dalmatinac2007
2nd Off.
Johne jesi proba na jahtama? Tamo se uvik traze ljudi sa iskustvom, a moze se i napredovati.
Crude oil tankers
- Thread starter sea_st
- Start date
John the sailor
Kormilar
na atlanskoj nemaju nista redovno zovem svaki ponedjeljak i sve koje znam.
pokusat cu na jahtama iako kazu da je nemoguce ako nemas jako dobru vezu.
ako traze pomorce za duge ugovore na brodu javite
meni nije problem dugo bit na brodu
pokusat cu na jahtama iako kazu da je nemoguce ako nemas jako dobru vezu.
ako traze pomorce za duge ugovore na brodu javite
meni nije problem dugo bit na brodu
................je u pravilu je veca placa na crude nego na produktu ili kemiji.Bio sam na sva tri i najbolje mi je na VLCC a placa najveca.Ljudi na produktima su po meni nepravedno zakinuti ali tako je kako je......
gerilast - fala lipa na odgovoru,
posto ste prominili te tri vrste tankera zanima me sta kazu firme/agenti kad se prebacujes sa producta ili kemije na crude, jeli opet odgovor nemas iskustva na crudu ili je to sve isto i ne zamaraju se stime jesi li bija na ovim ili onim tankerima, vrsta i velicina pogona naravno da je bitna ali jeli product ili crude po meni nebi tribalo imat veze.
Fala jos jedan put i Vp!
posto ste prominili te tri vrste tankera zanima me sta kazu firme/agenti kad se prebacujes sa producta ili kemije na crude, jeli opet odgovor nemas iskustva na crudu ili je to sve isto i ne zamaraju se stime jesi li bija na ovim ili onim tankerima, vrsta i velicina pogona naravno da je bitna ali jeli product ili crude po meni nebi tribalo imat veze.
Fala jos jedan put i Vp!
dalmatinac2007
2nd Off.
Imas ovdi aplikaciju
http://www.seatrans.no/seatrans/web.nsf/$all/0E93AF4A0379A3D8C125746C002A0CB7?open&qm=wcm_1,7,4,0
http://www.seatrans.no/seatrans/web.nsf/$all/0E93AF4A0379A3D8C125746C002A0CB7?open&qm=wcm_1,7,4,0
dalmatinac2007
2nd Off.
Dobija sam ponudu od jedne engleske agencije za obalne tankere za 2/0. Ne svidja mi se previse i odbija sam, ali ako neko ima tankerskog iskustva i brevete i zeli navigati na coasterima kao 2/O neka mi se javi na pm.
godisnja placa je 37700 eur za 8 tjedana na brodu i 4 kuci ili 28300 za 6 tjedana on/off
godisnja placa je 37700 eur za 8 tjedana na brodu i 4 kuci ili 28300 za 6 tjedana on/off
Last edited:
John the sailor
Kormilar
ako primaju timujnere rado!!!! i 6 mjeseci ako treba!!!
juniorima se ne trazi iskustvo na određenoj vrsti tankera ali za seniore pilaju.Ipak neke firme uzimaju i seniore bez iskustva na npr. VLCC pa imas hand-over od misec dana.Za CO je bitno s kojim pumpama ima iskustva....framo ili centrifugalne
na koju firmu ides?
gerilast - kako sad stvari stoje, jer san u nekim pregovorima, triba bi ic ka 3rd engineer na SKS, to je podruznica KGJS-a koja drzi i Gear Bulka itd. krca TA-NA, navodno nema puno nasih, nisan jos siguran ni kolike su place ali posto mi je sad najbitnije pribacit se na tankere i avancat sta prije onda necu puno bacelat za placu, znan da su ugovori 10 tjedana on off i permanet placa to je sigurno a koliko neznan, ja tamo vidin svoju sansu jer grade dosta brodi i tribat ce in ljudi narednih godina, Ta-Na i Capt. Bozic su vrhuski i zato me nije straj tamo otic, kazen nista to jos nije sigurno ali se iskreno nadan da ce bit sta od toga.
Vp!
Vp!
Huge cargoes of crude are anchored,
awaiting a price hike
Great fleets of super tankers that once plied the world's oceans, supplying the energy needs of thirsty economies, are
finding new employment as floating storage facilities. Oil companies desperate to avoid selling at current depressed
prices are mothballing huge quantities of crude in ships as part of a bet that markets will improve if they wait long
enough.
"This is an attempt within the market to reduce production and force prices up," said Captain Stephen Brown,
president of the British Columbia Chamber of Shipping. "We have seen this before in previous recessions, but it's
happening to a much larger extent now. This is a global story. Trade has been hit by a sledgehammer."
