Damen hands over RoPax ferry to Canadian customer

 

Launched at the end of March by Damen Shipyards Galati in Romania the vessel will start services from Fogo Island and Change Islands before the end of November.

MV Veteran was delivered by the shipbuilder on time and within budget.MV Veteran is the first of a two-vessel contract. Its design results from a partnership between Fleetway of Canada and Denmark’s Knud E. Hansen.

Several Canadian companies have provided services, rangingrom electrical equipment to fire-fighting systems, for the MV Veteran and its sister ship, the MV Legionnaire, which is scheduled for delivery from Galati in the spring of 2016 and will operate on the busy short-haul route from Portugal Cove to Bell Island.

The Veteran will replace the MV Earl Windsor built in 1975. The Legionnaire will replace the MV Beaumont Hamel built in 1985.

Both vessels are part of a large “lifeline” vessel replacement program being undertaken by the Provincial Government to modernize its fleet, which annually transports over 900,000 passengers, 400,000 vehicles and 20,000 tonnes of freight with more than 50,000 arrivals and departures.

As the region in which they operate is located near the Arctic, the vessels have to maneuver in drifting ice.

According to Damen Manager North America Jan van Hogerwou, the two new ferries can handle the impact of 40 cm-thick floating ice at 4 knots.

“Their rudders, hull and propellers have been strengthened and are outfitted with extra plate thickness for heavy winter conditions,” he says.

Damen Ferries Product Director Henk Grunstra says: “The highest certificate available for ferries is the Ice Class 1A Super certificate. These diesel-electric propelled vessels also have redundant systems. The bridge is ergonomically designed and has optimal working space for efficient and safe operation. The modern, low maintenance interior was designed by an internationally recognized designer. The shift crew lives on board the ship in 15 single crew cabins.”

A Canadian service and support hub for these vessels is being established. A certified Damen maintenance center will be located in the capital of the Newfoundland and Labrador region, St. John’s. An agreement with a local Newfoundland-based company is in place and its employees are currently being trained at Damen Shipyards Galati.

Hyundai Heavy’s hurt continues

 

Both figures were far worse than analysts had predicted. 

On a quarter-on-quarter basis, sales declined 8.7%, while operating loss and net loss widened by 507.4 billion won and 209 billion won respectively, due to delays in offshore projects and lackluster sales by HHI’s construction equipment business. 

HHI said the rise in operating loss was attributable to early recognition of losses from contract cancellation of a semi-submersible rig; a loss provision for adverse changes in the offshore business environment such as the oil price decline; and an increase in the restructuring cost from divestiture of underperforming subsidiaries. 

A source said, “The shipbuilding business was hit by cancellation of a semi-submersible rig as oil prices nosedived to $40 a barrel. The offshore business set up a reserve for possible losses that may be incurred from belated change orders, increased manhours or delays in delivery caused by design changes.” 

HHI also booked the cost of liquidating unprofitable overseas subsidiaries, which started in 2014, as 3Q15 losses. 

A source in HHI said, “With a heavy focus on profitable businesses, HHI has taken bold steps to eliminate ailing subsidiaries since September 2014, as keeping them would only inflate the losses. The restructuring process is nearing its end, and part of the cost has been recognized as losses this quarter.” Meanwhile, HHI sees 4Q15 as a critical juncture for earnings turnaround. A source in HHI said, “4Q15 can be the starting point of earnings improvement: the shipbuilding business is recovering, with the phase-out of low-price orders and profit turnaround of commercial vessels. The offshore business has also booked all perceivable losses. Also, other businesses such as electro electric systems and engine and machinery have continued to cut costs.

“Even though the company has failed to turn a profit in 3Q15, it will spare no effort to normalize its operations, with a focus on profitable businesses, reshuffle for more responsible management of each business division, cost competitiveness enhancement, disposal of stock holdings and elimination of poor-performing subsidiaries to set the stage for a turnaround.” 

Time will tell.

