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April / May 2011


  • T&T SHIPBUILDER & REPAIR NEWS ISSUE #043 APRIL/MAY 2011. +1 (868) 384 - SHIP

  • T&T SHIPBUILDER & REPAIR NEWS ISSUE #043 APRIL/MAY 2011. +1 (868) 384 - SHIP

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  • T&T SHIPBUILDER & REPAIR NEWS ISSUE #043 APRIL/MAY 2011. +1 (868) 384 - SHIP

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    Diversifying our Economy, one Ship at a time... Editors note

    Sincerely, T&T Shipbuilding and Repair Cluster.

    Wilfred de Gannes. Deputy Leader.

    Dear Reader,

    1st Marine Engine & In-water Ship Display in Port of Spain, Trinidad

    Welcome to this April/May 2011 issue which is specially published for the Trade and Industry Convention (TIC2011). This event is organized by the Trinidad and Tobago Manufacturers Association (TTMA) and is being held in Port of Spain, Trinidad from June 15 -18, 2011. Our Shipbuilding and Repair Development Company, with the assistance of several of our industrial partners has willingly contributed to this 16 page, full colour print magazine. We hope that you will find this Special Edition a keepsake and we invite you to visit both our TIC2011 Trade Booth #80 and Marine Engine and In-water Ship Display alongside the port of Port of Spain (Berths #1 and #2) adjacent to the Hyatt Regency Trinidad and the International Waterfront Centre (IWC).

    History Created using ISO Shipping Containers for Advertising

    As an innovative leader in the maritime field, the Shipbuilding and Repair Development Company of Trinidad and Tobago Limited (SRDC) has created a bit of advertising history, by being the first organization in Trinidad to utilize standardized ISO Shipping Containers as structural support to their large format outdoor advertisement banner. The traditional use of scaffolding would normally have been an enormous cost, when one considers the amount of time and labour needed to mobilize and de-mobilise towards this advertisement for the four day TIC2011 event. Special thanks to the following organizations who assisted in making this a reality: Alstons Shipping (ANSA McAL Group), Heritage Designs & Developments Limited, National Infrastructure and Development Company (NIDCO), MSM Art Studio, Port Authority of Trinidad and Tobago (PATT), T&T Fire Service, T&T Police Service, William Marine Ltd. and Unlimited Power.

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    Technical Tidbits

    Understanding Sacrificial Anodes on Ships

    Corrosion is one of the greatest enemies of the ship and its machinery. It is also the toughest enemy to fight against for the people working on the ship. Iron is one substance which is used in abundance on the ship. From the main body of the vessel to the smallest piece of equipment used in operations, iron makes its presence felt throughout the entire ship.

    A ship is continuously in contact with water and with moisture laden winds, together they make it highly susceptible to corrosion. The outer body of the ship (mainly hull) is continuously in contact with water, making it extremely vulnerable to corrosion. It is for this reason sacrificial anodes are used to protect the parent material. In this article we will have a look at the working of sacrificial anodes on ship.

    It is to be noted that the sacrificial anodes which are protecting the parent material should lie higher in the electromotive series or galvanic series of metals.

    How Sacrificial Anodes Work?

    Sacrificial anodes work on the principle similar to electrolysis, according to which if an anode and a metallic strip are dipped in an electrolytic solution the anode electron will dissolve and deposit over the metallic strip and make it cathode.

    In the case of a ship, sea water acts as an electrolyte and transfers the electrons from the anode by oxidizing it over the steel plate and making a protecting layer. If the metal is more active it will be easily oxidized and will protect the metallic compound by making it act as cathode. The anode will corrode first sacrificing itself for the other compound and it is thus called sacrificial anode.

    Electromotive series or galvanic series metals

    Anode materials Magnesium (Mg) Aluminium (Al) Zinc (Zn) Chromium (Cr) Iron (Fe) Nickel (Ni) It can be seen from the table that for protecting iron any material in the above series is useful. These metals are preferred because they are easily obtainable and it is cheaper to replace the anodes rather than a large sheet of metal.

    The most common metals used for sacrificial anode is Zinc.