Analysts say more than 30 tankers, among the world's biggest ships, are anchored off the coast of the southern United
States, Northern Europe and Singapore, containing upwards of 80 million barrels of oil, equivalent to a day's worth of
global demand.
Never before has so much oil effectively been put on a shelf, according to Stephen Schork, an independent energy
analyst based in Philadelphia, who calls it "one of the hallmarks of a bear market."
Other commodity "dumps" are piling up while awaiting a market recovery. The lumber industry was recently so awash
in excess supply that some players resorted to storing boards on railcars that were shunted from city to city until a
buyer could be found.
Warehouses at the London Metal Exchange are overflowing with inventories of copper and zinc, while supplies of
aluminum are at an all-time high, said BMO Capital Markets analyst Bart Melek.
After trading as high as US$147 a barrel back in July, oil plummeted back to earth, slipping below US$40 as the global
economy went into reverse and demand evaporated. Unlike other commodity industries, shutting down production is a
slow process. As a result, both conventional and unconventional storage facilities are close to capacity.
A ray of hope recently emerged in the form of rising prices for oil on the futures market, signalling a possible rise in
demand. Base metals, grains and other commodities have followed much the same trajectory as oil. Prices for some
metals have recovered in recent days on speculation that efforts by the Chinese government to stimulate the economy
will boost demand.
China's State Reserve Bureau plans to buy millions of tonnes of copper, aluminum and other metals while prices are
low to top up stock piles, according to Reuters. Yesterday, copper for delivery in three months rose the highest since
December, climbing 1.36% to US$3,735 a tonne on the London Metal Exchange.
But this is taking place against a backdrop of declining employment and a shrinking global economy, which is why
analysts predict that the recent rise in some commodity prices is a blip. As a key player in the commodities sector, the
shipping industry is regarded as a barometer of what's ahead, and right now shippers are in the eye of the storm.
Since June, the cost of moving material by sea has fallen by more than 80%, according to the Baltic Exchange Dry
Index. In December, it hit a 23-year low and despite a recent jump shippers are barely covering their costs.
Last week, AP Moller -Maersk A/S, the world's largest container line, warned that profit for 2009 will be "significantly"
lower than last year as the company comes under "severe pressure" from the economic downturn.
Because of a decline in demand for their services, players have been taking vessels out of service. Nearly 400 ships
used to carry containers have been laid up worldwide as owners scramble to reduce capacity. In a bid to recover some
of their costs, some companies are copying oil tanker owners by offering their excess ships as floating storage facilities
to manufacturers looking for a place to store their empty freight containers. A bigger problem is the looming arrival of
hundreds of new ships. During the boom years when demand for bulk carriers and oil tankers was at its height, many
shippers put in big orders for new vessels they hoped would allow them to stay competitive, never imagining economic
conditions would turn so quickly. They now face the prospect of having to pay for thousands of new ships for which
there is no demand.
The London-based ship broker Howe Robinson recently warned of an impending "disaster" as the industry tries to cope
over the next three years with the arrival of 3,000 bulk carriers ordered by 479 ship owners. The company warns that
the shipping industry is at the centre of the commodity storm and now faces its most serious crisis in 60 years.Source: Financial Post
awaiting a price hike
Great fleets of super tankers that once plied the world's oceans, supplying the energy needs of thirsty economies, are
finding new employment as floating storage facilities. Oil companies desperate to avoid selling at current depressed
prices are mothballing huge quantities of crude in ships as part of a bet that markets will improve if they wait long
enough.
"This is an attempt within the market to reduce production and force prices up," said Captain Stephen Brown,
president of the British Columbia Chamber of Shipping. "We have seen this before in previous recessions, but it's
happening to a much larger extent now. This is a global story. Trade has been hit by a sledgehammer."
Analysts say more than 30 tankers, among the world's biggest ships, are anchored off the coast of the southern United
States, Northern Europe and Singapore, containing upwards of 80 million barrels of oil, equivalent to a day's worth of
global demand.
Never before has so much oil effectively been put on a shelf, according to Stephen Schork, an independent energy
analyst based in Philadelphia, who calls it "one of the hallmarks of a bear market."
Other commodity "dumps" are piling up while awaiting a market recovery. The lumber industry was recently so awash
in excess supply that some players resorted to storing boards on railcars that were shunted from city to city until a
buyer could be found.
Warehouses at the London Metal Exchange are overflowing with inventories of copper and zinc, while supplies of
aluminum are at an all-time high, said BMO Capital Markets analyst Bart Melek.
After trading as high as US$147 a barrel back in July, oil plummeted back to earth, slipping below US$40 as the global
economy went into reverse and demand evaporated. Unlike other commodity industries, shutting down production is a
slow process. As a result, both conventional and unconventional storage facilities are close to capacity.
