Alang
Truranga Star [BM] IMO 8917522 Reefer built 1992 - 10,936 dwt
Ref Star [PA] IMO 8415550 Reefer built 1984 - 9,360 dwt
Scotia Prince [BS] IMO 7119836 Passenger vessel built 1971 - 12,087 gt
HISTORY OF SCOTIA PRINCE
1970 – Sweden-based Lion Ferry establishes summer ferry service between Portland and Yarmouth, Nova Scotia, aboard Prince of Fundy.
1972 – Stena Olympica is built and launched in Kraljevica, Croatia, and carries passengers between Baltic cities in Germany, Denmark and Sweden.
1982 – Prince of Fundy Cruises is sold; new owner buys the Stena Olympica and renames it the Scotia Prince; center section is added five years later to increase capacity.
2000 – Prince of Fundy Cruises is sold again and renamed Scotia Prince Cruises; passenger totals start falling in the wake of terrorist attacks on Sept. 11, 2001.
2004 -- Scotia Prince Cruises reports mold and structural problems in Portland's International Marine Terminal and operates outdoors for most of the season.
2005 – Scotia Prince Cruises cancels season claiming city failed to fully address mold problem; Scotia Prince is chartered to provide housing for Hurricane Katrina survivors for several months.
2006-2010 – Scotia Prince provides summer ferry service in the Mediterranean.
2011 – Scotia Prince re-establishes ferry service between Tuticorin, India, and Colombo, Sri Lanka, but is found to be too big for the job; evacuates Indian citizens from Libya during fall of Moammar Gadhafi's regime; is advertised for sale or charter in December.
2012 – Scotia Prince is sold for scrap to unnamed buyer in Colombo, Sri Lanka.
Saturday, 31 March 2012
Friday, 30 March 2012
Wednesday, 28 March 2012
Ship demolition report 28/3/2012
Aliaga, Turkey
Goodwill [MT] IMO 7921045 Cargo vessel built 1987 - 5,812 dwt
Debrene [KN] IMO 7523295 Cargo vessel built 1976 - 1,781 dwt
Four Seasons [TZ] IMO 7514452 Cargo vessel built 1978 - 3,922 dwt
Amal [TZ] IMO 7703003 Cargo vessel built 1978 - 3,214 dwt
Daniella [KN] IMO 901460 Cargo vessel built 1990 - 8,890 dwt
Alang
Lovestar II [LR] IMO 8309359 Bulk carrier built 1984 - 39,339 dwt
ACX Hibiscus [PA] IMO 9159141 Container vessel built 1997 - 24,581 dwt
Navion Akarita [BS] IMO 9000948 Tanker built 1991 - 107,223 dwt
Mumbai
Nour Albyn [TZ] IMO 7333743 Cargo vessel built 1973 - 4,054 dwt
BM Pride - details posted previously.
Goodwill [MT] IMO 7921045 Cargo vessel built 1987 - 5,812 dwt
Debrene [KN] IMO 7523295 Cargo vessel built 1976 - 1,781 dwt
Four Seasons [TZ] IMO 7514452 Cargo vessel built 1978 - 3,922 dwt
Amal [TZ] IMO 7703003 Cargo vessel built 1978 - 3,214 dwt
Daniella [KN] IMO 901460 Cargo vessel built 1990 - 8,890 dwt
Alang
Lovestar II [LR] IMO 8309359 Bulk carrier built 1984 - 39,339 dwt
ACX Hibiscus [PA] IMO 9159141 Container vessel built 1997 - 24,581 dwt
Navion Akarita [BS] IMO 9000948 Tanker built 1991 - 107,223 dwt
Mumbai
Nour Albyn [TZ] IMO 7333743 Cargo vessel built 1973 - 4,054 dwt
BM Pride - details posted previously.
Tuesday, 27 March 2012
Ship demolition report 27/3/2012
Chittagong
Wan Da [PA] IMO 8010893 Bulk carrier built 1982 - 67,670 dwt
Gadani
CS Alpha [ KM] IMO 8404836 Bulk carrier built 1984 - 19,239 dwt
Wan Da [PA] IMO 8010893 Bulk carrier built 1982 - 67,670 dwt
Gadani
CS Alpha [ KM] IMO 8404836 Bulk carrier built 1984 - 19,239 dwt
Monday, 26 March 2012
Ship demolition report 26/3/2012
Alang
Nagoya Bay [PA] IMO 8217611 Reefer built 1983 - 12,181 dwt
Popi S [MT] IMO 8028644 Bulk carrier built 1982 - 64,916 dwt
Selatan Makmur [ID] IMO 8324309 Container vessel built 1984 - 6,797 dwt
Sun Queen 1 [BZ] IMO 8201492 Tanker built 1984 - 10,000 dwt
Valparaiso Star [LR] IMO 8713586 Reefer built 1989 - 9,867 dwt
Gadani
Faith N [PA] IMO 8618425 Vlcc tanker built 1990 - 260,783 dwt
Liliana Dimitrova [BG] IMO 8105246 Bulk carrier built 1981 - 38,135 dwt
Svilen Russev [BG] IMO 8218145 Bulk carrier built 1982 - 39,407 dwt
China
Merchant [BS] IMO 7516632 Cargo vessel built 1977 - 44,895 dwt
As is
MSC Sarawak [HK] IMO 8124917 Container ship built 1983 - 38,351 dwt
Nagoya Bay [PA] IMO 8217611 Reefer built 1983 - 12,181 dwt
Popi S [MT] IMO 8028644 Bulk carrier built 1982 - 64,916 dwt
Selatan Makmur [ID] IMO 8324309 Container vessel built 1984 - 6,797 dwt
Sun Queen 1 [BZ] IMO 8201492 Tanker built 1984 - 10,000 dwt
Valparaiso Star [LR] IMO 8713586 Reefer built 1989 - 9,867 dwt
Gadani
Faith N [PA] IMO 8618425 Vlcc tanker built 1990 - 260,783 dwt
Liliana Dimitrova [BG] IMO 8105246 Bulk carrier built 1981 - 38,135 dwt
Svilen Russev [BG] IMO 8218145 Bulk carrier built 1982 - 39,407 dwt
China
Merchant [BS] IMO 7516632 Cargo vessel built 1977 - 44,895 dwt
As is
MSC Sarawak [HK] IMO 8124917 Container ship built 1983 - 38,351 dwt
Saturday, 24 March 2012
De-flagging of ships to be outlawed
The European Commission has said that new rules proposed today (23 March) for tighter restrictions on how and where EU shipowners can dismantle their vessels will combat the practice of ‘de'flagging' – which owners are using to avoid current rules. Under the current waste-shipment regulation, EU-flagged ships cannot be exported for dismantling. But owners avoid this rule by switching ships' flags to a non-EU country before it is decommissioned. The new regulation would take ships out of the waste-shipment regulation and create new rules.
The new rules would make EU shipowners responsible for ensuring their ships are dismantled safely and environmentally soundly within 6 months after selling them or de-flagging them. If not, they could be fined by the Commission. The Commission will draw up a list of facilities considered ‘sustainable' under the proposal. A Commission official said that it would not be economically beneficial for shipowners to wait any longer than six months before dismantling.
“This proposal aims to ensure that our old ships are recycled in a way that respects the health of workers as well as the environment,” said Janez Potočnik, the European commissioner for the environment. “It is a clear signal to invest urgently in upgrading recycling facilities.”Pollution and health fears:
Currently, an estimated 80% of out-of-service ships are beached in India, Bangladesh and Pakistan for dismantling. When done improperly, ship recycling harms workers and pollutes the environment. The new rules largely implement global standards agreed by the International Maritime Organization (IMO) in 2009 in the Hong Kong Convention.
