During the time elapsed since the origin of the present depression the Shiprepairs Market in China is beginning to show signs of progressive recovery with consequent trends for increased Prices etc however these signs may not withstand for long. Although all the major Shipyards in Mainland China are presently quiet busy the fact is that the majority of the Vessels perform short Drydocking periods with limited amount of Works leaving the Shipyards eager to compete for Vessels with sufficient Scope of Works and therefore are ready to squeeze Drydocking slots as necessary. The usual competition between Chinese Shipyards will always prevail despite efforts of increasing their Prices therefore it is expected that Owners may continue to secure till the end 2010 discounted Price Levels etc. Our Company through more than 20 years of long term cooperation and personal relations with the Management of certain Shipyards is always in a position to secure favorable Terms & Conditions for our Clients ensuring that their Projects are completed to Owners’ satisfaction. In more detail kindly find below a List of Mainland China Shipyards which are securing for us Dockspace and Services in priority: North China: QINGDAO BEIHAI SHIPYARD – Facilities for Drydocking up to VLCCs Shanghai Area: CHENGXI SHIPYARD – Facilities for Drydocking up to Capesizes HRDD – HUARUN DADONG DOCKYARD – Facilities for Drydocking upto Capesizes Ningbo Area: ZHOUSHAN IMC YY SHIPYARD – Facilities for Drydocking up to VLCCs South China: GUANGZHOU DOCKYARDS CO. LTD. – Facilities for Drydocking up to VLCCs Our competitive Services are offered also in other Ports and Locations Worldwide including SINGAPORE, HONG KONG, FRANCE, TURKEY & NORTH...
Read MoreIt was Clarkson’s Martin Stopford who recently highlighted the fundamental change in day-to-day operating economics of global shipping. Instead of the assets themselves constituting the largest single cost centre, it was now the fuel required to run them, he said. And there was unlikely to be a let-up, he warned: low-sulphur fuels required in the world’s ECAs will, of course, cost more as demand grows, and ship operators who run ships in such areas will face some major decisions on how they manage their ships. His comments have been amply illustrated in recent days by the voyage of the Greek-owned 134,000 m3 ice-class LNG tanker Ob River, which has just shipped a cargo of gas from Hammerfest in northern Norway to Japan’s Tobata port through the Arctic Ocean. Admittedly with the support of a nuclear-powered Russian icebreaker, shrinking ice cover in the Arctic means that such a voyage is now technically possible. And if northern ice continues to melt as it has done recently, new routes through northern seas will dramatically alter tonne-mile shipping demand and ship type requirements. Whether you call it global warming or climate change, our planet’s environment today is radically different as compared with ten years ago, with fundamental implications for shipping. Aircraft burn the highest grades of hydrocarbon fuel and, arguably, carry the world’s most valuable commodity. Mostly, the rising costs of operation can be passed on. Ships, on the other hand, burn the residues that no-one else wants, and transport essential raw materials and manufactured goods which few people even think about. Rising running costs cannot be passed on, and if ship operators fail to cover direct costs, something has to give. Leading shipping companies are keen to highlight their emissions-cutting initiatives, and a growing number of charterers – estimated to foot the bill for as much as 70% of bunkers – are focused on fuel efficiency as never before. Cynics argue that shipping companies’ initiatives have little to do with reducing emissions, and are fundamentally survival strategies in over-tonnaged markets where rates don’t stack up by a long way. Mostly, so far, shipping companies’ policies have centred on speed reductions. The exponential nature of the speed:power curve means that even a small...
