On my visit to the shipyard, the ship’s gleaming white turrets of steel and glass dwarf the gantries and cranes perched alongside. Though the ship is 95 per cent finished, many fittings are missing and, as I move through the interior, I continually have to duck wiring, step over cabling and avoid workmen.

I get a better sense of the size of Oasis only when I emerge on the top deck, which provides view over Turku harbour.

“We made the ship 50 per cent bigger than anything we’ve ever done, in fact any other cruise ship out there, because we had so many things we wanted to do,” the chief executive of Royal Caribbean, Richard Fain, says. “On Oasis of the Seas, working together with the architects, with the shipyard, with our own engineers, we’ve been able to make much better use of the space than ever before.”

There’s certainly plenty of space – the ship is 360 metres long and 65 metres wide. The Oasis story is one of large numbers and cruising firsts.

There is the ship’s capacity, for a start: 6300 passengers and 2165 crew. There’s the accommodation: it includes 2706 staterooms, some of which span two decks and feature floor-to-ceiling windows with ocean views. The plant life: 12,000 plants, including 56 trees, some more than seven metres tall. The activities: on-board surfing, scuba diving, ice skating, shopping. And so the list goes.

Fain anticipates that the size of the vessel and the scope of activities and facilities will entice passengers on all budgets. Certainly he is encouraged by ticket sales despite the economic climate.

To accommodate all those people, the ship is divided into seven “neighbourhoods”, including Central Park and Royal Promenade. And there is no shortage of things to keep passengers entertained.

Among the attractions are an aqua theatre pool 5.4 metres deep, two rock-climbing walls, the obligatory casino and 21 swimming pools and jacuzzis. There’s also a carousel, ice rink, themed bars and restaurants, high-end shops, a nightclub, a Rising Tide bar that ascends three decks while you sip your martini, a wedding chapel, scuba diving lessons, two wave-flow riders for surfing, a jogging track, library and roaming entertainers.

Entertainment also includes stunt divers, swimmers and actors performing in the 50-metre-wide outdoor pool amphitheatre designed to seat 500 guests.

Royal Caribbean’s schedule has the first Oasis cruise starting in early December in Fort Lauderdale, Florida, with ports of call that include Charlotte Amalie in St Thomas, Philipsburg in St Maarten and Nassau in the Bahamas.

Ready for that voyage is Captain William Wright, who began his seafaring career aged 16 and has taken the helm of several new cruise ships on debut at Royal Caribbean.

He had a sneak peak at the ship’s performance during the pre-launch “floating out” ceremony last November.

“It’s clearly one of the most stable ships we have built,” he says. “The size has allowed us to … demonstrably increase the safety of the ship, which is really nice to know. It helps us captains sleep at night.”

Other safety features include smoke and heat detectors and a Hi-Fog water mist fire-extinguishing system.

The ship will have three doctors, five nurses and one medical assistant on board.

It is equipped with 18 life boats – or “rescue vessels”, as Wright prefers to call them – each with a toilet on board. “That’s a first, I can assure you,” he says (source: www.theage.com.au).

MaritimeJobSearch.com | Shipping, Transportation, and Engineering Jobs

Auriga Leader, a freighter developed by shipping line Nippon Yusen K.K. and oil distributor Nippon Oil Corp., took off from a shipyard in the western city of Kobe, officials of the two firms said.

The huge freighter capable of carrying 6,400 automobiles is equipped with 328 solar panels at a cost of 150 million yen (1.68 million dollars), the officials said.

The ship will initially transport vehicles being sent for sale overseas by Japan’s top automaker Toyota Motor Corp. The project was conceived before the global economic crisis, which has forced automakers to drastically cut production as sales dwindle.

Company officials said the 60,213-tonne, 200-metre (660-foot) long ship is the first large vessel in the world with a solar-based propulsion system. So far solar energy has been limited to supporting lighting and crew’s living quarters.

