The Syrian problem remains unresolved. The UK Government decided last week not to participate in military strikes against the Assad regime, President Obama has now decided to follow suit and go to Congress before taking any action and the French Government has also discussed the subject at its Government, but President Hollande is determined to support the US. Meanwhile President Putin has now indicated that Russia would support a UN resolution – although it is still unclear what China would do. So the situation remains unresolved – and it looks as is the Syrian problem will be with us for a few more months. The main problem is that – should a Syria military intervention be sanctioned by the UN, or the US takes the decision to go ahead alone without UN agreement, consequences could spread all around the region, resulting in two major factors for the maritime world. Firstly, the closure of the Suez Canal is now a real threat, the first such possibility for many years. Those of us having long careers in the marine industry can only shudder about this situation – we remember all too well the results of previous closures. Of course, the Syrian problem, even if military action is taken, may not result in closure – however, adding the current political problems in Egypt, the possibility may well become a reality. Some 1.4m bbls/d transit the Suez Canal – so it is clear that any closure would have a significant affect upon the oil and tanker markets. Secondly, the subsequent problems facing the Middle East if such military action is taken will have a substantial affect upon tanker market. We have already seen Saudi Arabia start pumping oil at a record pace of above 10m barrels/day, which in turn could create havoc in the tanker market, as major oil production countries could face output issues. According to the latest weekly report from London-based shipbroker Gibsons, “the price of oil will always be at the mercy of global political tensions. Building hostility in North Africa and the Middle East has forced the price of crude oil up to a six month high over the course of the past week. It has also driven Brent...
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 Accurate performance monitoring is an increasingly key component in effective ship operation and SEEMP plans on board. And for owners who have opted to retrofit their vessels with fuel-saving devices, accurate before and after figures are important both for their own analyses and in negotiations with potential charterers. There are many systems on the market but some are more useful than others. There are two main types of systems. Some measure real-time data including wind, waves, speed and fuel consumption and provide a basis for ship operators to fine-tune certain variables to improve performance. However, these systems only provide guidance based on the prevailing conditions and they rely on shipboard sensors which are prone to error, as well as the ability of ships’ crews to interpret data and respond correctly. The systems themselves are responsive and cannot predict the likely outcome of a particular course of action. Furthermore, some systems merely record the data and then send it ashore for subsequent analysis. This may be relevant for the gauging of long-term trends such as the build-up of marine fouling, for example, but are of little help in optimising immediate ship operation. For this, ship operators need to know what-if’s – the result of a certain action – as well as the actual performance of a certain parameter, such as fuel consumption, in real-time. The second set of performance monitoring systems predict the results of changing a parameter before the move is made. Such a system, many operators believe, is significantly more useful for seafarers and it has been noted that certain “rules of thumb” believed to be virtual certainties by some ship masters have been shown to be invalid in certain circumstances. The launch this week of FutureShip’s latest Eco-Assistant, with a range of enhanced features, falls into the second set of systems and therefore provides a prediction relating to a certain course of action. The Germanischer Lloyd subsidiary has already sold more than 600 Eco-Assistant...
Read MoreVessel’s Particulars: Loa: 248.00m Br: 43.03m Dwt: 98805t Main Items of her DD/Repairs: Drydocking ZHOUSHAN IMC YY SHIPYARD & ENGINEERING Co., Ltd, is a joint-venture between IMC Singapore and Chinese Shipbuilding interests operates Facilities for Shiprepairs and Drydockings. The Yard is located in Zhoushan Area with direct access from the Open Sea avoiding navigation in Rivers, and consequent delays etc for the Vessel. Facilities include: (1) Graving docks – Nr.1 L: 350m, Br: 65m – Nr.2 L: 251m, Br: 39m (2) Dock crane : 40T 1set, 25T 2sets (3) Wharf :about 1000 m length with shore cranes 40T 1set & 25T 1set (4) Gantry Cranes : 50T 1set, 30T...
Read MoreVessel’s Particulars: Loa: 175.86m Br: 31.00m Dwt: 48128t Main Items of her DD/Repairs: Drydocking Machinery Repairs MEWIS DUCT Installation 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 notice. ...
Read MoreLambos Maritime Newsletter September 2013 You can download from the link : ns13Spt Lambos Maritime Services Technical Report on Propulsion Efficiency Systems You can download from the link :...
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