Following the successful delivery of the ‘Eagle’ and the ‘Falcon’, the final ship, the ‘Hawk’, will set off this week from China to the United Arab Emirates. The bulk carriers were specially designed to transport iron ore over shallow water. The vessels have a length of 130 metres and a width of 27.5 metres, with a draught of 3.5 metres. Four Caterpillar engines generate 3,280kW in total and propulsion is via four Jan Verhaar Omega jet thrusters.
Saturday, May 9, 2009
Delivery of ‘Eagle’, ‘Falcon’ and ‘Hawk’
Netherlands-based Transport & Offshore Services has embarked on the last voyage to deliver a series of three identical newbuild bulk carriers.
Following the successful delivery of the ‘Eagle’ and the ‘Falcon’, the final ship, the ‘Hawk’, will set off this week from China to the United Arab Emirates. The bulk carriers were specially designed to transport iron ore over shallow water. The vessels have a length of 130 metres and a width of 27.5 metres, with a draught of 3.5 metres. Four Caterpillar engines generate 3,280kW in total and propulsion is via four Jan Verhaar Omega jet thrusters.Read More
Following the successful delivery of the ‘Eagle’ and the ‘Falcon’, the final ship, the ‘Hawk’, will set off this week from China to the United Arab Emirates. The bulk carriers were specially designed to transport iron ore over shallow water. The vessels have a length of 130 metres and a width of 27.5 metres, with a draught of 3.5 metres. Four Caterpillar engines generate 3,280kW in total and propulsion is via four Jan Verhaar Omega jet thrusters.
Bharati Shipyard to take over Great Offshore?
Mumbai: Indian media is predicting Bharati Shipyard will soon take over Great Offshore having yesterday snapped up close to 15% of the cash strapped firm.
Great Offshore’s VC and MD Vijay Sheth pledged a 14.89% stake with two Bharati Shipyard group companies for a Rs 200-crore loan to clear some of his dues. "We have decided to acquire the pledged shares and hold it as a strategic long term investment," Bharati Shipyard MD P C Kapoor said. Bharati has acquired the shares at Rs 315 a piece, translating into Rs 174 crore.
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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.
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