Hyundai Heavy’s shares were down 2.3% at the end of trading in Seoul today

PSV to be converted to wind farm service vessel

The vessel, the Vestland Cygnus, will be given a 134 person accommodations module, a 100 t/40 m offshore crane and a new walkway system for boarding of wind turbines. Additionally 1.2 m sponsons will be added on either side of the vessel.

The converted vessel will have SPS (special purpose ship) class notation.

The design for the conversion is being provided by Wärtsilä, which provided the original design for the vessel and also supplied a complete electric propulsion system based on the Wärtsilä Low Loss concept with four Wärtsilä 20 engines, as well as an integrated automation system.

Following completion of the rebuild project by the shipyard, the Vestland Cygnus will transport service personnel to and from wind farms. It will be operated by Vestland Offshore, a Norway based offshore service vessel operator.

cygnus01

 

 

The conversion is scheduled to be completed by June 2016.
“We have developed several concepts for wind farm service vessels, both for newbuilds and conversion projects, and our design is very suitable for this vessel’s new operational profile. We have also worked closely with the Fjellstrand yard for many years on numerous projects and the cooperation between our companies is excellent,” says Ove Wilhelmsen, Managing Director, Wärtsilä Ship Design, Norway.
“The new design will enable the transportation and accommodation of a high number of people. It is important that the vessel has very good stability, even in the most challenging sea and weather conditions, so that personnel can safely board rigs or wind mills. We are confident that the Wärtsilä design meets all our requirements,” says Hans Martin Gravdal, owner of Vestland Cygnus.

HHI wants more money, more time for Fred Olsen semi

OCTOBER 22, 2015 —    Oslo headquartered Fred. Olsen Energy ASA says that today it received a notice of arbitration from shipbuilder Hyundai Heavy Industries Co. Ltd. (HHI). According to Fred Olsen Energy,

Austal launches first of two HSSVs for Oman

Hull 390 — the future RNOV Al Mubshir — entered the water on schedule after 13 months of construction and fit out.

Based on the proven Expeditionary Fast Transport (EPF) platform — previously known as the Joint High Speed Vessel (JHSV) — being built for the U.S. Navy at Austal’s Mobile, AL, shipyard, the HSSV offers a range of capabilities to support naval operations, including helicopter operations, rapid deployment of military personnel and cargo, search and rescue operations, humanitarian aid and disaster relief missions.

The shipbuilder was awarded the US$124.9 million contract for the design, construction and integrated logistics support of the two Omani HSSVs in March 2014 and construction commenced in August 2014.

This first HSSV will now complete final fitout before sea trials, prior to delivery to the RNO early in 2016. The second HSSV is under construction and is on schedule for completion in mid 2016.

Austal Chief Executive Officer Andrew Bellamy said the on-schedule launching of the first HSSV demonstrates Austal’s proven capability to design, construct (and support) large, multiple naval vessel programs.

“From our defense portfolio, Austal is currently contracted to deliver ten 127 m frigate-sized Littoral Combat Ships and ten 103 m Expeditionary Fast Transport (EPF) vessels to the United States Navy – as well as two OPV-sized 72 m High Speed Support Vessels, here in Western Australia for the Royal Navy of Oman,” said Mr. Bellamy.

“Our track record here in Australia and overseas clearly supports Austal’s strong proposition that we can effectively and efficiently deliver the Australian Government’s Future Frigate and Offshore Patrol Vessel programs,” he added.

Ingalls authenticates keel of Paul Ignatius (DDG 117)

The Aegis guided missile destroyer, Paul Ignatius (DDG 117). DDG 117 is the 31st ship in the Arleigh Burke (DDG 51) class of destroyers Ingalls is building for the U.S. Navy.

“The keel authentication is an important milestone in a ship’s life and it’s really a foundation upon which the ship is made,” said Ingalls Shipbuilding President Brian Cuccias. “Paul Ignatius epitomizes the leadership and agility that has propelled our nation forward – I couldn’t think of a better namesake for DDG 117. Over the coming years as we build this great ship, our shipbuilders know what we do is important. We are building great ships to defend our nation, to protect the brave men and women who will serve on this ship and come back safely home to their families.”

