Eclipse, Bermuda-flag yacht docks at Pier 90, NYC

Vessel's Details

Ship Type: Yacht
Year Built: 2010
Length x Breadth: 163 m X 22 m
Gross Tonnage: 13564, DeadWeight: 1480 t
Speed recorded (Max / Average): 8.4 / 7.2 knots
Flag: Bermuda [BM] 
Call Sign: ZCDX4
IMO: 1009613, MMSI: 310593000

Blue Ocean Yacht Management

Limassol, Cyprus

Manager:            Blue Ocean Yacht Management

Limassol, Cyprus

Mavis Marmora Israel agrees to pay for deaths

Meeting a longstanding Turkish demand, Netanyahu apologized for the deaths of nine activists aboard the Turkish ship and promised to pay compensation to their families, according to a statement from his office. [June 4, 2010]

Mavis Marmora
Ship Type: Passenger
Year Built: 1994
Length x Breadth: 93 m X 20 m
DeadWeight: 525 t
Speed recorded (Max / Average): 13.8 / 9.6 knots
Flag: Comoros [KM]
Call Sign: D6FU2
IMO: 9005869, MMSI: 616952000

MAVI MARMARA Comoros D6FM6 2010-05-22
MAVI MARMARA Turkey TCBY 2010-05-01

The party with legal jurisdiction over the event - is the Comoros Islands. The cargo ship was purchased for $800,000. “No ship-owner consented to lease theirs for the campaign"


Although there was a remote chance Israel could attack the ships, Bülent Yıldırım said before departing, the prospect was unlikely, adding that such action would the equivalent of attacking a consulate, which would have severe consequences for relations between the countries.

Panama losing to Suez Canal, Malacca-Max

Maersk Line will send vessels through Suez Canal that can carry as many as 9,000 20-foot boxes at a time, instead of using two 4,500-box-vessels through Panama Canal.   Shipping lines have cut costs, reduced speed of their fleet and sold some vessels to contend with freight rates that are below break-even levels. 

Malacca-Max: building higher container capacity - The cost per slot comes within the direct control of the shipping line. Hence the cost per slot/per mile is a very significant component in the whole cost equation which is dictated and determined by the shipping lines themselves.
With this core driving factor and the highly competitive nature of the shipping industry, it requires just one player to take the lead in building higher capacity and the other lines would follow when moving to the next “tier” of higher capacity.

Malacca-Max is a naval architecture term for the largest ship size that could safely sail through the straits of Malacca. At the initial stages of technical discussions on the design of these ships, the vessel dimensions that were mentioned were as follows:
Length overall: 470 metres
Beam: 60 metres
Draught: 20 metres
Cargo capacity: 18,000 teus
Service speed: 24 knots
The current design of the Malacca-Max is somewhat different from the above specifications and has now been confirmed as follows:
Length overall: 400 metres
Beam: 59 metres
Draught: 14.5 metres
Cargo capacity: 18,000 teus
Service speed: 19 knots
These changes obviously have been effected not only to meet many of the stringent rules and regulatory requirements with regard to operational efficiency, but more importantly to overcome constraints at various ports/terminals that these vessels will need to call in order to fill the massive capacity.
It is a known fact that building very high container ship capacity is not restrained by engineering or technical limitations, but by the fact that there are serious limitations in the shore side infrastructure.
It has also been acknowledged by the experts that the real challenge is not in building such large ships, but how to operate them efficiently whilst in the port; the most important requirement being to expedite the vessel discharge/load operation.


Because the Sunda Strait is even shallower at 20 metres (66 ft) minimum depth, a post-Malaccamax ship would need to use even longer alternate routes such as:
- Lombok Strait, Makassar Strait, Sibutu Passage and Mindoro Strait
- Ombai Strait, Banda Sea, Lifamatola Strait between the Sula Islands and Obi Islands, and Molucca Sea
- around Australia
or artificially excavated new routes such as:
- deepening the Strait of Malacca, specifically at its minimum depth in the Singapore Strait
- the proposed Kra Canal, which however would take much more excavation
Bulk carriers and supertankers have been built to this size, and the term is chosen for very large crude carriers (VLCC).[2] One recent design of container ship, approaching the Malaccamax size limit, is the Maersk Triple E class, with a capacity of 18,000 Twenty-foot equivalent units (TEU).[3] Growth in demand for container transport could be leading to the creation of new terminals dedicated to such large ships.[4]
Similar terms of Panamax, Suezmax and Seawaymax are used for the largest ships capable of fitting through the Panama Canal, the Suez Canal and Saint Lawrence Seaway, respectively. Aframax tankers are those with a deadweight tonnage of 80,000 to 120,000.

three more years for rates to recover: Too many crude carriers in Gulf

The biggest glut since 1996 in the supply of the largest oil tankers means owners will have to wait three more years for rates to recover, Moeller-Maersk A/S.

The global fleet of very large crude carriers expanded 28 percent over the last four years, Hanne Sorensen, chief executive officer of Maersk Tankers, said in response to e- mailed questions yesterday. The fleet is currently oversupplied by about 70 ships and as many as 50 more VLCCs will be delivered this year, Sorensen said.

The expansion followed a surge in shipbuilding that began in 2007 and 2008, when daily returns rose as high as $229,000, according to data from Clarkson Plc, the world’s biggest shipbroker. Daily earnings for supertankers plunged 71 percent to $8,705 in the past 12 months, Clarkson data show, amid the longest series of OPEC production cuts in four years. Frontline Ltd., the VLCC operator led by billionaire John Fredriksen, said Feb. 22 it needs daily returns of $24,200 to break even.

“We have to go back to 1996 to find a situation as challenged as the one we have today,” Sorensen said. “A recovery must be supply-driven, and that is not likely in the coming three years. The key area of demand for VLCCs is crude exports from the Persian Gulf to Asia,China, Japan, South Korea and India.”

[March 4]
Daily losses for VLCCs hauling Middle East crude to Asia as determined by the London-based Baltic Exchange, a global benchmark, widened to $3,514 from $3,082 on March 1. The ships lost $5,072 a day last month on average, exchange data show.

John B. Caddell: tanker ungrounded from Staten Is.

USCG removes six weeks later

October 30, 2012

John B. Caddell aground in Hurricane Sandy

JOHN B CADDELL

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Vessel's Details

Ship Type: Tanker
Year Built: 1941
Length x Breadth: 51 m X 10 m
Gross Tonnage: 712, DeadWeight: 1077 t
Speed recorded (Max / Average): 9.1 / 7.2 knots
Flag: USA [US] 
Call Sign: WA6478
IMO: 5173204, MMSI: 367010880

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Last Position Received

Area: Atlantic North
Latitude / Longitude: 40.61925° / -74.06564° (Map)
Currently in Port: 
Last Known Port: NEW YORK
Info Received: 723d 4h 17min ago
Not Currently in Range

rigs Ensco 87, Rowan Cecil Provine:gas migration

Rowan Cecil Provine l, and  Ensco 87 r

The Rowan Cecil Provine rig is moving to a location in the Gulf of Mexico about 50 miles east of Venice, La., in case it's needed to drill a relief well after workers on an Apache Corp. well had to activate its blowout preventer

Problems first arose on Feb. 4, when workers on the Ensco 87 jackup rig detected a kick, or uncontrolled flow of fluid, in the well. In response, they activated a blowout preventer, which apparently was successful in keeping natural gas from escaping the well.

Later testing showed that gas had migrated from the bottom of the 8,300-foot well to a shallower sand formation 1,100 feet below the seabed.

 The natural gas well is in 218 feet of water about 50 miles east of Venice, La.