A ray of hope recently emerged in the form of rising prices for oil on the futures market, signalling a possible rise in
demand. Base metals, grains and other commodities have followed much the same trajectory as oil. Prices for some
metals have recovered in recent days on speculation that efforts by the Chinese government to stimulate the economy
will boost demand.
China's State Reserve Bureau plans to buy millions of tonnes of copper, aluminum and other metals while prices are
low to top up stock piles, according to Reuters. Yesterday, copper for delivery in three months rose the highest since
December, climbing 1.36% to US$3,735 a tonne on the London Metal Exchange.
But this is taking place against a backdrop of declining employment and a shrinking global economy, which is why
analysts predict that the recent rise in some commodity prices is a blip. As a key player in the commodities sector, the
shipping industry is regarded as a barometer of what's ahead, and right now shippers are in the eye of the storm.
Since June, the cost of moving material by sea has fallen by more than 80%, according to the Baltic Exchange Dry
Index. In December, it hit a 23-year low and despite a recent jump shippers are barely covering their costs.
Last week, AP Moller -Maersk A/S, the world's largest container line, warned that profit for 2009 will be "significantly"
lower than last year as the company comes under "severe pressure" from the economic downturn.
Because of a decline in demand for their services, players have been taking vessels out of service. Nearly 400 ships
used to carry containers have been laid up worldwide as owners scramble to reduce capacity. In a bid to recover some
of their costs, some companies are copying oil tanker owners by offering their excess ships as floating storage facilities
to manufacturers looking for a place to store their empty freight containers. A bigger problem is the looming arrival of
hundreds of new ships. During the boom years when demand for bulk carriers and oil tankers was at its height, many
shippers put in big orders for new vessels they hoped would allow them to stay competitive, never imagining economic
conditions would turn so quickly. They now face the prospect of having to pay for thousands of new ships for which
there is no demand.
The London-based ship broker Howe Robinson recently warned of an impending "disaster" as the industry tries to cope
over the next three years with the arrival of 3,000 bulk carriers ordered by 479 ship owners. The company warns that
the shipping industry is at the centre of the commodity storm and now faces its most serious crisis in 60 years.Source: Financial Post
guc
kupujmo hrvatsko
molin lipo adresu od iginia.
fala unaprijed
Vidim da su ti dali kontakt.Mozes probat,primit ce ti aplikaciju,medutim od ovog miseca ne primaju nove.Provjereno,ali guraj na sve moguce strane.
DNV predicts fleet overcapacity could
reach 10,000 vessels.
THE shipping industry could be facing an overcapacity of up to 10,000 vessels according to estimates from
classification society, Det Norske Veritas. The Norwegian class society has seen 43 of its own vessels cancelled over
the year, which it said represents 10% of the global number of vessels cut from the orderbook to date.
It also estimates that up to 1,000 are lying idle. Tracking data from Singapore, Hong Kong and other international
anchorages points to them being full. Singapore is said to be turning vessels away as its various resting locations are
full to capacity. In a startling assessment of the current situation, DNV president and chief executive officer Henrik
Madsen said that the number of cancellations was likely to rocket over the coming months.
He compared the present climate to that of the 1970s, when Japan was forced to reduce a large amount of
shipbuilding capacity. “Something will have to happen on the supply side but here it is not one nation now, but all
nations that somehow have to agree to take out capacity which may be difficult,” he said.
He said that by 2013, if the global economy remained stagnant, there could be over 3,000 ships scrapped, 1,444
cancelled and over 6,000 vessels either in lay-up, slow steaming or idling.
If the economy were to decline by 3%, there was a risk that this figure could increase to 12,000 vessels. Even with a
more positive scenario, where the economy picks up to 3% growth after 2010, there could still be an overcapacity of
4,000 ships.
“To believe it will be over in one or two years is a bit naive,” Mr Madsen said. The DNV data does not separate ship
type, but makes the assumption that the global fleet was operating at almost full capacity when it was hit by the
economic downturn and that its growth matched economic growth.
Within the scenario DNV has created, it assumes that scrapping will be at about 600 vessels a year for the next four
years and up to 2,400 newbuilding contracts could be delayed during the same period.
This has led to speculation that some yards may be converted to become environmentally approved dismantling
facilities to meet expected interest from owners needing to dispose of tonnage under the International Maritime
Organization’s ship recycling convention, which is being finalised.
With the number of vessels either idling or in lay-up increasing as much as six-fold, the question of where to mothball
them must be addressed. While the depth of the current economic crisis has shocked most industry experts, most
shipowners laying up vessels are opting for the temporary lay-up and adopting a wait-and-see approach.
However, if the crisis deepens, this could trigger more permanent lay-up and a further challenge in the future when
tonnage needs to be reactivated. Source: Lloyd’s List.
reach 10,000 vessels.
