It has also handled several heavylift vessels including, of course, the vessels that delivered its ship-to-shore cranes and RTGs.More recently though, the terminal has handled a number of very heavy pieces destined for the adjacent Gdansk oil refinery, operated by Group Lotos, and further shipments are programmed for later in 2009. This current shipment and a second, scheduled for July, are being handled by the Polish freight forwarder Hermes, which is headquartered in Gdynia.
Saturday, May 9, 2009
DCT Gdansk Heavylift Cargo Capabilities
Since it opened in 2007, the new DCT Gdansk container terminal has had several opportunities to demonstrate its versatility, notably with the transhipment of motor vehicles from deepsea to feeder car carriers and even the handling of a cruise vessel.
It has also handled several heavylift vessels including, of course, the vessels that delivered its ship-to-shore cranes and RTGs.More recently though, the terminal has handled a number of very heavy pieces destined for the adjacent Gdansk oil refinery, operated by Group Lotos, and further shipments are programmed for later in 2009. This current shipment and a second, scheduled for July, are being handled by the Polish freight forwarder Hermes, which is headquartered in Gdynia.Read More
It has also handled several heavylift vessels including, of course, the vessels that delivered its ship-to-shore cranes and RTGs.More recently though, the terminal has handled a number of very heavy pieces destined for the adjacent Gdansk oil refinery, operated by Group Lotos, and further shipments are programmed for later in 2009. This current shipment and a second, scheduled for July, are being handled by the Polish freight forwarder Hermes, which is headquartered in Gdynia.
Framo gets contract to boost Gullfaks South reserves
NORWAY: StatoilHydro has awarded Norwegian company Framo Engineering a contract to develop a solution for subsea wet gas compression which could extend the production life of Gullfaks South field.
StatoilHydro awarded the contract to Framo on behalf of the Gullfaks licensees. The other member of this partnership is Petoro. The solution aims to improve recovery of natural gas which contains condensate and water, a mix known as wet gas. The goal is to boost recoverable gas reserves in Gullfaks South by 3 Bscm (105.9 Bcf), a six percent increase from the current estimate. The development solution is based on a subsea compressor template tied back to the Gullfaks C platform and will be developed in competition with a topside compressor solution.
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Changes to the IMO code of safe practice for solid bulk cargo
Members will be aware of the general concerns that exist with regard to the carriage of Direct Reduced Iron (DRI) by sea.
These concerns have increased significantly since the loss of life arising from the incidents involving carriage of DRI on board the Ytha (2004) and the Adamandas (2003). We have previously provided information on DRI and refer in particular to the Loss Prevention Advice which published in 2006.The explosion and accompanying tragic loss of life on the Ythan, resulted from the interaction between the vessel’s cargo of “HBI Fines” and the fresh water (moisture) contained in the cargo at the time of loading. At the time of the incident the IMO Code of Safe Practice for Solid Bulk Cargo (the Code) categorized two types of DRI, namely hot moulded briquettes or hot briquetted iron (subsequently redesignated as DRI (A)), and pellets, lumps etc. (subsequently redesignated as DRI (B)). The DRI/HBI fines cargo could not in reality be categorized as either (A) or (B) under the Code and the expert advice was to treat it as the more dangerous and reactive type of DRI (B).Following the above mentioned incidents and their subsequent investigation, the IMO Sub-committee on Dangerous Goods, Solid Cargoes and Containers (DSC) considered amendments to the relevant Schedules of the Code as part of a review of the Code.
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Friday, May 8, 2009
Ship owners still reluctant to commit new ship orders
Hellenic shipping companies are refraining from placing any new building orders for almost seven months now, in an attempt to limit potential oversupply of vessels, at a time when financing is scarce and the freight markets’ prospects appear grim, together with the global economical environment.
In its latest new building report, shipbroker George Moundreas & Co. commented that this development is normal, since the perception of a huge number and volume of the global orderbook hinder any thought of owners heading back at shipyards. Indeed, the report once was full of contracted vessels, up to 40 on a monthly basis, especially during 2006-2007 with bulk carriers proving the most popular. The report also states that most banks appear reluctant to finance such new deals. The problem that the market faces is the lack of information regarding the number of order cancellations, or delays in deliveries. Both ship owners and shipyards are silent, since nobody is to benefit from that kind of publicity. Of course, this isn’t the case for publicly-traded companies, which are obliged to report such agreements. So, what can be said with some degree of certainty, regards contracts with no financing backing, as well as that a respectable number of containerships which the market can’t handle. The report says that the market is headed towards some form of balance, though through slow and painful processes. This combined with some freight market upswings could lead to a normalization of the current troublesome picture.Read More
In its latest new building report, shipbroker George Moundreas & Co. commented that this development is normal, since the perception of a huge number and volume of the global orderbook hinder any thought of owners heading back at shipyards. Indeed, the report once was full of contracted vessels, up to 40 on a monthly basis, especially during 2006-2007 with bulk carriers proving the most popular. The report also states that most banks appear reluctant to finance such new deals. The problem that the market faces is the lack of information regarding the number of order cancellations, or delays in deliveries. Both ship owners and shipyards are silent, since nobody is to benefit from that kind of publicity. Of course, this isn’t the case for publicly-traded companies, which are obliged to report such agreements. So, what can be said with some degree of certainty, regards contracts with no financing backing, as well as that a respectable number of containerships which the market can’t handle. The report says that the market is headed towards some form of balance, though through slow and painful processes. This combined with some freight market upswings could lead to a normalization of the current troublesome picture.