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 Although experts had predicted that the IMO’s Ballast Water Convention might well have been ratified by the end of the year and would therefore come into force 12 months later, this is now very unlikely. Some experts are even suggesting that it may not enter force until 2014, resulting in a mad scramble as owners try to meet the requirement that existing ships have appropriate installations at their next intermediate or special survey after 2014. Many believe now that the IMO timetable is completely unachievable. Estimates vary widely as to how many installations will ultimately be required. Figures range from 35,000 at the bottom end to as many as 70,000 – a pretty wide margin of error. This is partly because owners of older tonnage could well decide that the investment required to equip their ships to continue trading is just not worth it. Analysts point out that ballast water compliance is only one of a range of new regulatory requirements that could well cripple some owners – burning low-sulphur fuel in Emission Control Areas will transform the operating economics for many ferry operators, for example, whilst scrubber technologies could well prove too expensive to install on many older vessels with a relatively short payback period. Experts in the ballast water field, however, suggest that there is no room for complacency. However much owners may wish the transfer of invasive species in ballast water to be an issue that goes away, the experts insist this will not happen. The IMO’s Convention will inevitably come into force, and sooner rather than later, many believe. So, despite the challenges of operating in markets where many ships are barely breaking even, a proactive approach, rather than a head in the sand, is to be recommended. Those closely involved in fraught negotiations at the IMO concede that the Convention has a range of shortcomings. But they insist that these are being dealt with. Some point out amendments to an existing...
Read MoreThere was no mistaking the sense of excitement as this year’s Gastech opened its doors at London’s Excel this week. New technology has transformed the outlook for the LNG sector – providing unprecedented possibilities for large-scale and expanding ocean shipments, as well as small-scale seaborne projects tailored to meet the energy demands of communities including those on islands and remote areas outside existing grid networks. The potential for shipping is dramatic, a welcome change to the widespread gloom and doom attaching to oversupplied markets in most other key sectors. BG Chief Executive, Sir Frank Chapman, setting the scene at the opening ceremony, described the industry as undergoing a rapid and irreversible revolution, noting that unconventional gas development in the US is heralding the dawn of a new era of low-cost energy which is changing the energy dynamics of the world’s largest economy. “At current production rates,” he declared, “America has over a century’s supply of gas.” Meanwhile, rapid gas sector developments in Australia mean that the country is set to become the world’s largest LNG exporter, thereby driving continued growth in the global LNG market. “An incredible 60m tonnes per annum of projects are under construction there,” he said, “with first unconventional gas-supplied LNG due in 2014.” Unconventional gas is usually sourced from coal, gas sands, shales and gas hydrates, and its main component is methane. However, various other constituents must be removed to produce sales-grade natural gas, the cleanest burning fossil fuel for which world demand is rising steadily. Energy analysts forecast that LNG will play an increasingly important role in the planet’s future energy mix. Sir Frank predicted that LNG’s contribution to total natural gas demand could rise from 10% in 2010 to 14% by 2025. This would mean an absolute increase from 240m tonnes a year to at least 450m tonnes. Other predictions, meanwhile, suggest that world gas demand will grow at a compound rate of 2.5% from now until 2020 and beyond. Global gas reserves are rising significantly as new technology and rising energy prices render hitherto stranded gas economically attractive. Higher stocks are leading to a growing price differential with oil but a range of other factors, besides price, are important catalysts in the...
Read MoreVessel’s Particulars: Loa: 189.50m Br: 30.40m Dwt: 45916t Main Items of Repairs : Drydocking Machinery Repairs JURONG SHIPYARD offer their expertise in Shiprepairs, Shipbuilding, Conversions, Rig Building and Offshore Engineering They operate 4 Docks totalling 1.1 million dwt in capacity and berthing facilities totalling 2,728m in length. JURONG SHIPYARD offers its expertise in Shiprepairs, Shipbuilding, Conversions, Rig Building and Offshore Engineering. They operate 4 Graving Docks totalling 1.1 million dwt in Capacity and Berthing facilities totalling 2,728m in length. Facilities include Nr. 1 Graving Dock 270m x 40m for Vessels up to 100,000 Dwt, Nr. 2 Graving Dock 350m x 56m for Vessels up to 300,000 Dwt, Nr. 3 Graving Dock 380m x 80.2m for Vessels up to 500,000 Dwt and Nr. 5 Graving Dock 335m x 56m for Vessels up to 200,000 Dwt. JURONG PRINCIPALS are now expanding their Facilities in Singapore with a new Yard which is expected to commence Operations during...
Read More