THE shipping industry could be facing an overcapacity of up to 10,000 vessels according to estimates from
classification society, Det Norske Veritas. The Norwegian class society has seen 43 of its own vessels cancelled over
the year, which it said represents 10% of the global number of vessels cut from the orderbook to date.
It also estimates that up to 1,000 are lying idle. Tracking data from Singapore, Hong Kong and other international
anchorages points to them being full. Singapore is said to be turning vessels away as its various resting locations are
full to capacity. In a startling assessment of the current situation, DNV president and chief executive officer Henrik
Madsen said that the number of cancellations was likely to rocket over the coming months.
He compared the present climate to that of the 1970s, when Japan was forced to reduce a large amount of
shipbuilding capacity. “Something will have to happen on the supply side but here it is not one nation now, but all
nations that somehow have to agree to take out capacity which may be difficult,” he said.
He said that by 2013, if the global economy remained stagnant, there could be over 3,000 ships scrapped, 1,444
cancelled and over 6,000 vessels either in lay-up, slow steaming or idling.
If the economy were to decline by 3%, there was a risk that this figure could increase to 12,000 vessels. Even with a
more positive scenario, where the economy picks up to 3% growth after 2010, there could still be an overcapacity of
4,000 ships.
“To believe it will be over in one or two years is a bit naive,” Mr Madsen said. The DNV data does not separate ship
type, but makes the assumption that the global fleet was operating at almost full capacity when it was hit by the
economic downturn and that its growth matched economic growth.
Within the scenario DNV has created, it assumes that scrapping will be at about 600 vessels a year for the next four
years and up to 2,400 newbuilding contracts could be delayed during the same period.
This has led to speculation that some yards may be converted to become environmentally approved dismantling
facilities to meet expected interest from owners needing to dispose of tonnage under the International Maritime
Organization’s ship recycling convention, which is being finalised.
With the number of vessels either idling or in lay-up increasing as much as six-fold, the question of where to mothball
them must be addressed. While the depth of the current economic crisis has shocked most industry experts, most
shipowners laying up vessels are opting for the temporary lay-up and adopting a wait-and-see approach.
However, if the crisis deepens, this could trigger more permanent lay-up and a further challenge in the future when
tonnage needs to be reactivated. Source: Lloyd’s List.
Mari_Mat
sek/mak
Juka ja san ti na GB-u ali na bulkovima.Nije tamo lose a ko 3rd engineer na SKS-u bi ima oko 2500e permanent(s godinama je cifra veca).imaju 5,6 tankera i nisu stari a nas koliko znam ima i na SKS-u nasih.
Sve skupa na Gearu nas ima priko 200. Bozic ti je ok.ZAko te sta zanima pitaj ,ja san isto 3rd.eng.
Sve skupa na Gearu nas ima priko 200. Bozic ti je ok.ZAko te sta zanima pitaj ,ja san isto 3rd.eng.
sea_st
Prvi kuverte
@juka
evo ti uvjeti za c/o..da znas okvirno
Chief Off. 3045 3080 3180 3265 3315
In addition Tankerman bonus 10 % every month
Above is based on 1:1 system
Bank charges are included in the fixed salaries.
Company seniority
In addition to the above wage scale, a KGJS company seniority scale is
incorporated.
This scale is giving seniority from the day a seafarer joins KGJS as
an officer, regardless of rank.
The scale has the following steps:
Euro/Month 2 year 4 year 6 years 7 years 9 years 11 years 13 years 15
years 17 years 19 years
Officer 30 60 100 150 200 250 280 310 340 370
The seniority bonus will be earned both on Operational- and Management
level.
The monthly amount is fixed and not linked to rank.
evo ti uvjeti za c/o..da znas okvirno
Chief Off. 3045 3080 3180 3265 3315
In addition Tankerman bonus 10 % every month
Above is based on 1:1 system
Bank charges are included in the fixed salaries.
Company seniority
In addition to the above wage scale, a KGJS company seniority scale is
incorporated.
This scale is giving seniority from the day a seafarer joins KGJS as
an officer, regardless of rank.
The scale has the following steps:
Euro/Month 2 year 4 year 6 years 7 years 9 years 11 years 13 years 15
years 17 years 19 years
Officer 30 60 100 150 200 250 280 310 340 370
The seniority bonus will be earned both on Operational- and Management
level.
The monthly amount is fixed and not linked to rank.
.....ma to i je vise nego o.k.Ja sam prije 5 godina imao kao CO na aframaxu 4500 $ i to samo na brodu.Ako ikako mozes bori se za to.Sto se tice permaneta tek zadnje dvije godine imam to zadovoljstvo primati placu svaki mjesec i mislim da su prednosti visestruke za mene i obitelj......uglavnom mislim da je to vise nego dobro.
pozdrav