Ingalls welder Reginald Whisenhunt welded the initials of two authenticators — the ship’s namesake Paul Ignatius and 26-year shipbuilder Bill Jones, an Ingalls hull superintendent —onto a steel plate signifying the keel of DDG 117 to be “truly and fairly laid.”

The plate will remain affixed to the ship throughout the ship’s lifetime.

“It is a pleasure for me to be here with Huntington Ingalls officials and the men and women who are building DDG 117,” said Mr. Ignatius, whose wife, Nancy Ignatius, is the ship’s sponsor. “DDG 117 will become part of our country’s proud destroyer tradition. Built tougher than steel by one of America’s leading shipbuilders, constructed by dedicated and skilled shipyard technicians and manned eventually by the world’s finest naval officers and seamen, this new ship will sail for many decades into the future.”

“Every time the men and women of Ingalls craft another destroyer, they build a living, lasting remembrance of either the courage, the leadership or the intellectual contribution of the very best that the Navy and Marine Corps have to offer,” said Capt. Mark Vandroff, the Navy’s DDG 51 program manager.

Ingalls is building three other destroyers — John Finn (DDG 113), which is scheduled to be delivered in 2016, Ralph Johnson (DDG 114), which will launch by the end of the year and Delbert D. Black (DDG 119), which started construction in July.

To date, Ingalls has delivered 28 DDG 51 destroyers to the U.S. Navy. .

Davie partners with marine accommodations specialist

OCTOBER 19, 2915 — Canadian shipbuilder Chantier Davie Canada, Inc. says it has formalized a partnership with Turku, Finland, headquartered ALMACO Group, which is perhaps best known for its work on cruise

Harvey Gulf takes delivery of second LNG fueled OSV

The vessel is already in service under a five year contract working for Shell Upstream America’s deep water operations in the Gulf of Mexico.

Like her sistership Harvey Energy, Harvey Power is capable of operating on LNG or diesel fuel and also meets the criteria of the ABS Enviro+, Green Passport notation.

When operating on 99% LNG, the dual fuel vessels exceed the requirements of the new EPA Tier IV for reductions of SOX and NOX emissions within the North American ECA can operate in excess of 19 days in normal GOM rig supply mode between refuelings.

Harvey Power will refuel with LNG at Harvey Gulf’s new LNG bunkering facility at Port Fourchon in southern Louisiana, which allows easy access to more than 600 oil and gas rigs and platforms within a 40-mile radius.

Harvey Power is a 310′ x 64′ x 24.5′ platform supply vessel powered by three Wärtsilä 6L34DF dual fuel gensets, providing 7.5 MW of power and fueled by a Wartsila provided LNGPac system.

With 5,219 metric tons of deadweight the vessel is capable of carrying 253,000 USG of fuel oil, 18,000 bbls of liquid mud, 1,600 bbls of methanol, 10,250 cu.ft of dry cement and 73,000 USG of LNG fuel.

When operating on LNG the Harvey Power can operate in excess of 19 days in normal GOM rig supply mode between refueling.

The acquisition of Gulf Coast Shipyard Group by a new Harvey Gulf International Marine affiliate, Harvey Shipyard Group, was announced back in June.

The shipbuilder’s new COO, Marvin Serna, says that new protocols and operational improvements he has put in place are yielding results, such as a 45 day reduction in the commissioning time of the second vessel in comparison with the first.

Harvey Gulf has four more vessels under construction with Gulf Coast Shipyard Group and is confident the shipyard can maintain the high quality of construction while continuing to improve on construction techniques resulting in shorter delivery times.

Mr. Shane Guidry, Chairman and CEO of Harvey Gulf, says: “This is our second vessel capable of operating on LNG and is a testimony of Harvey Gulf’s commitment to its customers and the environment to provide the most affordable, innovative, environmentally-friendly technical solutions to meet their business demands.”

Metal Shark delivers 75 ft port security fireboat

Based on the shipbuilder’s Endurance-class catamaran design, the welded aluminum vessel incorporates sophisticated technology to support fire rescue missions, Command and Control (C2) operations, and around-the-clock port security efforts at the port, which stretches 54 miles along the Mississippi River.