No country has yet ratified the convention, and there is no deadline for implementation, though the rules are expected to be in place within eight to ten years. The Commission wants to oblige member states to ratify the convention now. For EU carriers, owners of 40% of the world's ships, the rules would take effect in 2014.
Source: European Voice. By Dave Keating. 23 March 2012
The new rules would make EU shipowners responsible for ensuring their ships are dismantled safely and environmentally soundly within 6 months after selling them or de-flagging them. If not, they could be fined by the Commission. The Commission will draw up a list of facilities considered ‘sustainable' under the proposal. A Commission official said that it would not be economically beneficial for shipowners to wait any longer than six months before dismantling.
“This proposal aims to ensure that our old ships are recycled in a way that respects the health of workers as well as the environment,” said Janez Potočnik, the European commissioner for the environment. “It is a clear signal to invest urgently in upgrading recycling facilities.”Pollution and health fears:
Currently, an estimated 80% of out-of-service ships are beached in India, Bangladesh and Pakistan for dismantling. When done improperly, ship recycling harms workers and pollutes the environment. The new rules largely implement global standards agreed by the International Maritime Organization (IMO) in 2009 in the Hong Kong Convention.
No country has yet ratified the convention, and there is no deadline for implementation, though the rules are expected to be in place within eight to ten years. The Commission wants to oblige member states to ratify the convention now. For EU carriers, owners of 40% of the world's ships, the rules would take effect in 2014.
Source: European Voice. By Dave Keating. 23 March 2012
Exxon valdez sold to buyers of Caribou and Smallwood
An Indian company that bought the Canadian ferries Caribou and Smallwood has bought the notorious Exxon Valdez, the tanker involved in one of the worst oil spills in U.S. history, a company official said today.
Though Gaurav Mehta, an official at Best Oasis Ltd., declined to say what the company had planned for the Exxon Valdez, it seemed likely the infamous tanker was headed for the scrapyard.
Mehta said his company had recently bought the tanker, which has undergone five name changes since the 1989 oil spill and is now known as the “Oriental Nicety.” Hong Kong-based Best Oasis is a wholly owned subsidiary of Indian ship breaking firm Priya Blue Industries, based in the western state of Gujarat.
“I can confirm that Best Oasis has bought the tanker, but can give no details till we take delivery of it,” Mehta said.
On March 24, 1989, millions of gallons of crude oil spewed into Alaska's ecologically sensitive Prince William Sound when the Exxon Valdez dashed against rocks, coating the shoreline with petroleum sludge and killing nearly 40,000 birds. The spill caused incalculable environmental damage and demolished the fishing industry in the area.
Texas-based Exxon Mobil Corp., spent $900 million in restitution in a 1991 settlement and is battling more litigation from the spill.
The tanker, though, moved on, with its name and its ownership changing repeatedly in an apparent effort to keep the ship in use while distancing itself from the environmental tragedy that bears its name.
The Exxon Valdez was known at various times as the Exxon Mediterranean, SeaRiver Mediterranean, Dong Fang Ocean and, finally, the Oriental Nicety. In 2007, it was converted into an ore carrier. Three years later, it was involved in a collision in the South China Sea.
Mehta refused to reveal the price Best Oasis paid for the tanker. “I can't reveal any further information,” he said.
Best Oasis was set up in Hong Kong in 2010 for the “sole purpose of cash buying of vessels for recycling at Alang, India, Pakistan, Bangladesh and China,” the company website said.
India has one of the world's largest industries for breaking down old ships and oil tankers located in the coastal town of Alang, along the Gulf of Cambay in Gujarat.
Source: recyclingships.blogspot
Though Gaurav Mehta, an official at Best Oasis Ltd., declined to say what the company had planned for the Exxon Valdez, it seemed likely the infamous tanker was headed for the scrapyard.
Mehta said his company had recently bought the tanker, which has undergone five name changes since the 1989 oil spill and is now known as the “Oriental Nicety.” Hong Kong-based Best Oasis is a wholly owned subsidiary of Indian ship breaking firm Priya Blue Industries, based in the western state of Gujarat.
“I can confirm that Best Oasis has bought the tanker, but can give no details till we take delivery of it,” Mehta said.
On March 24, 1989, millions of gallons of crude oil spewed into Alaska's ecologically sensitive Prince William Sound when the Exxon Valdez dashed against rocks, coating the shoreline with petroleum sludge and killing nearly 40,000 birds. The spill caused incalculable environmental damage and demolished the fishing industry in the area.
Texas-based Exxon Mobil Corp., spent $900 million in restitution in a 1991 settlement and is battling more litigation from the spill.
The tanker, though, moved on, with its name and its ownership changing repeatedly in an apparent effort to keep the ship in use while distancing itself from the environmental tragedy that bears its name.
The Exxon Valdez was known at various times as the Exxon Mediterranean, SeaRiver Mediterranean, Dong Fang Ocean and, finally, the Oriental Nicety. In 2007, it was converted into an ore carrier. Three years later, it was involved in a collision in the South China Sea.
Mehta refused to reveal the price Best Oasis paid for the tanker. “I can't reveal any further information,” he said.
Best Oasis was set up in Hong Kong in 2010 for the “sole purpose of cash buying of vessels for recycling at Alang, India, Pakistan, Bangladesh and China,” the company website said.
India has one of the world's largest industries for breaking down old ships and oil tankers located in the coastal town of Alang, along the Gulf of Cambay in Gujarat.
Source: recyclingships.blogspot
Ship demolition report 24/3/2012
Aliaga
Daniella [KM] IMO 9014640 Cargo ship built 1990. - 8,890 dwt
Fisher K [DM] IMO 8014796 Bulk carrier built 1981 - 27,529 dwt
Alang
Tofton [GI] IMO 7410826 Cargo ship built 1980 - 14,883 dwt
Gadani
Glory 2 [KM] IMO 7825576 Bulk carrier built 1980. - 38,800 dwt
Chittagong
Hebei Loyalty [HK] IMO 8420062 Bulk carrier built at H/W Belfast 1987 - 172,810 dwt
Other
Malicia [PA] IMO 800066 Cargo vessel built 1980 - 6,920 dwt
Daniella [KM] IMO 9014640 Cargo ship built 1990. - 8,890 dwt
Fisher K [DM] IMO 8014796 Bulk carrier built 1981 - 27,529 dwt
Alang
Tofton [GI] IMO 7410826 Cargo ship built 1980 - 14,883 dwt
Gadani
Glory 2 [KM] IMO 7825576 Bulk carrier built 1980. - 38,800 dwt
Chittagong
Hebei Loyalty [HK] IMO 8420062 Bulk carrier built at H/W Belfast 1987 - 172,810 dwt
Other
Malicia [PA] IMO 800066 Cargo vessel built 1980 - 6,920 dwt
Friday, 23 March 2012
Ship demolition report 23/3/2012
Chittagong
SANTA CRUZ-II [PA] IMO 7423940 Cargo vessel built 1977 - 60,847 dwt
CURUG MAS [IND] IMO 8022640 Cargo vessel built 1982 - 8,544 dwt
Alang
Bayazit [PA] IMO 8201985 Cargo vessel built 1987 - 6,251 dwt
Mallak [PA] IMO 7389857 left alang a few weeks ago heading for Mumbai, seems now she is
Back on the scrapping list, destination unknown at this point. Her class was withdrawn on the
14/3/2012
SANTA CRUZ-II [PA] IMO 7423940 Cargo vessel built 1977 - 60,847 dwt
CURUG MAS [IND] IMO 8022640 Cargo vessel built 1982 - 8,544 dwt
Alang
Bayazit [PA] IMO 8201985 Cargo vessel built 1987 - 6,251 dwt
Mallak [PA] IMO 7389857 left alang a few weeks ago heading for Mumbai, seems now she is
Back on the scrapping list, destination unknown at this point. Her class was withdrawn on the
14/3/2012
Thursday, 22 March 2012
Ship demolition report 22/3/2012
China
Best Glory [PA] IMO 8005276 Bulk carrier built 1982 - 65,960 dwt
Alang
Ansera [PA] IMO 7632979 Bulk carrier built 1977 - 25,317 dwt
LNG Elba [IT] IMO 6928632 Gas carrier built 1970 - 25,235 dwt
King Feast [VC] IMO 7722126 Cargo vessel built 1979 - 22,337 dwt
Gadani
Amberjack [MH] IMO 8900086 Tanker built 1990 - 84,040 dwt
Unknown breaker, possibly in US
Westward Venture [US] IMO 7614915 Vehicle carrier built 1977 - 31,515 dwt
Other
Skymar [KH] IMO 8121197 Cargo vessel built 1982 - 3,768 gt
Turkish shipping, scrapped possibly Aliaga, dates unknown of breaking up.
