Image (c) Royal Wagenborg

Ferus Smit shipyard in Westerbroek, The Netherlands launched the M/V Volgaborg today, the third of three multipurpose cargo ships built for Wagenborg Shipping.

At 12,000 deadweight tons and 142.65 meters in overall length, these ships are the biggest ever launched along the ‘Winschoterdiep.’  Hold volume is reportedly 503,500 cubic feet

The Volgaborg and the second ship of the class, M/V Vlieborg are equipped with a single 3000 kW main engine coupled with a ducted propeller. The first ship in this series, M/V Vikingbank was delivered with a 4000 kW engine and an open propeller.

Design

The characteristic and innovative ‘bulbless’ bow shape brings this design a number of ‘green’ advantages. Her longer and sharper waterlines create less resistance, regardless of her loading draft. At the same time this shape creates more deadweight and cargo volume within her absolute dimensions. Above the waterline the more slender form will cut gradually through waves, improving performance in rough conditions, while the negative stemprofile was proved to be also advantageous when breaking through ice sheets.

Watch the launching (skip to 1 minute):

Bergen Group BMV, Laksevåg i Bergen

(Bloomberg) — Bergen Group ASA, a Norwegian shipbuilder and offshore services company, would consider offers for one or both of its two remaining shipyards after last week selling its Rosenberg unit for more than analysts had expected.

While Bergen doesn’t have any plans to sell its BMV yard in Bergen or its Fosen unit near Trondheim, it “could happen” if the right bid is received, Chief Executive Officer Terje Arnesen said in an interview in Oslo today. “The buyer for Rosenberg wanted to buy 100 percent at three times our market value,” making it “difficult for me not to recommend to the board that we should sell,” he said.

Bergen last week agreed to sell its Rosenberg operation in Stavanger to Australia’s WorleyParsons Ltd. for 1.09 billion kroner ($191.3 million). That compares with a 2007 purchase price of 700 million kroner and an expected fee of about 500 million kroner, Dagens Naeringsliv reported on Feb. 5, without saying where it got the information.

That was “a very strong price for the yard, especially considering the expectations,” Pareto Securities ASA said in an e-mail on Feb. 21. Shares in Bergen fell as much as 22 percent, the most since Sept. 12, 2008, and traded 16 percent lower as of 1:10 p.m. in Oslo, giving the company a market value of 388 million kroner.

Bergen, based in the west coast city of the same name, has been investing in its offshore unit, which contributed almost 50 percent of revenue last year, to take advantage of increased spending on oil and gas exploration and production.

‘Get Control’

That’s helped offset a weaker performance from its shipbuilding unit, which contributed about a third of revenue last year and which has struggled with delays and cost overruns on some projects.

The company is in talks with an unidentified shipbuilder about selling a stake in its shipbuilding unit and an agreement is now expected in the second quarter, compared with an earlier estimate of the first quarter, Arnesen said. He declined to say who the potential buyer is.

“The reason we’re doing that is to get control of the hull building,” he said. Problems with subcontracting work on hulls to other yards has led to project delays, which in turn have resulted in penalties and higher costs, he said.

Bergen now wants to refocus its operations around its Hanoeytangen facility, one of Europe’s largest dry docks, on Norway’s west coast, Arnesen said. Hanoeytangen, where Bergen offers maintenance and upgrade work for the offshore industry, “will be the core” of the company’s development, he said.

Bergen posted a fourth-quarter net loss of 479.6 million kroner, widening from a loss of 141 million kroner a year earlier, after booking provisions and one-time costs at its shipbuilding and services units, it said earlier. Revenue fell 6.3 percent to 872.8 million kroner, it said.

- Kristin Myers, Copyright 2013 Bloomberg.

Image via cidadelusa.blogspot.com

By Frances Robinson

BRUSSELS–The European Commission has opened an in-depth investigation to verify whether numerous public support measures granted by Portugal to the shipyard Estaleiros Navais de Viana do Castelo S.A. are in line with EU state aid rules.