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    Technical Tidbits


    Frequency for Changing of Anodes

    The frequency for changing of anodes depends on the application where the anodes have been used. In case the anodes are attached to the ships hull, then they are to be checked during dry dock which takes place after 2 to 3 years. If the anodes are found completely corroded then anodes of bigger size should be fitted, for fully corroded means that the material used was of poor quality or a large amount of material is required to protect the hull. Generally, sacrificial anodes are changed at every dry dock.

    If sacrificial anodes are used for heat exchangers and it is found during inspection that the anode left is only 10% then it also has to be changed.

    How to assess if the Anodes are working properly or not

    During the inspection of heat exchangers or sea chest, if the condition of the anode is the same as when it was installed then it indicates that the sacrificial anodes are ineffective.

    The main reason for this is that the electrical continuity between the parent materials is not made. Because of this the parent metal starts getting corroded instead of the anodes. It is therefore important to check the electrical continuity during installation.

    University of Newcastle to study ocean chain corrosion with 450 tons of metal links

    The University of Newcastle in Australia just received a heavy delivery: 450 chains of metal anchor links, for use in a groundbreaking study into the way metal corrodes in warm tropical waters.

    The Newcastle Herald reported yesterday that the university received the links as part of an A$500,000 ($476,203) study into marine corrosion. The links were originally used to anchor heavy ocean borne machinery, like oil drilling rigs, to the seabed. Professor Robert Melchers said that the chains will be placed in the sea off the city of Darwin and the island of Tasmania, in "secure locations. "That's because last time the university attempted the study, volunteers on Clean Up Australia Day removed and recycled them, believing that they were ordinary rubbish.

    "This will help operators know when the chains will need replacing," Melcher said. "If the chains break, particularly during a storm, it can have significant implications like a disaster of some sort like we have just seen."

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    Maritime Careers


    A Woman Chief Engineer from Brazil describes her life on board

    Men have been dominating the Maritime Industry for quite some time now. Life on ship is no bed of roses and no one knows it better than a mariner. Climbing up the hierarchy level on ship is no childs play. It requires guts along with steady mental and physical strength. Being a Chief Engineer of a ship is a big deal; being a Female Chief Engineer is even a bigger one!

    Juliana is a 28 year old Female Chief Engineer, who works on an oil tanker from Brazil. She is one of the handful of female Chief Engineers in Brazil. The environment of an oil tanker is a tough one to work in and Juliana is one of the toughest chief engineers the company has. Her ship supplies fuel to other ships coming to the port and her job requires her to be on her toes all the time.

    Unlike most Chief Engineers who avoid getting dirt on their hands, Juliana loves to put her hands in grease. She changes oil filters of marine engines and attends all routine performance and maintenance needs. According to Juliana, her job is not something that other women cannot do. Though the work on ship requires considerable amount of physical strength, a trained woman officer can easily handle it. When asked the same question Juliana said, I think many things should be done not with force but with intelligence. Many men think that women do not have the capacity, but it is up to the women to prove these men wrong. And it is very much possible if there is enough dedication.

    Juliana wants women to explore several great opportunities that the shipping industry provides. She has been sailing as a Chief Engineer for last 2 years and she loves every bit of her job. She has sailed for as long as 45 days continuously from Brazil to China and she is very happy with the career choice she has made. To live this interesting life, she gets full support from her family. Her work involves constant traveling to new places, during which, she has made many new friends and visited several interesting places. Just like other mariners, she also has had her share of experiences. She often feels homesick and misses her loved ones. But at the end of the day, she loves the satisfaction she gets from doing something adventurous and unique.

    Juliana lives in Vitoria, Brazil with her family. Today, she is a mother to a beautiful 13 year old girl and balances her professional and personal life extremely well, of course with a little help from her family. According to her, a woman in the maritime industry liv es several lives simultaneously. She has to play the role of a mother, a wife, a girlfriend, a boss, and finally a warrior! Something not everyone can do!

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    Maritime History

    Five Famous Shipwrecks in the World

    R.M.S. TITANIC: The TITANIC (built 1911) was the largest cruise ship of its time. The Titanic was built in Ireland at the Harland and Wolff shipyard. It was considered to be the most developed ship of that era. However, as history tells us, the Titanic unfortunately sank after colliding against an ice-berg in its maiden voyage on the 14th of April, 1912. Around 1, 517 people lost their lives in one of the biggest marine tragedies.