The solar power system can generate 40 kilowatts, which would initially cover only 0.2 percent of the ship’s energy consumption for propulsion, but company officials said they hoped to raise the ratio.

The shipping industry has come under growing pressure to take part in efforts to curb global warming, which is blamed on carbon emissions.

Estimates say maritime transport accounts for anything from 1.4 percent to 4.5 percent of the world’s greenhouse gas emissions. But the industry remains largely unregulated due to its international nature.

Nippon Yusen, Japan’s largest shipping company, has set a goal of halving its fuel consumption and carbon-dioxide emissions by 2010.

Resource-poor Japan has been looking for ways to reduce its dependency on foreign oil (source: news.yahoo.com).

The shipyard itself has been under construction, and delays in the yard development schedule have resulted in the delivery delay. Originally, an August 2009 delivery date was anticipated.

During high level meetings in China in early November 2008, SeaMetric received confirmation from both the shipyard’s top management and the President of PetroChina Liaohe Oilfield Company, the yard’s owner, that construction of the TML vessels is a high priority project. A promise was given to deliver the vessels according to a newly developed recovery plan.

The CPLEC shipyard has recently strengthened its organization by recruiting a number of experienced inspectors and managers. At present, there are around 1,000 workers at the yard. The cutting of steel, the welding of panels and the fabrication of blocks are all ongoing processes.

Investors in SeaMetric’s bond issue visited the shipyard also in early November 2008. These investors will be able to confirm the status of the shipyard, the construction process and the commitments given by the yard and the yard’s owners.

The shipyard has indicated that the vessels will be delivered without any cost increases for the vessel construction. In addition, SeaMetric has not identified any cost overruns for deliveries of the various types of equipment to the vessels. However, some increases in management and financing costs could be expected as a direct consequence of a delayed delivery.

SeaMetric’s TML System consists of the two TML vessels in addition to a number of lifting arms which are placed across the vessels. With eight lifting arms in place, four on each vessel, the TML System will be able to install and remove platform topsides and jackets weighing up to 20,000 tonnes (19,684 tons). Such marine heavy lifting capacity is not currently available in the world markets.

SeaMetric has received bids from a number of contractors for the construction of the TML lifting arm systems. Construction of the lifting arm systems will not start until the necessary financing is in place. Financing would most likely be triggered by SeaMetric winning a contract from an end user of the TML System.

SeaMetric has secured production slots for engines, generators and thrusters for four additional vessels, two further 140 meter (459 ft) long heavy transport vessels for a second TML System as well as two 180 meter (590 ft)  transport vessels. The potential orders for these further vessels would have to be executed through separate contracts.

The two TML vessels have a total remaining financing requirement of approximately US$85 million. One potential financing source would be loans from Eksportfinans, the Norwegian export credit agency. SeaMetric has received an offer of loans from Eksportfinans of up to NOK 352 million (US$50 million), covering Norwegian deliveries to the two vessels. The Eksportfinans financing is dependent on SeaMetric meeting certain financial obligations.

SeaMetric is evaluating a restructuring of the company whereby SeaMetric’s shipping assets (the shipbuilding contracts), would be transferred to 100 percent owned single purpose companies, making possible direct investment into the companies. SeaMetric officials note that the current financial market climate is extremely demanding, but they remain confident that the remaining financing for completion of the two TML vessels will be secured. SeaMetric is also confident that financing for the construction of the TML lifting arm system can be achieved on the back of a contract for the use of the TML System.

SeaMetric has generated considerable industry interest with the TML concept.

The TML concept involves two semisubmersible heavy transport vessels, with DP3 class dynamic positioning systems, living quarters and helidecks. Each vessel will be capable of carrying up to 25,000 dwt of cargo. When not used as part of SeaMetric’s TML System, the vessels may be used in the traditional heavy transport market and also in the markets for construction support, subsea construction and subsea intervention.