Abit Beser [TK] IMO 7802483 Cargo vessel built 1979 - 1,598 gt
Anez [TK] IMO 8884531 Tanker built 1994 - 485 gt
Capella [SY] IMO 6619920 Cargo vessel built 1976 - 5,176 gt
Celfin [TK] IMO 8028333 Tanker built 1982 - 4,076 gt
Davut 1 [TK] IMO 6717095 Cargo vessel built 1967 - 1,580 gt
Iasos [TK] IMO 8508723 Bulk carrier built 1987 - 16,344 gt
Kaptan Naci Deval [TK] IMO 6800359 Cargo vessel built 1970 - 566 gt
Kiana [VC] IMO 7735032 Cargo vessel built 1977 - 6,030 gt
Liparit [TK] IMO 7527461 Bulk carrier built 1976 - 12,668 gt
Royal [TK] IMO 7906368 Cargo vessel built 1981 - 11,393 gt
Samsun [KI] IMO 7725788 Cargo vessel built 1978 - 2,567 gt
Villareal [TK] IMO 7713943 Cargo vessel built 1979 - 10,320 gt
Best Glory [PA] IMO 8005276 Bulk carrier built 1982 - 65,960 dwt
Alang
Ansera [PA] IMO 7632979 Bulk carrier built 1977 - 25,317 dwt
LNG Elba [IT] IMO 6928632 Gas carrier built 1970 - 25,235 dwt
King Feast [VC] IMO 7722126 Cargo vessel built 1979 - 22,337 dwt
Gadani
Amberjack [MH] IMO 8900086 Tanker built 1990 - 84,040 dwt
Unknown breaker, possibly in US
Westward Venture [US] IMO 7614915 Vehicle carrier built 1977 - 31,515 dwt
Other
Skymar [KH] IMO 8121197 Cargo vessel built 1982 - 3,768 gt
Turkish shipping, scrapped possibly Aliaga, dates unknown of breaking up.
Abit Beser [TK] IMO 7802483 Cargo vessel built 1979 - 1,598 gt
Anez [TK] IMO 8884531 Tanker built 1994 - 485 gt
Capella [SY] IMO 6619920 Cargo vessel built 1976 - 5,176 gt
Celfin [TK] IMO 8028333 Tanker built 1982 - 4,076 gt
Davut 1 [TK] IMO 6717095 Cargo vessel built 1967 - 1,580 gt
Iasos [TK] IMO 8508723 Bulk carrier built 1987 - 16,344 gt
Kaptan Naci Deval [TK] IMO 6800359 Cargo vessel built 1970 - 566 gt
Kiana [VC] IMO 7735032 Cargo vessel built 1977 - 6,030 gt
Liparit [TK] IMO 7527461 Bulk carrier built 1976 - 12,668 gt
Royal [TK] IMO 7906368 Cargo vessel built 1981 - 11,393 gt
Samsun [KI] IMO 7725788 Cargo vessel built 1978 - 2,567 gt
Villareal [TK] IMO 7713943 Cargo vessel built 1979 - 10,320 gt
Wednesday, 21 March 2012
Exxon Valdez sold for scrap
Tanker which caused the worst oil spill in the USA sold for scrap
The former "Exxon Valdez" has been sold for scrap 23 years after causing the worst tanker spill in U.S. history.
The now renammed "Oriental Nicety" was sold for about $16 million, Maryland-based Global Marketing Systems Inc., the world's biggest cash buyer of ships for demolition, reported on Mar 16, 2012.
The ship was converted into an ore carrier in 2007 and changed owners and names four times since 1989 when the spill dumped 11 million gallons of oil in Alaska's Prince William Sound. It's still the country's largest leak from a tanker, and it led to the U.S. requirement for ships to have two hulls. Exxon Mobil Corp., the largest U.S. oil company, still faces litigation from the spill. The Irving, Texas-based company spent three years and $3.86 billion to clean up the spill, which damaged 700 miles of coastline and killed more than 36,000 birds, according to the Environmental Protection Agency.
Exxon agreed in 2009 to pay $470 million in interest on a $507.5 million judgment won by local victims, including fishermen and small businesses, in addition to a $900 million civil settlement. Last month, a judge ruled that U.S. and Alaskan governments could pursue further damage claims.
The former "Exxon Valdez" has been sold for scrap 23 years after causing the worst tanker spill in U.S. history.
The now renammed "Oriental Nicety" was sold for about $16 million, Maryland-based Global Marketing Systems Inc., the world's biggest cash buyer of ships for demolition, reported on Mar 16, 2012.
The ship was converted into an ore carrier in 2007 and changed owners and names four times since 1989 when the spill dumped 11 million gallons of oil in Alaska's Prince William Sound. It's still the country's largest leak from a tanker, and it led to the U.S. requirement for ships to have two hulls. Exxon Mobil Corp., the largest U.S. oil company, still faces litigation from the spill. The Irving, Texas-based company spent three years and $3.86 billion to clean up the spill, which damaged 700 miles of coastline and killed more than 36,000 birds, according to the Environmental Protection Agency.
Exxon agreed in 2009 to pay $470 million in interest on a $507.5 million judgment won by local victims, including fishermen and small businesses, in addition to a $900 million civil settlement. Last month, a judge ruled that U.S. and Alaskan governments could pursue further damage claims.
Ship demolition report 21/3/2012
Alang
MSC Leila [PA] IMO 8520408 Container vessel built 1987 -16,804 dwt
MSC Leila [PA] IMO 8520408 Container vessel built 1987 -16,804 dwt
Tuesday, 20 March 2012
Ploomers visit to Chittagong
An interesting article which I recommend you read, I no holes barred visit to the ship breaking
yards of Chittagong, complete with some interesting photographs.
Click on the link below to read the article.
Chittagong ship breaking yards
yards of Chittagong, complete with some interesting photographs.
Click on the link below to read the article.
