Vessel’s Particulars: Loa: 175.96m Br: 31.03m Dwt: 40056t Main Items of her DD/Repairs: Drydocking DESAN SHIPYARD is located at Tuzla Area, Turkey and offers Shiprepair and Newbuilding Services. The Shipyard has 35,000 sq.mtr of total Area with 5305 sq.mtr covered Area, Separate Area for prefabrication 20,000 sqm Steel manufacturing capacity 16,000 tons a year, Shipbuilding capacity is up to 25,000 DWT. Shiprepairs Facilities include one Floating Dock L: 232m, Br: 40m, one Floating Dock L: 197m, Br: 26,5m and all necessary Workshops for DD/Repairs. Tuzla Area is a Shiprepair Base with several Shipyards providing Services therefore Specialists and Subcontractors can be available at short...
Read MoreVessel’s Particulars: Loa: 332m Br: 58m Dwt: 309371t Features: Central Cooler Repairs Crane Repairs Electrical Works Fabrication Works Hatch Cover Repairs Hydraulic Works Under Water Services Inspections & Repairs Machinery Repairs Pipe Renewals Staging Steel Renewals With over 25 years of experience for Shiprepairs in Singapore Afloat IPL or OPL secured by Special Services LAMBOS IN SINGAPORE SHIPREPAIR CENTER. SHIPREPAIR SERVICES OFFERED. Air-Conditioning &...
Read MoreThe views of the Publishers do not necessarily correspond to the views of Lambos Maritime Overseas Ltd. Republished by kind permission of: A&A Thorpe, 131a Furtherwick Canvey Island, Essex SS8 7AT Tel: +44 (0) 1268 511300 Fax: +44 (0) 1268 510467 shipaat@aol.com Norway’s OceanSaver has announced that its next generation advanced ballast water treatment system Mark II will reduce energy use by over 50% compared to its previous technology. OceanSaver’s on-going research and development initiatives have led to the introduction of the Mark II system, which features an optimised filtration step, not available at the time of the original system development. The improved filtration negates the need for cavitation and de-oxygenation of the ballast water through nitrogen super-saturation, resulting in an even more compact system. Nitrogen super-saturation remains an optional extra. It offers ship owners the potential for reduced vessel maintenance costs through the improved corrosion performance of ballast tanks and coatings and is particularly suited to newbuildings or high specification, specialist vessels. Historically the OceanSaver system has been suited to larger, more complex vessels. According to Tor Atle Eiken, Senior Vice President Sales & Marketing of OceanSaver, the new Mark II technology is an optimal solution for medium-sized vessels and retrofits where installation space is limited. “Only 1.6% of the ballast flow is required to produce the activated water used for disinfection. Mark II is an extremely reliable solution for all types of waters, whether salt, fresh, warm or cold, and is a perfect fit for medium-sized vessels ranging between 35,000 – 80,000 dwt,” he says. The retrofit market will be a strong focus area for OceanSaver. Without the need for extra piping found in the first generation unit due to the cavitation and nitrogen super-saturation steps, shipowners now have greater design flexibility and reduced capital expenses at installation time. “The Mark II system is extremely compact and flexible. Standard systems are available for flow rates from 2 x 500m3/h up to 2 x 3.000m3/h and customized systems unlimited in capacities,” says Eiken. Type approval for the new system is expected by the end of the third quarter of 2011, in time for the expected mandatory application of the IMO ballast water convention. OceanSaver is jointly owned...
Read MoreAccording to Braemar Shipping Services – as of 1st May 2011, the double hull VLCC fleet stood at 530 vessels, of which 9.1% were Chinese owned (48 vessels). Of the orderbook of 158 vessels (29.4% of the trading fleet), 19 (12.0%) are Chinese owned. Assuming 100% delivery, the percentage of Chinese owned vessels will increase to 9.7% of the fleet by end 2014. Of the 48 vessels in the Chinese fleet, 30 (62.5%) have been built in the last five years compared to 38.6% of the non-Chinese fleet. Over the next four years, based on the current orderbook the Chinese fleet will expand by 39.6%, whereas the non-Chinese owned portion will enlarge by 28.8%. These figures illustrate the vigour with which Chinese VLCC ownership has grown in conjunction with the country’s increased dependence on oil imports, and the momentum with which it is projected to continue in the next three years. Beyond the bounds of the current orderbook, medium to long term growth remains to be seen; will Chinese owned newbuild orders slow with the 50% import target ticked off (see below), or will Chinese owners continue to invest in order to gain an even bigger slice of the pie? The Chinese government is aiming for 50% of seaborne oil imports to enter the country on Chinese vessels. Braemar Shipping Services plc tanker model output suggests that 84 dedicated VLCCs would have been sufficient to meet 100% Chinese demand in 2010. As of the end of the year, there were 48 Chinese owned VLCCs (including 5 single hulls) suggesting that Chinese vessel capacity is easily sufficient to meet the 50% goal. We anticipate demand to grow to 130 vessels in the next four years, with Chinese vessel supply set to increase to 73. Again these projections indicate that Chinese vessel supply will, in theory, be sufficient to service 50% of seaborne imports. Braemar Shipping Services plc’s analysis of VLCC spot fixture data for vessels suggests that, in 2010, 50.4% of VLCC cargoes were transported on Chinese owned vessels, a 35.4% increase from the 15.0% recorded in 2004. In Q1 2011 however, a 3.4% decrease has been observed with the figure standing at 47%, marginally below the target of 50%....
Read MoreAs global oil prices smashed through $120 this week and are now threatening to constrain world economic growth, few would argue that costlier energy is merely a temporary blip. In the short run, today’s prices have certainly been driven by the natural catastrophe in Japan and political unrest in the Middle East, but all the signs are that radically higher energy prices are here to stay. Of course, rising bunker prices are no new phenomenon and have been a constant headache for owners and operators for years, particularly those who must foot the bunker bill themselves, as compared to others who can pass on fuel bills to charterers. Ships have slowed down significantly, partly it is true as a result of a vast surplus of new tonnage, much of which is still delivering into markets where supply far outweighs demand. But ship operators have also cut speed as a result of the exponential relationship between ship speed and required power, and therefore of course fuel consumption. Rather like permanently higher energy prices, recent reductions in ship speed could be here to stay and, according to one eminent shipping economist, may well have important implications for ship designers, engine builders, owners and operators. Speaking recently at a Lloyd’s Register press dinner in London, Clarkson Research head Martin Stopford painted a very bleak picture of mankind’s insatiable appetite for energy over recent years, and in a shipping context, the huge volumes of fuel required to propel ever-larger ships across the oceans of the world at the speeds to which we have become accustomed. In 1840, Stopford said, half of Europe’s energy was derived from 38m horses and oxen, with the balance coming from wood, water, manpower and wind. In that year, global seaborne trade totalled about 20m tonnes. Today, ships carry more than 8bn tonnes of trade every year and the OECD’s 1.3bn people consume an annual energy equivalent of around six tonnes of oil per capita. A further six billion people each consume a little over one tonne of oil equivalent energy every year but their energy consumption is rising at an unprecedented rate. This partly explains why the world’s VLCC trades have altered so dramatically. Instead of most VLCC...
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