In September, SeaMetric entered into a global cooperation agreement with AMEC plc under which the companies will use their combined skills to provide offshore decommissioning services. In October, SeaMetric and AMEC issued a joint submission to the oil company BP for the Miller platform decommissioning. Contract award is scheduled for September 2009. In addition, preparation is ongoing for a joint submission with AMEC to Shell for the Brent D topsides removal.

SeaMetric is actively pursuing contracts for the TML System to be used in marine heavy lift projects worldwide. These activities are primarily directed towards the industrial and operational partners of the company’s two Memorandums of Intent (MoIs) and one Memorandum of Understanding (MoU), Mexican marine contractor Blue Marine Technology Group, CNOOC Offshore Oil Engineering Company (COOEC) in China and the British oil company Fairfield Energy Ltd. All three MoI/MoU partners have strategies in which the TML System will play a central role.

The MoI with Blue Marine concerns operations in Latin America. The shareholder’s agreement for a jointly-owned operating company for TML System operations in this region was signed in October 2008. Mexico’s state owned oil company Pemex has confirmed its acceptance of TML as a possible installation tool. Pemex has instigated a rebid for a tender for a living quarter platform installation in 2010 and SeaMetric is responding in cooperation with ICA Fluor or Swecomex. Other opportunities with Pemex for platform installations are being pursued.

China National Offshore Oil Corporation (CNOOC) has nominated SeaMetric’s TML System as its preferred heavy lift tool in its new 5-year strategic plan, and has demonstrated this by canceling the planned construction of a 16,000 tonnes (15,747 tons) crane vessel. CNOOC’s affiliate COOEC is currently conducting due diligence as preparation for signature of the shareholder’s agreement for a jointly-owned operating company for TML System operations in the North East Asia region. The establishment of this operating company in by the end of the year is on schedule. The joint SeaMetric/COOEC planning work for a major marine heavy lift project offshore China is still ongoing.

The MoU with Fairfield Energy concerns the use of the TML System in the decommissioning of Fairfield’s current and future platforms. The MoU also includes any future installation work for Fairfield. SeaMetric expects to sign Heads of Agreement for a contract with Fairfield before the end of the year. The final agreement is expected to be signed during 2009. The eventual contract date would be subject to Shell and DBERR’s approval of Fairfield’s abandonment plan (source: energycurrent.com).

The $65,000 study commissioned by the port in July last year could help the waterfront better position itself for federal funding to repair docks and other infrastructure knocked askew by Hurricane Ike on Sept. 13, officials say.

The study underscores what managers have known all along — that cargo and passengers moving through the port make jobs and generate revenue for support businesses.

“It tells me what we’ve been working on for a long time, the fruition of jobs,” said Gerald Sullivan, chairman of the Wharves Board of Trustees, the Port of Galveston’s governing board. “I’m really pleased about that.”

Where They Live

But there also were surprises, as the study offered new insight to where waterfront workers live.

Harbor-wide business cargo and cruise business generate 3,074 direct jobs, according to the study. About 42 percent of the workers live on the island, 15.8 percent in Dickinson and 14.7 percent in Friendswood, with the remainder around Galveston and Harris counties.

The Port of Galveston, which serves the offshore energy industry and operates the No. 4 cruise-ship terminal in North America, makes money by renting warehouses and docks to businesses, creating jobs for 338 unionized dockworkers who handle such cargo.

Cargo that generates the most direct jobs include bananas and fruit, 260; grain, 145; and farm equipment, 111.

Cruising Along

Cruise ships, which began sailing from the island eight years ago, generate about $5 million a year for the port and create big economic ripples in the region, according to the study. Based on 211 cruise ship calls last year, the island cruise industry generated $83.7 million in wages and salaries. Passenger and crew spending also converts into island jobs at hotels, restaurants and stores, according to the study.

Release of the study comes as Miami-based Carnival Cruise Lines passenger ships, which have been sailing from Houston since Hurricane Ike, return to the island Saturday. The port has repaired the Cruise Ship Terminal No. 1 and is working to repair its second terminal ahead of the Dec. 13 arrival of the 3,114-passenger Royal Caribbean’s Voyager of the Sea. The Voyager sails seasonally from the island.