Chittagong ship breaking yards
Monday, 19 March 2012
Ship demolition report 20/3/2012
China
SEA STAR 7 [CN] IMO 7932549 Bulk carrier built built 1984 - 71,229 dwt
SEA STAR 8 [PA] IMO 8103951 Bulk carrier built 1982 - 64,714 dwt
Alang
JIA YANG 1 [PA] IMO 8104151 Bulk carrier built 1984 - 66,865 dwt
Cast De Montalban [BZ] IMO 7526596 Bulk carrier built 1982 - 75,594 dwt
ORIENTAL NICETY [PA] IMO 8414520 Tanker built 1986 - 213,855 dwt
Alexi 1 [KN] IMO 7525565 Cargo vessel built 1977 - 19,776 dwt
Chittagong
ARABIAN VENTURE [PA] IMO 7822378 Bulk carrier built 1980 - 31,850 dwt
Taiglad [PA] IMO 8208513 Bulk carrier built 1983 - 64,745 dwt
Gadani
Trus 1 [KM] IMO 8322038 Crude oil tanker built 1986 - 105,896 dwt
Aliaga
Grandiosa [PA] IMO 8508735 Bulk carrier built 1986 - 42,596 dwt
Other [as is Singapore]
ACX HIBISCUS [PA] iMO 9159141 Container vessel built 1997 - 24,581 dwt
SEA STAR 7 [CN] IMO 7932549 Bulk carrier built built 1984 - 71,229 dwt
SEA STAR 8 [PA] IMO 8103951 Bulk carrier built 1982 - 64,714 dwt
Alang
JIA YANG 1 [PA] IMO 8104151 Bulk carrier built 1984 - 66,865 dwt
Cast De Montalban [BZ] IMO 7526596 Bulk carrier built 1982 - 75,594 dwt
ORIENTAL NICETY [PA] IMO 8414520 Tanker built 1986 - 213,855 dwt
Alexi 1 [KN] IMO 7525565 Cargo vessel built 1977 - 19,776 dwt
Chittagong
ARABIAN VENTURE [PA] IMO 7822378 Bulk carrier built 1980 - 31,850 dwt
Taiglad [PA] IMO 8208513 Bulk carrier built 1983 - 64,745 dwt
Gadani
Trus 1 [KM] IMO 8322038 Crude oil tanker built 1986 - 105,896 dwt
Aliaga
Grandiosa [PA] IMO 8508735 Bulk carrier built 1986 - 42,596 dwt
Other [as is Singapore]
ACX HIBISCUS [PA] iMO 9159141 Container vessel built 1997 - 24,581 dwt
Ship demolition report 19/3/2012
Alang
Ra Nam [KP] IMO 7433268 Cargo vessel built 1982 - 14,806 dwt
Sabarimala [IN] IMO 851245 chemical tanker built 1992 - 33,056 dwt
China
Ever Gather [LR] IMO 8200113 Container vessel built 1984 - 43,402 dwt
Aliaga
Koviya [SL] IMO 8131506 Cargo vessel built 1981 - 2,102 dwt
Lady Nursen [VC] IMO 7392919 Cargo vessel built 1975 - 3,020 dwt
Gadani
Nelson [KM] IMO 8917558 Reefer built 1993 - 11,830 dwt
Ra Nam [KP] IMO 7433268 Cargo vessel built 1982 - 14,806 dwt
Sabarimala [IN] IMO 851245 chemical tanker built 1992 - 33,056 dwt
China
Ever Gather [LR] IMO 8200113 Container vessel built 1984 - 43,402 dwt
Aliaga
Koviya [SL] IMO 8131506 Cargo vessel built 1981 - 2,102 dwt
Lady Nursen [VC] IMO 7392919 Cargo vessel built 1975 - 3,020 dwt
Gadani
Nelson [KM] IMO 8917558 Reefer built 1993 - 11,830 dwt
Saturday, 17 March 2012
Ship demolition report 17/3/2012
Alang
Navajo Spirit [TV] IMO 8613803 Tanker built 1990 - 114,785 dwt
Dover Castle [PA] IMO 8010685 Cargo vessel built 1982 - 41,800 dwt
Napier Star [BM] IMO 9038933 Reefer built 1994 - 11,882 dwt
Navajo Spirit [TV] IMO 8613803 Tanker built 1990 - 114,785 dwt
Dover Castle [PA] IMO 8010685 Cargo vessel built 1982 - 41,800 dwt
Napier Star [BM] IMO 9038933 Reefer built 1994 - 11,882 dwt
Wednesday, 14 March 2012
Alang photos
Alang does not usually welcome guests to take pictures at the ship breaking yards.
Peter Knego, a frequent visited to Alang, has recently published pictures of the following
passenger vessels
CARIBO and SMALLWOOD
SEAFRANCE CEZANNE
PRIDE OF TELEMARK
ISLAND ADVENTURE
PHILIPPINE
Click here to go to MidshipCentury
Peter Knego, a frequent visited to Alang, has recently published pictures of the following
passenger vessels
CARIBO and SMALLWOOD
SEAFRANCE CEZANNE
PRIDE OF TELEMARK
ISLAND ADVENTURE
PHILIPPINE
Click here to go to MidshipCentury
Tuesday, 13 March 2012
Ship demolition report 13/3/2012
Alang
Andros Warrior [PA] IMO 8512839 Bulk carrier 1986 - 179,931 dwt
Cape Race [LR] IMO 9005417 Container vessel 1993 - 35,071 dwt
Maregas [PA] IMO 8222214 LPG tanker 1983 - 7,656 dwt
Mohawk Princess [PH] IMO 8005599 Bulk carrier 1982 - 40,947 dwt
Theraps [LR] IMO 9007518 Container vessel 1992 - 20,140 dwt
Murshidabad [IN] IMO 8409769 Bulk carrier built 1987 - 47,311 dwt
Galfar 01 [KM] IMO 7627247 bulk carrier built 1977 - 26,893 dwt
Siam Opal [BS] IMO 8509430 bulk carrier built 1985 - 32,772 dwt
Island singapura [PA] IMO 8412766 bulk carrier built 1986 - 39,630 dwt
Vivadia [SK] IMO 8209078 Reefer built 1983 - 6,325 dwt
Elizabeth [LR] IMO 9070656 Container vessel built 1994 - 29,930 dwt [renamed ELIS [KN] ]
Gadani
Smooth Hound [MH] IMO 8715522 Tanker built 1989 - 84,040 dwt
Maheshwari [PA] IMO 8026153 Cargo vessel built 1986 - 26,728 dwt
Chittagong
TRUST INTEGRITY [PA] IMO 9002233 OBO vessel built 1992 - 96,027 dwt
China
Eastern Carrier [KR] IMO 8624010 Bulk carrier built 1985 - 16,323 dwt
Northgate [LR] IMO 8321981 Bulk carrier built 1984 - 179,422 dwt
Aramis [PA] IMO 8217013 Container vessel built 1984 - 43,198 dwt
Other [as is]
Georgete K [GR] IMO 8309220 Bulk carrier built 1984 - 34,607 dwt
Tara Kaptanoglu [TR] IMO 7389895 Bulk carrier built 1982 - 18,298 dwt
Andros Warrior [PA] IMO 8512839 Bulk carrier 1986 - 179,931 dwt
Cape Race [LR] IMO 9005417 Container vessel 1993 - 35,071 dwt
Maregas [PA] IMO 8222214 LPG tanker 1983 - 7,656 dwt
Mohawk Princess [PH] IMO 8005599 Bulk carrier 1982 - 40,947 dwt
Theraps [LR] IMO 9007518 Container vessel 1992 - 20,140 dwt
Murshidabad [IN] IMO 8409769 Bulk carrier built 1987 - 47,311 dwt
Galfar 01 [KM] IMO 7627247 bulk carrier built 1977 - 26,893 dwt
Siam Opal [BS] IMO 8509430 bulk carrier built 1985 - 32,772 dwt
Island singapura [PA] IMO 8412766 bulk carrier built 1986 - 39,630 dwt
Vivadia [SK] IMO 8209078 Reefer built 1983 - 6,325 dwt
Elizabeth [LR] IMO 9070656 Container vessel built 1994 - 29,930 dwt [renamed ELIS [KN] ]
Gadani
Smooth Hound [MH] IMO 8715522 Tanker built 1989 - 84,040 dwt
Maheshwari [PA] IMO 8026153 Cargo vessel built 1986 - 26,728 dwt
Chittagong
TRUST INTEGRITY [PA] IMO 9002233 OBO vessel built 1992 - 96,027 dwt
China
Eastern Carrier [KR] IMO 8624010 Bulk carrier built 1985 - 16,323 dwt
Northgate [LR] IMO 8321981 Bulk carrier built 1984 - 179,422 dwt
Aramis [PA] IMO 8217013 Container vessel built 1984 - 43,198 dwt
Other [as is]
Georgete K [GR] IMO 8309220 Bulk carrier built 1984 - 34,607 dwt
Tara Kaptanoglu [TR] IMO 7389895 Bulk carrier built 1982 - 18,298 dwt
Sunday, 11 March 2012
Ship demolition report 11/3/2012
Alang
APL Ruby [KN] IMO 8710704 Container ship built 1988 - 51,437 dwt
China
STAR DERBY [NO] IMO 770014 Cargo vessel built 1979 - 27,904 dwt
APL Ruby [KN] IMO 8710704 Container ship built 1988 - 51,437 dwt
China
STAR DERBY [NO] IMO 770014 Cargo vessel built 1979 - 27,904 dwt
Thursday, 8 March 2012
Where ships go to die
Gaddani, Pakistan - Mehdi Hassan was clinging to a greasy rope, toiling high inside the hull of an oil tanker, when he became another victim of lax safety standards at Pakistan's Gaddani ship breaking yard.