At this stage, the commission has doubts that these measures were carried out on terms that a private operator would have accepted under market conditions. The opening of an in-depth investigation gives interested third parties an opportunity to comment on the measures under assessment. It does not prejudge the outcome of the investigation.

On the basis of the commission’s preliminary assessment, it appears that the shipyard, also known as ENVC, may have benefited from several aid measures in the past worth more than 180 million euros ($239 million). These measures include interest-bearing loans to cover operating costs provided in 2012, a capital increase carried out in 2006 and several loans granted between 2006 and 2011 to cover operating costs. In addition, it appears that EMPORDEF, the state-owned holding which fully owns ENVC, has issued numerous comfort letters and guarantees in support of financing agreements between ENVC and commercial banks.

-Write to Frances Robinson at frances.robinson@dowjones.com

(c) 2013 Dow Jones & Company

The three-masted, steel-hulled Clipper ‘Stad Amsterdam’ undergoes a complete overhaul at Damen Shiprepair Vlissingen, the Netherlands. The revision of the thirteen year old vessel will give her a ‘second youth’. The work will be finished before the end of May 2013. Image: Damen Shipyards

The Clipper Stad Amsterdam, jointly owned by the city of Amsterdam and HR agency Randstad, has been plying the world’s oceans continuously since her commissioning almost thirteen years ago, explains Roland Berendsen, Managing Director of shipping company Clipper Stad Amsterdam. “The vessel sails without interruption 365 days a year over the oceans. Sea, sun, salt and wind have left their traces. Next to an annual regular maintenance period, we’ve chosen one big, radical revamp giving the vessel a second youth. Hereafter she sails again for ten to fifteen years.’’

Thirteen years ago Damen was closely involved in the finishing of the Clipper, delivering the hull at its yard Oranjewerf in Amsterdam. “That makes it especially nice that we were asked for this revamp,” says Bas Loohuis, Commercial Manager for Damen Shiprepair & Conversion.

Scope of Work

The removal of the Clipper’s interior has already resulted in 175 tons of waste, a figure which doesn’t include the 123 tons of ballast lead which has yet to be removed.  The hull will then be blasted and refinished and some of the hull sheets will be renewed.

In the next phase, the Clipper will be loaded on a barge, lifted out of the water and is placed in the well-equipped production hall. There the reconstruction will start, including the renewal of almost all pipes and wiring and replacement of parts of the vessel’s wooden superstructure.

During the revamp only the three steel lower masts will stay in place. The top masts and spars will be removed, maintained and replaced. All standing rigging wires will be renewed. The navigation bridge and Chartroom is redesigned and gets the latest equipment. Below deck crew mess and office are redesigned as well. Extra storage will be created by redesigning two cabins.

Robin Juranek, Project Manager for Damen Shiprepair adds: “The planning for this job is a great challenge. The ship will move over our yard. That requires a strict alignment of all involved. For those jobs which we’re not used to, for instant the finishing of the accommodation, we can call for our colleagues of the nearby super yacht yard Amels, also a member of the Damen Shipyards Group.’’

The renewed Clipper Stad Amsterdam will make sea trials mid May 2013, according to planning. On June 1st the vessel will set sail for Rouen, France.

Image courtesy anonymous gCaptain contributor

Singapore’s Ministry of Manpower (MOM) has confirmed that all shipyard workers have been accounted for after a jack-up rig accident injured 89 at Jurong Shipyard.

A statement by Sembcorp Marine, the parent company of Jurong Shipyard indicates that one of the legs of a three-legged jack-up rig had failed during a jacking test at 1030 this morning local time, causing the rig to tilt to one side.

The Ministry of Manpower indicates the majority of the workers have been treated for minor injuries and released from the hospital, however 12 remain and six are under observation.