The port is prepared to handle passengers Saturday when the 2,052-passenger Carnival Ecstasy resumes year-round, four- and five-day cruises from the island, officials said. The 2,974-passenger Carnival Conquest will begin year-round, seven-day sailing from the island Sunday.

‘Challenges Ahead’

Martin Associates based its report on 116 telephone interviews with port tenants, users and service providers. Those interviews were conducted before the storm.

Some tenants, including shipyard Gulf Copper Drydock & Rig Repair, which also generates about $5 million in yearly revenues for the port, have been out of commission as they await repairs to their buildings. The storm also damaged the grain elevator, which has not resumed operations. Port Director Steve Cernak said he expected all tenants to return by the year’s end, however.

“There are some challenges ahead,” Cernak said. “But we will retain our tenants and recover.”

During the hurricane, the port sustained damage to docks, warehouses, security equipment and levees that keep dredge spoils contained on Pelican Island. It had been on track to make a record $25 million in revenues this year. The port, which has insurance, still is calculating how the storm will change those projections.

Good timing

But it also is seeking help from the Federal Emergency Management Agency. Days after the storm, Mayor Lyda Ann Thomas, also a member of the port’s governing board, traveled to Washington, D.C., to ask federal lawmakers for $2.4 billion in disaster relief for Galveston institutions, including $500 million for the port.

Port officials commissioned the study to have an impartial assessment of what the waterfront contributes to the region, they said. They had planned to use it to secure federal funding for dredging projects. Port officials now plan to also present the study to FEMA to show the port’s importance to the region, Cernak said.

“The timing is a good thing,” Cernak said. “It will help us rebuild.” (source: galvestondailynews.com)

The sails that were being made as part on the reconstruction of the VOC ship Batavia were destroyed. Ten years of intense labor has been lost! Large parts of the buildings at the shipyards are also lost.

(source: telegraaf.nl)

Firefighters are doing their utmost to avoid that the fire misses replicas of the 17th century warship De 7 Provinciën and Bataviastad. Luckily, the replica of the Batavia has been saved from the fire.

In the area there were some loud bangs because of exploding gas tanks. The damage is in the hundreds of thousands.

The cutter suction dredger is characterised by its high level of reliability and its robust construction. In addition to state-of-the-art components and materials, a large number of innovative and sustainable systems are also used:

• New-generation hydraulic flexible spud carriage to increase workability
• IHC Cutter Special pumps for excellent suction power and efficient mixture transport
• Flexibly designed engines and a flexibly designed deck house to provide comfort in the accommodation and wheelhouse
• Environmentally friendly systems and accreditations, including the “green passport”

The vessel complies in all respects with the latest, more stringent regulations on emissions.

IHC Merwede is also building a new, very large trailing suction hopper dredger for Van Oord: the 32,000 m³ VOX DUBAI. The vessel is due to be launched in 2009. Van Oord has undertaken a major investment programme of more than EUR 1 billion. ‘A heavy-duty, self-propelled cutter suction dredger will be an important addition to our fleet,’ says managing director Pieter van Oord. ‘As a leading international dredging company, we are expanding our activities in the heavy cutter suction dredger market. Global long-term demographics and economic growth are leading to a growing demand for new land, ports and navigable waterways. It’s no wonder that Van Oord has a well-filled order book (source: vanoord.com)

Currently, IHC employs around 2,200 people at all levels. IHC is looking particularly (like anybody else in the industry) for technical people but need also sales and administrative people.

IHC received four orders for dredging ships from Angola and South Africa. Additionally, IHC received orders to built oil drilling ships.

IHC was splitt off in 2005 from platform builder SBM Offshore and booked a profit of 64.6 million and had sales of 774 million euro. IHC profits from the growing demand for oil and gas and shipping transportation and its infrastructure.

MaritimeJobSearch.com is looking forward to partner with IHC in order to find qualified and skilled manpower.