He suddenly slipped and fell to the floor in the dark. Unable to move all night with broken bones, and with no one around to help, he choked to death on toxic fumes.
“A steel section was cut out from the ship and when it fell into the sea, light came into the hull and we saw Mehdi's body. His face was bloated, purple and green,” said Mohammad Saleem, one of the workers who found Hassan.
“The next morning we had to work as if nothing had happened. We are treated like dogs and the owners don't care if we die.”
Pakistan is full of dangers, with tens of thousands of victims of suicide bombings, sectarian violence and ethnic bloodshed which make big headlines across the world.
There is another less dramatic, but dark, side of the South Asian nation that rarely captures attention - the large number of impoverished people forced to endure horrible conditions at work to survive.
Labourers stand on a makeshift cable carriage which transports them onto a ship to separate it into scrap metal at Gaddani ship breaking yard.
Fifteen thousand of them risk their lives every day, tearing down ships at Gaddani beach on the Arabian Sea coast, a 10 km-long death trap. They earn as little as $4 a day.
Any second a giant steel plate can fall and crush dozens of people at a time. High tension cables often snap and decapitate. Deadly chemicals can slowly kill workers. Dozens died last year disembowelling vessels at an astonishing pace at the ship breaking yard, one of the biggest in the world.
All kinds of ageing vessels - from Japanese ore carriers to Italian passenger ferries - are run ashore for scrapping.
A global downturn in shipping means more vessels are expected to land here, increasing the chances of fatal accidents. Activists worry the boom will encourage further disregard of safety and environmental guidelines.
“Ship breaking companies make a lot of money but don't do anything to help or protect the workers that make it possible for them to earn so much,” said Nasir Mansoor, a representative of the National Trade Union Federation of Pakistan.
“Millions of dollars, and yet there is no pressure on them to even provide clean drinking water and helmets to their workers. This is a national shame". Safety and environment regulations exist in Pakistan. Ship-breaking companies are supposed to provide protective equipment like helmets and gloves, and arrange for the safe handling of toxic materials. But they are seldom enforced.
The cash-strapped government is unlikely to clamp down hard on Gaddani because it is a rare economic success story in a country where many industries are crippled by power cuts, a lack of foreign investment and security threats from militants.
Salvaging almost a million tons of steel a year, Gaddani is the third-largest ship breaking yard in the world. Metal from the yard is sold to mills across Pakistan, meeting about 70 percent of the country's steel requirement in 2011.
Profits for ship breakers vary with fluctuating steel prices, but Pakistani tax officials estimated ship breaking companies' average revenue per vessel at over $4.5 million in the 2011/12 financial year. “We do what we can. We are trying to provide better safety and health facilities to workers at Gaddani but we also have to look at our budget,” said Nur Kibzai, a labour official.
Another official, who requested anonymity because he was not authorised to speak to the media, said the scale of the ship breaking industry also prevents the government from taking stronger action. “We need to be careful with how we approach enforcement for an industry like this because we need to promote it for two reasons; it brings in substantial revenue and it employs thousands,” the official said .
Historically, ships were broken down at home bases where they were built, before high costs and safety and environmental laws drove the business to less strict developing countries.
Each year around 800 ships are sent to breaking yards, with about 80 percent ending up on South Asian maritime graveyards like Gaddani, according to Shipbreaking Platform, a non-governmental coalition of human rights organisations.
Workers in torn overalls that easily catch fire risk their lives just walking through the yard - an apocalyptic mix of rusty machinery, jagged-edged steel and giant ship engines on the oil-stained shore.
Apprentice Abdul Rab, 20, is still haunted by the whipping sound he heard just before a cable sliced a co-worker in half.
“It was so quick that he didn't even get a chance to scream,” he said.
Today, ship breaking companies in Pakistan, India and Bangladesh - the industry leaders - are vying for more vessels as intense competition between them drives wages even lower. Labourers at Gaddani who used to make $6 a day are now putting in the same hours for $4, a tough drop in the face of rising costs in Pakistan, especially for basic items like food.
A shortage of jobs in Pakistan means young men like Zardad Khan, 18, will keep flocking to Gaddani, knowing they could die on the job.
“This isn't work for human beings,” Khan said, standing on top of the carcass of a South Korean grain ship.
When falling objects don't kill workers, dangerous chemicals like mercury and lead do.
The European Commission estimates that 40 000 to 1.3 million tons of toxic materials on derelict ships are exported each year to South Asia from Europe alone.
Chemicals leak from the ships, staining the sea water and sand around the work space. Scores of workers suffer from skin and respiratory diseases as a result. “When I am inside the ship using the cutter, often the smoke from chemicals makes me cough and I can't breathe,” said Daud Khan, 16, his arms scarred by burns. “Many nights, I stay up coughing and there is blood.”
Rizwan Farooqi, chairman of the Pakistan Ship Breakers Association, acknowledged the dangers. But he says it's up to the government to improve safety standards.
“Safety is an issue, and it is something we are trying to improve. But it is mainly the government's task to ensure this,” he said.
“The authorities still haven't set up proper electricity or water infrastructure. We have to do that ourselves .”
With no one willing to take responsibility, workers who earn can only afford to buy old, faulty gear that offers no protection against catastrophes like one in November.
Three labourers cutting sections of a ship's fuel tank were burned alive when vapour exploded.
“We ran towards the explosion but we knew they were dead even before we got there,” said worker Allah Ditta.
“When the fire was finally put out, there was nothing left of them.”
News source: Reuters
He suddenly slipped and fell to the floor in the dark. Unable to move all night with broken bones, and with no one around to help, he choked to death on toxic fumes.
“A steel section was cut out from the ship and when it fell into the sea, light came into the hull and we saw Mehdi's body. His face was bloated, purple and green,” said Mohammad Saleem, one of the workers who found Hassan.
“The next morning we had to work as if nothing had happened. We are treated like dogs and the owners don't care if we die.”
Pakistan is full of dangers, with tens of thousands of victims of suicide bombings, sectarian violence and ethnic bloodshed which make big headlines across the world.