Twin Cat C-18 diesel engines in a conventional straight-shaft inboard configuration propel the vessel’s catamaran hull to cruising speeds of 25 knots while giving it a nominal operating range of over 500 miles.

For firefighting, two dedicated drive engines channel up to 6,000 total gallons per minute through an oversized water main where electronic valves divert water to three radio frequency-controlled monitors. Four additional 2.5″ hydrant connections and a 400-gallon foam reservoir provide maximum flexibility across the spectrum of firefighting needs.

The spacious pilothouse provides 360-visibility and comfortable below decks quarters offer bunking capacity for six or more crew members, fully equipping the vessel to stay on station for extended periods.

A state of the art Command and Control suite facilitiates multi-agency coordination during emergency response events, with a positive-pressure Chemical, Biological, Radiological, Nuclear, and high-yield Explosive (CBRNE) ventilation system protecting the crew in disaster response situations.

“Our 75 ft Endurance is the most advanced fireboat design on the market, incorporating crew friendly features and advanced systems throughout,” said Metal Shark president Chris Allard. “Metal Shark is honored to have been selected by PSLA to deliver this new vessel. We trust that this new Metal Shark will meet PSLA’s needs, help keep their port secure, and potentially save many lives for years to come.”

A product of Metal Shark’s Franklin, LA, shipyard, the 75 ft Endurance can be custom-configured to suit a wide range of mission profiles. Metal Shark offers the vessel with a wide range of power and propulsion systems, including conventional inboards, water jets and pods, to meet various performance requirements.

Virtually every vessel feature, from firefighting equipment and capacity, onboard systems, general arrangement, berth capacity, etc. can be adapted to suit the needs of individual customers and agencies. In addition to port security and fire rescue, the 75 ft Endurance can be configured for dive support, law enforcement, defense, and numerous commercial markets. Endurance-class vessels are available from 45 ft and up.

Davie set to start box ship to fleet oiler conversion

The project will see Davie convert MV Asterix, a 183 m containership acquired from Greece’s Capital Ship Management for a reported Canadian $20 million, into a stop gap fleet oiler for the Royal Canadian Navy. Some of the work will be done by the Aecon Group, whose Pictou, Nova Scotia, facility specializes in pipe fabrication. At one time it was thought that the Asterix would go first to Aecon’s Pictou shipyard, but its arrival at Davie indicates that Aecon will work on the ship there.

The interim fleet oiler is needed because of the earlier than anticipated retirement of Canada’s Protecteur-class ships.

In March last year, Davie and its partners, Aecon, naval architect firm NavTech and V.Ships, set out to find an interim solution that would provide a fast-track, affordable, compliant and fully managed service.

After over one year of design, engineering and planning, after a lengthy consultation with industry, an agreement was reached in August 2015 with the Government of Canada to provide at-sea support services to the Royal Canadian Navy.That agreement is a letter of intent that, according to the Government, provided the two companies “with the ability to start limited activities to advance the schedule. It will also provide some financial protection to the shipyard for these expenses, should a contract not be awarded. Any proposed costs would be pre-approved by the government, which will require Davie to provide a rationale in every instance.”

What the status of an actual contract is remains unclear. But the Asterix is already at the shipyard with Davie saying that the “acquisition from its former owners is now complete.”

The cost of the conversion has been reported as Canadian $250-300 million.

Once converted, the ship will be chartered to the Canadian Government by Project Resolve, Inc. which, like Davie, is a subsidiary of privately held, Monaco headquartered Inocea Group.

Reportedly, the Canadian Government will pay Canadian $75 million a year to charter the vessel. The ship will be crewed with Canadian merchant mariners.

Yesterday, the ship provided the back drop for the introduction of the CEO of Project Resolve Inc., Spencer Fraser, to the Lévis-Bellechasse candidates. He likely showed them some of the pictures you see here.

Resolve SM2

project resolve finished product

Resolve exploded

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