HR Hoek Van Holland
DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2005 – 119 Number 119*** COLLECTION OF MARITIME PRESS CLIPPINGS ***Wednesday 11-05-05 THIS EDITION IS BROUGHT TO YOU BY : VLIERODAM WIRE ROPES Ltd. wire ropes, chains, hooks, shackles, webbing slings, lifting beams, crane blocks, turnbuckles etc. Binnenbaan 36 3161VB RHOON The Netherlands Telephone: (+31)105018000 (+31) 105015440 (a.o.h.) Fax : (+31)105013843 Internet & E-mail www.vlierodam.nl [email protected] The latest addition to the German Navy the F 220 FGS HAMBURG seen in Hamburg during the Hafengeburtstag Photo : Piet Sinke © Save the ELBE Giro rekening No 8145443 Att : Piet Sinke - Stationsweg 21 - 3151 HR Hoek van Holland PSi-Daily maritime press clippings Page 1 5/10/2005 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2005 – 119 The score until today : 49.400 Euro EVENTS, INCIDENTS & OPERATIONS The DIAMOND LAND moored in the port of Hamburg – Photo : Piet Sinke © One Missing Sailor Rescued, Second Dead One of two sailors who abandoned their boat in rough seas hundreds of miles off the Virginia coast was found in the water a day later Monday and pulled to safety on a merchant ship, the Coast Guard said. The other sailor was found dead. Lochlin Reidy, 58, from Woodbridge, Conn., was spotted about 4 a.m. after a Coast Guard plane saw a strobe light in the ocean about 400 miles east of Virginia Beach and flew over the area to investigate, said Officer Krys Hannum, a Coast Guard spokeswoman. He was taken aboard the merchant vessel Sakura Express, and his condition was not immediately available. -
Intermodal Issues in Transport Planning H
64 consistent growth and in percentage of total cargo car suggested, although this may not be immediately nec ried, intermodal operations now transport a major por essary. Considerable analysis has been completed in tion of this business. the past 5 years, but much of this information has not been communicated or fully evaluated. Unfortunately, RAIL TRANSPORT intermodalism has been discussed with people in planning positions and with operating authority who have been un The rail picture is something else again. P iggyback has willing to consider the fundamental changes required of been around for quite some time now, and many have their businesses. looked to it as a way of maintaining railroad participa Agents of change for an entrenched institution often tion in the merchandise traffic business. Progress, have to come from the outside. Consider, for example, however, has been less than exciting. As can be seen the innovation of Malcolm McLean of Sea Land. His from Figure 2, rail and truck intermodal has grown only plans for marine containerization certainly were not ac - modestly. Disregarding the major slump in 1975, which cepted by the traditional steamship operator, but ulti returned piggyback carload volume to its 1967 level, the mately they turned the business upside down . growth from 1966 to 1974 is only about 3 percent per The members of the Intermodal Transport Committee year. And in terms of the total rail market, tonnage has must look beyond traditional statements and solutions if been between 3 and 4 percent. Yet, in its defense, in the issues are to be identified and resolved. -
Canada Marine Act Loi Maritime Du Canada
CANADA CONSOLIDATION CODIFICATION Canada Marine Act Loi maritime du Canada S.C. 1998, c. 10 L.C. 1998, ch. 10 Current to September 22, 2021 À jour au 22 septembre 2021 Last amended on September 10, 2020 Dernière modification le 10 septembre 2020 Published by the Minister of Justice at the following address: Publié par le ministre de la Justice à l’adresse suivante : http://laws-lois.justice.gc.ca http://lois-laws.justice.gc.ca OFFICIAL STATUS CARACTÈRE OFFICIEL OF CONSOLIDATIONS DES CODIFICATIONS Subsections 31(1) and (2) of the Legislation Revision and Les paragraphes 31(1) et (2) de la Loi sur la révision et la Consolidation Act, in force on June 1, 2009, provide as codification des textes législatifs, en vigueur le 1er juin follows: 2009, prévoient ce qui suit : Published consolidation is evidence Codifications comme élément de preuve 31 (1) Every copy of a consolidated statute or consolidated 31 (1) Tout exemplaire d'une loi codifiée ou d'un règlement regulation published by the Minister under this Act in either codifié, publié par le ministre en vertu de la présente loi sur print or electronic form is evidence of that statute or regula- support papier ou sur support électronique, fait foi de cette tion and of its contents and every copy purporting to be pub- loi ou de ce règlement et de son contenu. Tout exemplaire lished by the Minister is deemed to be so published, unless donné comme publié par le ministre est réputé avoir été ainsi the contrary is shown. publié, sauf preuve contraire. -
A City Goes to War: Victoria in the Great War 1914-1918
A City Goes to War: Victoria in the Great War 1914-1918 by James S. Kempling B.A., Royal Military College 1965 M.P.A., University of Victoria 1978 M.A., University of Victoria 2011 A Dissertation Submitted in Partial Fulfillment of the Requirements for the Degree of DOCTOR OF PHILOSOPHY in the Department of History © James S. Kempling, 2019 University of Victoria All rights reserved. This dissertation may not be reproduced in whole or in part, by photocopy or other means, without the permission of the author. ii A City Goes to War: Victoria in the Great War 1914-1918 by James S. Kempling B.A., Royal Military College 1965 M.P.A., University of Victoria 1978 M.A. (History), University of Victoria 2011 Supervisory Committee Dr. David Zimmerman, Supervisor Department of History Dr. John Lutz, Departmental Member Department of History Dr. Jentery Sayers, Outside Member Department of English iii Abstract This dissertation is a combined digital history-narrative history project. It takes advantage of newly digitized historical newspapers and soldier files to explore how the people of Victoria B.C. Canada, over 8000 kilometers from the front, experienced the Great War 1914-1918. Although that experience was similar to other Canadian cities in many ways, in other respects it was quite different. Victoria’s geographical location on the very fringe of the Empire sets it apart. Demographic and ethnic differences from the rest of Canada and a very different history of indigenous-settler relations had a dramatic effect on who went to war, who resisted and how war was commemorated in Victoria.