After a visit to Singapore General Hospital,  Senior Parliamentary Secretary (SPS) for Manpower, Hawazi Daipi, commented to reporters:

“MOM takes a very serious view of the accident – this is one of the worst industrial accidents we have seen in recent times. The priority now is to look after the injured and ensure that they receive the best care possible. It is also important to stabilize the situation at the work site and investigate the accident thoroughly to find out what went wrong.  I would just like to remind all employers that safety of workers is of paramount importance and we should learn from every accident that has happened so that we will not see a recurrence of similar accidents.”

All work has been halted at the affected rig and an accident investigation is currently in progress.

Photo via Yonhap News Agency

An explosion at a South Korean shipyard has killed two workers and injured nine others, Yonhap News Agency has confirmed with Police.

The explosion occurred at approximately 8:09 a.m. local time on Wednesday at the Daebul Industrial Complex in Yeongam, a county in the South Jeolla Province about 400 kilometers south of Seoul.

Yonhap News reports that explosion erupted when a dozen workers were inside a ship for block assembly and that workers reported smelling gas prior to the explosion. One worker is also missing.

The Daebul Industrial Complex in Yeongam is home to Hyundai Samho Heavy Industries, the world’s 5th largest shipbuilder and the largest company in South Jeolla Province. At this point it is unclear if the workers involved in the explosion are employees of SHI.

In December 2011, four people were killed following an explosion at Sejin Heavy Industries in the southeastern city of Ulsan.

Few emotions compare to sailing from drydock on the slick bottom of fresh paint and the gentle hum of properly serviced engines.

For Masters like Captain Joseph of the Maersk Navarin, a 300,000 DWT VLCC, returning to sea is the reward for the hard work accomplished.  For his sailors who have put in the hours of hard work in the shipyard, it’s (hopefully) a time to get some rest.

Nation’s flagship is on the move – Lower Block 04, the biggest hull section of HMS Queen Elizabeth at 11,300 tonnes, is rolled out of the shipbuild halls at BAE Systems’ Govan yard on the Clyde ahead of her journey to Rosyth. Photo (c) BAE Systems

Workers at BAE Systems on Sunday moved the biggest section of HMS QUEEN ELIZABETH, the first of two new aircraft carriers for the Royal Navy, out of the company’s shipbuilding hall at Govan for the first time.

A team of 40 moved the 11,300 ton aft section, known as Lower Block 04, across the specially reinforced tarmac at the yard in less than three hours using 450 remote controlled transporters.

Today the block will be loaded onto one of the two biggest sea-going barges in the world in preparation for her journey to Rosyth where the aircraft carriers are being assembled. Departing from Govan on Saturday 3 November, the 600 mile journey will take Lower Block 04 around the north coast of Scotland.

RELATED: Shipyard Photos - Bow of HMS Queen Elizabeth Leaves Portsmouth

The load out of Lower Block 04 comes only 34 months after the first steel was cut on the section in January 2010. Since then, employees at the company’s Govan yard have worked steadily to construct the block which stands over 20 meters high and 80 meters long. It is the largest hull section equating to around 20% of the overall weight of the ship, and the final hull section of HMS QUEEN ELIZABETH to arrive in Rosyth. This will mark a significant phase in the program with all major hull sections of the ship delivered and ready for integration. Approximately 250 employees from the Clyde will follow the block to Rosyth where they will work in partnership with employees at Babcock to complete the assembly phase of this section of the carrier.

Meanwhile, production on both Lower Block 03 and 04 of HMS PRINCE OF WALES continues to progress at Govan, while the aft island for the first ship is underway at the company’s Scotstoun yard. BAE Systems is also manufacturing sections of hull at its Portsmouth facility. Additionally, the company is responsible for the design integration and testing of the ships’ complex mission and advanced communications systems.

The aircraft carriers HMS QUEEN ELIZABETH and HMS PRINCE OF WALES are being delivered by the Aircraft Carrier Alliance, a unique partnering relationship between BAE Systems, Thales UK, Babcock and the UK Ministry of Defence. BAE Systems has an overarching role in managing the QE Class program, as well as playing a central role in the design and build of the ships.