There is another less dramatic, but dark, side of the South Asian nation that rarely captures attention - the large number of impoverished people forced to endure horrible conditions at work to survive.
Labourers stand on a makeshift cable carriage which transports them onto a ship to separate it into scrap metal at Gaddani ship breaking yard.
Fifteen thousand of them risk their lives every day, tearing down ships at Gaddani beach on the Arabian Sea coast, a 10 km-long death trap. They earn as little as $4 a day.
Any second a giant steel plate can fall and crush dozens of people at a time. High tension cables often snap and decapitate. Deadly chemicals can slowly kill workers. Dozens died last year disembowelling vessels at an astonishing pace at the ship breaking yard, one of the biggest in the world.
All kinds of ageing vessels - from Japanese ore carriers to Italian passenger ferries - are run ashore for scrapping.
A global downturn in shipping means more vessels are expected to land here, increasing the chances of fatal accidents. Activists worry the boom will encourage further disregard of safety and environmental guidelines.
“Ship breaking companies make a lot of money but don't do anything to help or protect the workers that make it possible for them to earn so much,” said Nasir Mansoor, a representative of the National Trade Union Federation of Pakistan.
“Millions of dollars, and yet there is no pressure on them to even provide clean drinking water and helmets to their workers. This is a national shame". Safety and environment regulations exist in Pakistan. Ship-breaking companies are supposed to provide protective equipment like helmets and gloves, and arrange for the safe handling of toxic materials. But they are seldom enforced.
The cash-strapped government is unlikely to clamp down hard on Gaddani because it is a rare economic success story in a country where many industries are crippled by power cuts, a lack of foreign investment and security threats from militants.
Salvaging almost a million tons of steel a year, Gaddani is the third-largest ship breaking yard in the world. Metal from the yard is sold to mills across Pakistan, meeting about 70 percent of the country's steel requirement in 2011.
Profits for ship breakers vary with fluctuating steel prices, but Pakistani tax officials estimated ship breaking companies' average revenue per vessel at over $4.5 million in the 2011/12 financial year. “We do what we can. We are trying to provide better safety and health facilities to workers at Gaddani but we also have to look at our budget,” said Nur Kibzai, a labour official.
Another official, who requested anonymity because he was not authorised to speak to the media, said the scale of the ship breaking industry also prevents the government from taking stronger action. “We need to be careful with how we approach enforcement for an industry like this because we need to promote it for two reasons; it brings in substantial revenue and it employs thousands,” the official said .
Historically, ships were broken down at home bases where they were built, before high costs and safety and environmental laws drove the business to less strict developing countries.
Each year around 800 ships are sent to breaking yards, with about 80 percent ending up on South Asian maritime graveyards like Gaddani, according to Shipbreaking Platform, a non-governmental coalition of human rights organisations.
Workers in torn overalls that easily catch fire risk their lives just walking through the yard - an apocalyptic mix of rusty machinery, jagged-edged steel and giant ship engines on the oil-stained shore.
Apprentice Abdul Rab, 20, is still haunted by the whipping sound he heard just before a cable sliced a co-worker in half.
“It was so quick that he didn't even get a chance to scream,” he said.
Today, ship breaking companies in Pakistan, India and Bangladesh - the industry leaders - are vying for more vessels as intense competition between them drives wages even lower. Labourers at Gaddani who used to make $6 a day are now putting in the same hours for $4, a tough drop in the face of rising costs in Pakistan, especially for basic items like food.
A shortage of jobs in Pakistan means young men like Zardad Khan, 18, will keep flocking to Gaddani, knowing they could die on the job.
“This isn't work for human beings,” Khan said, standing on top of the carcass of a South Korean grain ship.
When falling objects don't kill workers, dangerous chemicals like mercury and lead do.
The European Commission estimates that 40 000 to 1.3 million tons of toxic materials on derelict ships are exported each year to South Asia from Europe alone.
Chemicals leak from the ships, staining the sea water and sand around the work space. Scores of workers suffer from skin and respiratory diseases as a result. “When I am inside the ship using the cutter, often the smoke from chemicals makes me cough and I can't breathe,” said Daud Khan, 16, his arms scarred by burns. “Many nights, I stay up coughing and there is blood.”
Rizwan Farooqi, chairman of the Pakistan Ship Breakers Association, acknowledged the dangers. But he says it's up to the government to improve safety standards.
“Safety is an issue, and it is something we are trying to improve. But it is mainly the government's task to ensure this,” he said.
“The authorities still haven't set up proper electricity or water infrastructure. We have to do that ourselves .”
With no one willing to take responsibility, workers who earn can only afford to buy old, faulty gear that offers no protection against catastrophes like one in November.
Three labourers cutting sections of a ship's fuel tank were burned alive when vapour exploded.
“We ran towards the explosion but we knew they were dead even before we got there,” said worker Allah Ditta.
“When the fire was finally put out, there was nothing left of them.”
News source: Reuters
GMS demolition prices week 09 2012
GMS demolition prices for week 09 - 2012 are as follows
India---------------Weak----General cargo prices----USD470/lt ldt----Tanker prices---USD 500/lt ldt
Pakistan----------Weak----General cargo prices----USD465/lt ldt----Tanker prices---USD 495/lt ldt
Bangladesh------Weak----General cargo prices----USD450/lt ldt----Tanker prices---USD 480/lt ldt
China--------------Bullish---General cargo prices----USD415/lt ldt----Tanker prices---USD 435/lt ldt
The Korean owned chemical tanker SEAHAN BAYSTAR (3,042 LDT) went for a huge 702/LT LDT
with 291 T of solid stainless steel on board (the value item as opposed to cladded stainless steel).
Following the sale of the MA7 KOTA ABADI late last year, PIL of Singapore continued their clear out
of older tonnage this week with the sale of tlie KOTA MACHAN (4,660 LDT) for a firm USD 485/LT LDT.
Finally, after the first deal had failed to overly bullish cash buyers, the SHAO SHAN 1 (with spare propeller)
was resold for an incredible L'SD 490/LT LDT the decent size and spares would have been responsible
for the high (yet questionable) price on show.
The seemingly never-ending supply of vessels wall presumably force the market further down in the coming
weeks despite the fact that the steel price remains firm and the currency is showing some signs of stabilizing.
India---------------Weak----General cargo prices----USD470/lt ldt----Tanker prices---USD 500/lt ldt
Pakistan----------Weak----General cargo prices----USD465/lt ldt----Tanker prices---USD 495/lt ldt
Bangladesh------Weak----General cargo prices----USD450/lt ldt----Tanker prices---USD 480/lt ldt
China--------------Bullish---General cargo prices----USD415/lt ldt----Tanker prices---USD 435/lt ldt
The Korean owned chemical tanker SEAHAN BAYSTAR (3,042 LDT) went for a huge 702/LT LDT
with 291 T of solid stainless steel on board (the value item as opposed to cladded stainless steel).
Following the sale of the MA7 KOTA ABADI late last year, PIL of Singapore continued their clear out
of older tonnage this week with the sale of tlie KOTA MACHAN (4,660 LDT) for a firm USD 485/LT LDT.
Finally, after the first deal had failed to overly bullish cash buyers, the SHAO SHAN 1 (with spare propeller)
was resold for an incredible L'SD 490/LT LDT the decent size and spares would have been responsible
for the high (yet questionable) price on show.
The seemingly never-ending supply of vessels wall presumably force the market further down in the coming
weeks despite the fact that the steel price remains firm and the currency is showing some signs of stabilizing.