Yemen LNG set to roll out first shipment
Yemen LNG expects to make the first shipment from its new gas liquefaction plant in July or August, the company's chief executive said.
Joel Fort, chief executive and general manager, said the project will come on line four months late for a little over $4 billion, 15% above planned cost, which he said was a success. He commented on the sidelines of the Offshore Technology Conference in Houston. "We are now in pre-start-up mode, so we have already started, for instance, all the electrical generation," Fort said. "All the utilities have been transferred to the operations people. One-third of the process train is now in the hands of the operations, as well," he said. Start-up of the first train will be fully underway by the end of June in preparation for first cargo, he said. A second train will come on line about five months after the first, bringing the plant to full capacity of 6.7 million tonnes per year, Fort said. Yemen's first LNG has been sold under take-or-pay contracts to Total, GDF Suez and Korea Gas Corporation, but it is coming into a weak market.Read More
Joel Fort, chief executive and general manager, said the project will come on line four months late for a little over $4 billion, 15% above planned cost, which he said was a success. He commented on the sidelines of the Offshore Technology Conference in Houston. "We are now in pre-start-up mode, so we have already started, for instance, all the electrical generation," Fort said. "All the utilities have been transferred to the operations people. One-third of the process train is now in the hands of the operations, as well," he said. Start-up of the first train will be fully underway by the end of June in preparation for first cargo, he said. A second train will come on line about five months after the first, bringing the plant to full capacity of 6.7 million tonnes per year, Fort said. Yemen's first LNG has been sold under take-or-pay contracts to Total, GDF Suez and Korea Gas Corporation, but it is coming into a weak market.
Jousset, Julien Finalists in Superyacht Awards
The designer Adrien Jousset (ASK Yacht Design) and naval architect Sylvain Julien (BMT Nigel Gee), have been selected as one of five finalists in the World Superyacht Awards, Young Designer of the Year 2009 for the Ostria design.
The high standard of entries presented the judges with no easy task in selecting the finalists,” stated Trevor Blakeley, Chief Executive of The Royal Institution of Naval Architects and Chairman of the judging panel. “The judges were impressed by the effort and quality of work presented, reflecting the undoubted talent of today’s young naval architects and marine designers, which surely bodes well for the future of the industry.” Ostria not only has a radical look but has also been developed to provide an answer to an environmentally conscious owner. Throughout the project the focus has been set on producing a realistic and feasible solution to reduce the environmental impact of a Superyacht. Early in the project it appeared that a carbon free propulsion system was unrealistic. The power production capacity required to propel a 230 ft monohull to any decent speed across an ocean is far too demanding compared to any means of renewable, carbon free, energy production. Even the hotel load requirement could not be answered properly with such solutions unless a significant volume of the yacht was dedicated to this purpose.Read More
The high standard of entries presented the judges with no easy task in selecting the finalists,” stated Trevor Blakeley, Chief Executive of The Royal Institution of Naval Architects and Chairman of the judging panel. “The judges were impressed by the effort and quality of work presented, reflecting the undoubted talent of today’s young naval architects and marine designers, which surely bodes well for the future of the industry.” Ostria not only has a radical look but has also been developed to provide an answer to an environmentally conscious owner. Throughout the project the focus has been set on producing a realistic and feasible solution to reduce the environmental impact of a Superyacht. Early in the project it appeared that a carbon free propulsion system was unrealistic. The power production capacity required to propel a 230 ft monohull to any decent speed across an ocean is far too demanding compared to any means of renewable, carbon free, energy production. Even the hotel load requirement could not be answered properly with such solutions unless a significant volume of the yacht was dedicated to this purpose.
Seychelles asks for naval protection from marauding Somali pirates
Officials on the tourist paradise set of islands called Seycheles in the Indian Ocean asked for protection after reports the bandits had moved away from the Gulf of Aden since western governments dispatched patrol vessels to challenge them, the UK's Daily Telegraph reported.
India sent one ship two weeks ago following an urgent request from the Seychelles, but Navy commanders have now sent a better-equipped vessel to replace it following the spate of recent attacks. The attacks, which targeted a British-owned cargo vessel with a Ukrainian crew, and a French warship, took place inside the Seychelles' Exclusive Economic Zone. India believes the pirates chose the Seychelles because it is relatively unguarded – it has just one fast patrol vessel with attack capability, which was in India undergoing repairs. An Indian Navy officer said he believed the pirates were shifting their base to the Seychelles because its government did not have the resources to stop them. The pirates can reach the closest Seychelle Island in just over a day from Mogadishu – it is just 670 nautical miles. Seatrade Asia Online caught up with a well-known Hong Kong shipowner two weeks ago who spoke about one of his ships had been attacked twice in the space of six weeks. The first attack happened 500 nautical miles from the Somali coast and the second was 900 nautical miles away.
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