“Hamilton will be the most capable and technologically advanced cutter in the history of our service,” said Adm. Papp, the principal speaker at the keel authentication. “To the shipbuilders and to the Coast Guard men and women who are overseeing Hamilton’s construction, I have great faith you will build the Coast Guard and our nation a great cutter – a cutter that can cross the ever-changing oceans upon which we depend so much, complete her missions and bring her crew back safely again. Build her strong, knowing that the long, gallant line that precedes her is beckoning and the track line lies ahead on which she will set sail.”

Following her husband’s speech, Mrs. Papp sketched her initials on a steel plate, and they were permanently welded by Ingalls welder Kawana Womack, authenticating that the keel of Hamilton had been “truly and fairly” laid.

“Today represents a significant milestone not only in the construction of NSC 4, but in the NSC program overall,” said Ingalls Shipbuilding President Irwin F. Edenzon. “We have reached stability in the design and in the NSC class-build plans. This is a good program because the Coast Guard has stabilized the requirements and allowed us to successfully manage our construction techniques and reduce cost in the fabrication process. And in turn, we’re delivering great ships. We’re proud to be building ships for the U.S. Coast Guard, and we look forward to building even more.”

Ingalls has delivered three NSCs, the flagships of the Coast Guard’s cutter fleet. They are designed to replace the 378‐foot Hamilton-class high-endurance cutters, which entered service during the 1960s. Hamilton (WMSL 753) is the company’s fourth NSC and is scheduled to be delivered in the third quarter of 2014. A fifth NSC, Joshua James (WMSL 754), has begun construction, is currently 4 percent complete and is expected to be delivered in the second quarter of 2015.

Ingalls builds the NSC hulls and mechanical and electrical systems, while Lockheed Martin builds and integrates the command, control, communications, computers, intelligence, surveillance and reconnaissance (C4ISR) capabilities.

NSCs are 418 feet long with a 54-foot beam and displace 4,500 tons with a full load. They have a top speed of 28 knots, a range of 12,000 miles, an endurance of 60 days and a crew of 110.

The Legend-class NSC is capable of meeting all maritime security mission needs required of the high-endurance cutter. The cutter includes an aft launch and recovery area for two rigid hull inflatable boats and a flight deck to accommodate a range of manned and unmanned rotary-wing aircraft. It is the largest and most technologically advanced class of cutter in the U.S. Coast Guard, with robust capabilities for maritime homeland security, law enforcement, marine safety, environmental protection and national defense missions. The Legend class of cutters plays an important role in enhancing the Coast Guard’s operational readiness, capacity and effectiveness at a time when the demand for their services has never been greater.

Click here to view the embedded video.

Why Do We Dry Dock? from Mercy Ships on Vimeo.

I think this is a great organization. Of course they can always use your donation. However, they are also in need of volunteers as well as professional mariners. Clicking the image below will take you to a copy of an article written by a King’s Pointer who worked on the African Mercy.

Mercy Ships is a global charity that has operated hospital ships in developing nations since 1978. Mercy Ships brings hope and healing to the forgotten poor by mobilizing people and resources worldwide, and serving all people without regard for race, gender, or religion.

Not everyone can give of themselves as a volunteer, but your support for our cause can make a difference in the lives of the forgotten poor. Short-term crew can volunteer from two weeks to two years depending on the position and typically fill service roles or very specialized medical or technical positions. The ability to utilize professional volunteers as Crew allows Mercy Ships to maximize our donor support and serve those who need help the most.
Short-term crew can volunteer from two weeks to two years depending on the position and typically fill service roles or very specialized medical or technical positions.

Around the world today, billions of people live in fear and desperation, with impure water, inadequate food, and little or no access to health care. Behind every statistic is a person waiting for hope and healing. Utilizing hospital ships, Mercy Ships delivers medical excellence with integrity and compassion to the world’s forgotten poor by mobilizing people and resources worldwide. Mercy Ships serves all people without regard for race, gender, or religion.

Link to article posted on Scribd.