Ship demolition report 8/3/2012
Gadani
Front Alpha [MH] IMO 891472 Oil tanker built 1992 - 150,000 dwt
Alang
Kota Lynx [SG] IMO 8709729 Container ship built 1988 - 14,071 dwt
China
Ping An Hai [CN] IMO 8414893 Asphalt tanker built 1986 - 4,846 dwt
Aliaga
Bittar Express [MD] IMO 8913710 Cargo vessel built 1993 - 6,886 dwt
Other [as is Singapore] due alang 26/3/2012
HAI FOUNTAIN [PA] IMO 7928067 Bulk carrier built at Goven UK in 1981 - 26,354 dwt
Also
Vinga [TG] IMO 7113167 and Tinto [TG] IMO 7608710 were reported to be broken up in Denmark,
the two cargo vessels have been sold and now operate in South America, both flying the Togo flag.
Front Alpha [MH] IMO 891472 Oil tanker built 1992 - 150,000 dwt
Alang
Kota Lynx [SG] IMO 8709729 Container ship built 1988 - 14,071 dwt
China
Ping An Hai [CN] IMO 8414893 Asphalt tanker built 1986 - 4,846 dwt
Aliaga
Bittar Express [MD] IMO 8913710 Cargo vessel built 1993 - 6,886 dwt
Other [as is Singapore] due alang 26/3/2012
HAI FOUNTAIN [PA] IMO 7928067 Bulk carrier built at Goven UK in 1981 - 26,354 dwt
Also
Vinga [TG] IMO 7113167 and Tinto [TG] IMO 7608710 were reported to be broken up in Denmark,
the two cargo vessels have been sold and now operate in South America, both flying the Togo flag.
Wednesday, 7 March 2012
The Love Boat goes to the breakers
The famous cruise ship Pacific Princess IMO 7018563, which was the backdrop for 1970s and 80s television
program "Love Boat" is to be sent to the breakers.
The 376 metre vessel, renamed Princess in 2002, was sold to Turkish demolition company
Cemsan, Italian newspaper has reported.
The sale of the Princess came after its owner failed to pay an Italian company six million euros
for asbestos removal and refurbishment, and also the cruise ship had been the centre of a law suite
for fraud in a US court.
The "Love Boat" was shown on American television in the 1970's and early 80's.
About the ship:
The Pacific cruise ship was built in 1971 by the North Rhine steel plants in Emden as the "Sea Venture" for
Flagship Cruises. Between 1975 and 2002, she went to Princess Cruises as the "Pacific Princess" where it
acquired fame as the setting for the TV series Love Boat.
The launching of the ship took place on 9th May 1970, built for Norwegian Cruise Ships - 14 May 1971
the ship was handed over to Flagship Cruises and renamed "Sea Venture" and used for cruises between
the U.S. and Bermuda.
The name of the ship goes back to the English sailing ship Sea Venture, which ran aground off Bermuda and
its survivors populated the island. In April 1975 the ship was sold along with its sister ship to Princess Cruises Iceland venture.
The two pacific cruise vessels were renamed Pacific Princess and Island Princess. The Pacific Princess was sold in 2001 by
Abbey National Leasing (Princess Cruises), but still charted by the end of 2002.
At the end of 2002 the ship went to a Spanish cruise line and renamed Pacific. In 2003 was the ship
Was once again "Pacific Princess".
program "Love Boat" is to be sent to the breakers.
The 376 metre vessel, renamed Princess in 2002, was sold to Turkish demolition company
Cemsan, Italian newspaper has reported.
The sale of the Princess came after its owner failed to pay an Italian company six million euros
for asbestos removal and refurbishment, and also the cruise ship had been the centre of a law suite
for fraud in a US court.
The "Love Boat" was shown on American television in the 1970's and early 80's.
About the ship:
The Pacific cruise ship was built in 1971 by the North Rhine steel plants in Emden as the "Sea Venture" for
Flagship Cruises. Between 1975 and 2002, she went to Princess Cruises as the "Pacific Princess" where it
acquired fame as the setting for the TV series Love Boat.
The launching of the ship took place on 9th May 1970, built for Norwegian Cruise Ships - 14 May 1971
the ship was handed over to Flagship Cruises and renamed "Sea Venture" and used for cruises between
the U.S. and Bermuda.
The name of the ship goes back to the English sailing ship Sea Venture, which ran aground off Bermuda and
its survivors populated the island. In April 1975 the ship was sold along with its sister ship to Princess Cruises Iceland venture.
The two pacific cruise vessels were renamed Pacific Princess and Island Princess. The Pacific Princess was sold in 2001 by
Abbey National Leasing (Princess Cruises), but still charted by the end of 2002.
At the end of 2002 the ship went to a Spanish cruise line and renamed Pacific. In 2003 was the ship
Was once again "Pacific Princess".
Ship demolition report 7/3/2012
Gadani
YU [TW] IMO 8617122 Chemical tanker built 1988 - 104,861 dwt
Alang
Theresa Leopard [TV] IMO 8310657 Oil/chemical tanker built 1985 - 46,100 dwt
MSC Oslo [PA] IMO 8618451 Container vessel built 1989 - 33,310 dwt
YU [TW] IMO 8617122 Chemical tanker built 1988 - 104,861 dwt
Alang
Theresa Leopard [TV] IMO 8310657 Oil/chemical tanker built 1985 - 46,100 dwt
MSC Oslo [PA] IMO 8618451 Container vessel built 1989 - 33,310 dwt
Tuesday, 6 March 2012
Alang under strain
With 55 vessels having arrived in Alang, West Coast India during the month of February alone, the statistics paint the clearest picture yet, of an industry under strain from the volume of available vessels.
With end buyers able to choose from a huge array of units, invariably they will pick the best priced vessels with the most suitable specs, something that is leaving a huge number of unsold vessels in the market without an end buyer in place.
Cash buyer inventories may be growing by the day, but unless there is an end buyer lined up these days, it is becoming an increasingly risky business. Indeed, far from being the boom market of the past few years, it has become a very dangerous arena to operate in, with losses just as easily made as the small competitive margins that are often scrapped over tooth and nail.
Whilst the supply persists, foolhardy buyers still pull the trigger, perhaps hoping to ease previous losses by acquiring anew. Yet the strain on the market is there for all to see. It is groaning and creaking under the weight of the available tonnage, almost doomed to the inevitable collapse that may well be lurking just around the corner.
The current supply, demand balance is quite simply unsustainable and mere will need to be some let up in market candidates to see some sort of return to form across the board. Yet, whilst charter markets continue to lurch from crisis to crisis and as rates plummet to new depths, many owners are faced with NO other option but to scrap and for this reason, the pressure to find solutions in the demo markets continues to pile on.
Source: GMS demo
With end buyers able to choose from a huge array of units, invariably they will pick the best priced vessels with the most suitable specs, something that is leaving a huge number of unsold vessels in the market without an end buyer in place.
Cash buyer inventories may be growing by the day, but unless there is an end buyer lined up these days, it is becoming an increasingly risky business. Indeed, far from being the boom market of the past few years, it has become a very dangerous arena to operate in, with losses just as easily made as the small competitive margins that are often scrapped over tooth and nail.
Whilst the supply persists, foolhardy buyers still pull the trigger, perhaps hoping to ease previous losses by acquiring anew. Yet the strain on the market is there for all to see. It is groaning and creaking under the weight of the available tonnage, almost doomed to the inevitable collapse that may well be lurking just around the corner.
The current supply, demand balance is quite simply unsustainable and mere will need to be some let up in market candidates to see some sort of return to form across the board. Yet, whilst charter markets continue to lurch from crisis to crisis and as rates plummet to new depths, many owners are faced with NO other option but to scrap and for this reason, the pressure to find solutions in the demo markets continues to pile on.
Source: GMS demo
Record ship breaking in Bhavnagar
Bhavnagar district’s Alang Sosia ship-breaking yard, the month of February has been the most fruitful
with highest number of ships arriving for demolition.
Average annual arrival of ships at Alang remains at around 300. The number of ships arrived in 1998/99 were
in the region of 361.
This record has been broken this year with the 362nd ship arriving In the first 25 days of February 2012, the ship
breaking yard has seen the arrival of 45 ships compared with the following months.
April 2011 – 20
May 2011 – 40
June 2011 – 34
July 2011 - 31
August 2011 – 33
September 2011 – 31
October 2011 – 28
November 2011 -37
December 2011 -36
January 2012 – 30
February 2012 – 45 ships arrived.
with highest number of ships arriving for demolition.
Average annual arrival of ships at Alang remains at around 300. The number of ships arrived in 1998/99 were
in the region of 361.
This record has been broken this year with the 362nd ship arriving In the first 25 days of February 2012, the ship
breaking yard has seen the arrival of 45 ships compared with the following months.
April 2011 – 20
May 2011 – 40
June 2011 – 34
July 2011 - 31
August 2011 – 33
September 2011 – 31
October 2011 – 28
November 2011 -37
December 2011 -36
January 2012 – 30
February 2012 – 45 ships arrived.
Monday, 5 March 2012
Ship demolition report 6/3/2012
China
VSP Ruby [PA] IMO 8125820 Bulk carrier built 1984 - 68,676 dwt
Aspen Arrow [BS] IMO 8307935 Bulk carrier built 1985 - 28,930 dwt
Uchur [RU] IMO 7612034 Cargo vessel built 1977 - 6,516 dwt
Alang
Kota Machan [SG] IMO 8709729 Container vessel built 1988 - 14,071 dwt
Saehan Baystar [KR] IMO 8516653 Chemical tanker built 1985 - 5,609 gt
Shao Shan 1 [HK] IMO 8401767 Bulk carrier built 1984 - 37,180 dwt
Jonathan P [PA] IMO 8901389 Container ship built 1991 - 33,668 dwt
Lemeshev [VG] IMO 8222587 Bulk carrier built 1983 - 25,865 dwt
Aliaga
Hunter [MT] IMO 8014239 Cargo vessel built 1981 - 16,890 dwt
Jonsen [UK] IMO 7530846 Cargo vessel built 1977 - 2,210 dwt ex Jonrix
VSP Ruby [PA] IMO 8125820 Bulk carrier built 1984 - 68,676 dwt
Aspen Arrow [BS] IMO 8307935 Bulk carrier built 1985 - 28,930 dwt
Uchur [RU] IMO 7612034 Cargo vessel built 1977 - 6,516 dwt
Alang
Kota Machan [SG] IMO 8709729 Container vessel built 1988 - 14,071 dwt
Saehan Baystar [KR] IMO 8516653 Chemical tanker built 1985 - 5,609 gt
Shao Shan 1 [HK] IMO 8401767 Bulk carrier built 1984 - 37,180 dwt
Jonathan P [PA] IMO 8901389 Container ship built 1991 - 33,668 dwt
Lemeshev [VG] IMO 8222587 Bulk carrier built 1983 - 25,865 dwt
Aliaga
Hunter [MT] IMO 8014239 Cargo vessel built 1981 - 16,890 dwt
Jonsen [UK] IMO 7530846 Cargo vessel built 1977 - 2,210 dwt ex Jonrix
Sunday, 4 March 2012
Ship demolition report 4/3/2012
Aliaga
Storman Asia [PT] IMO 7533721 Heavey lift ship built 1976 - 2,480 dwt
Zehra II [TG] IMO 7337311 Cargo vessel built 1973 - 4,100 dwt
Rodanthi [GR] IMO 7353078 passenger ferry built 1974 - 1,930 dwt
Alang
MSC Maria [PA] IMO 8201703 Container vessel built 1983 - 21,370 dwt
Deepsea Matdrill [LR] IMO 8755053 Drill ship built 1981 - 5,131 t
Ceren Urkmez [MH] IMO 8501139 Cargo vessel built 1985 - 16,673 dwt
Valparaiso Star [LR] IMO 8713586 Cargo vessel built 1989 - 9,876 dwt
Professor Barabanov [RU] IMO 8120662 built Cargo vessel built 1983 -23,024 dwt
Msc Clara [ PA] IMO 8511304 Container vessel built 1986 - 43,567 dwt
Other [as is]
TITAN NEPTUNE [PA] IMO 8618205 Tanker built 1988 - 265,243 dwt
Storman Asia [PT] IMO 7533721 Heavey lift ship built 1976 - 2,480 dwt
Zehra II [TG] IMO 7337311 Cargo vessel built 1973 - 4,100 dwt
Rodanthi [GR] IMO 7353078 passenger ferry built 1974 - 1,930 dwt
Alang
MSC Maria [PA] IMO 8201703 Container vessel built 1983 - 21,370 dwt
Deepsea Matdrill [LR] IMO 8755053 Drill ship built 1981 - 5,131 t
Ceren Urkmez [MH] IMO 8501139 Cargo vessel built 1985 - 16,673 dwt
Valparaiso Star [LR] IMO 8713586 Cargo vessel built 1989 - 9,876 dwt
Professor Barabanov [RU] IMO 8120662 built Cargo vessel built 1983 -23,024 dwt
Msc Clara [ PA] IMO 8511304 Container vessel built 1986 - 43,567 dwt
Other [as is]
TITAN NEPTUNE [PA] IMO 8618205 Tanker built 1988 - 265,243 dwt
Saturday, 3 March 2012
ship demolition report 3/3/2012
Chittagong
Hyperlink [PA] IMO 8112055 Cargo ship built 1981 - 42,208 dwt [ex Sammi Superstars]
Tiaglad [PA] IMO 8208153 Bulk carrier built 1983 - 64,754 dwt
Alang
Karmen [VC] IMO 8318855 Bulk carrier built 1983 - 38,135 dwt
Oceanline II [PA] IMO 7714753 Bulk carrier built 1979 - 27,499 dwt ex Enterprise / Christina
China
Garden [LR] IMO 8200125 Container vessel built 1984 - 37,023 dwt ex Ever Garden
Aliaga
Mecit Bay [TK] IMO 7367897 Cargo vessel built 1974 - 4,000 dwt
Ishsan Alyanak [TK] IMO 5165283 Cargo vessel built 1951 - 483 gt
Denmark
Swe Trader [SE] IMO 6824745 Cargo vessel built 1969 - 2,030 dwt
Other
LNG Palmaria [IT] IMO 6905616 LNG carrier built 1969 - 29,264 dwt
Hyperlink [PA] IMO 8112055 Cargo ship built 1981 - 42,208 dwt [ex Sammi Superstars]
Tiaglad [PA] IMO 8208153 Bulk carrier built 1983 - 64,754 dwt
Alang
Karmen [VC] IMO 8318855 Bulk carrier built 1983 - 38,135 dwt
Oceanline II [PA] IMO 7714753 Bulk carrier built 1979 - 27,499 dwt ex Enterprise / Christina
China
Garden [LR] IMO 8200125 Container vessel built 1984 - 37,023 dwt ex Ever Garden
Aliaga
Mecit Bay [TK] IMO 7367897 Cargo vessel built 1974 - 4,000 dwt
Ishsan Alyanak [TK] IMO 5165283 Cargo vessel built 1951 - 483 gt
Denmark
Swe Trader [SE] IMO 6824745 Cargo vessel built 1969 - 2,030 dwt
Other
LNG Palmaria [IT] IMO 6905616 LNG carrier built 1969 - 29,264 dwt
Friday, 2 March 2012
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