    The process to seek out the Titanic wreck was carried out in the year 1985. Quite a number of artifacts have been removed from the ship wreck and they are displayed in the National Maritime Museum, in England.

    MS ESTONIA: The ESTONIA (built 1980) is one of the recent maritime incidents to have occurred. The ESTONIA by the German Shipyard Meyer Werft sank on the 28th September 1994 in the Baltic Sea. Some 852 people lost their lives in this horrifying incident, the causes of which were many and at the same time, controversial.

    The most commonly known reason for the accident is said to be the rough weather conditions that the ship encountered. However, certain other sources disregarded this reason and stated that because of the ships military involvement, bombs were planted by rival countries to destroy the ship. The shipwreck site is protected heavily. People are disallowed to approach the site because of the danger that might be caused to the wreck. Illegal diving near the wreck site is heavily penalized and punished.

    H.M.A.S. VAMPIRE: The original name of this ship was HMS WALLACE (built 1917). It was a British naval ship that was given to the Royal Australian Navy (RAN) as a loan in the year 1933. Its name was changed to HMAS VAMPIRE, that same year and was a very well-known warship. It was destroyed in the year 1942 by Japanese aircraft while it was trying to bring the aircraft HMS HERMES to safety from Trincomalee, Sri Lanka.

    ANDREA DORIA: The ANDREA DORIA (built 1951) was an Italian ship that sank after colliding with a Swedish ship MS STOCKHOLM in the year 1956, while trying to reach the port of New York City. However, in spite of the severity of the incident, not many lives were lost because of timely communication by the ships authorities. Today, the shipwreck is a very famous site for divers. In fact, the ANDREA DORIA shipwreck site is known as the Mt. Everest of Scuba Diving.

    H.M.S. VICTORY: H.M.S. VICTORY was launched in the sea in the year 1737 and met with an accident in the English Channel in the year 1744. The ship disappeared from sight at Channel Islands and for over 250 years, there was no sight of any remains of the ship. The shipwreck was discovered in the year 2008 by the Odyssey Marine Expedition of the United States.

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    Know the Sea Fact

    An average cruise ship has more than 16 miles of sprinkler piping, 5,000 sprinkler heads, six miles of fire hose, five fire fighting teams, 4,000 smoke detectors and 500 fire extinguishers.


    Ghost Ship (2002)

    When Canadian Air Force pilot Jack Ferriman recruits the team to investigate a mysterious vessel he has spotted floating adrift off the coast of Alaska in a remote region of the Bering Sea, they discover the remains of the fabled ANTONIA GRAZA, thought lost at sea for more than 40 years. It's a hell of a find. The salvage rights alone could be worth a fortune. And by the law of the sea, any vessel discovered on international waters can be claimed by whomever is fortunate enough to find her and skilled enough to haul her back to port.

    When the crew of the ARTIC WARRIOR board the ship and prepare to tow it to shore, strange things begin to happen. Maureen Epps claims to have seen a little girl on the stairwell while trying to save a crewmate from falling through the floor. Greer claims to have heard the singing of an unseen songstress in various places on the ship. Epps and Ferriman discover the corpses of another team of salvagers in the ship's laundry room. The crew decides to leave the ship but take the large quantity of gold that they find on board. Their tugboat explodes from a tank of propane that mysteriously is opened as the engine is started, killing Santos, who was trying to fix the boat, and leaving them stranded on the ghost ship in the Bering Sea.

    To view trailer online:

    Receive your very own TTSR Monthly Newsletter, on time, every time.

    TRINIDAD & TOBAGO SHIPBUILDER AND REPAIR NEWS is a leading S&R publication focusing on the local, regional and international ship repair industry. Every month (12 times a year), our publication seeks to highlight the various achievements, works in progress and related news articles from the shipyard and maritime sectors.

    To subscribe electronically, please contact us at: [email protected]

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    March 2011 Feb 2011 Jan 2011 Dec 2010 Nov 2010 Oct 2010

    Sept 2010 Aug 2010 July 2010 June 2010 May 2010 April 2010

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    To read article SHIP REPAIRS MOVES DOWN SOUTH, please click:



    Trinidad and Tobago Shipbuilder & Repair News is edited by T&T Shipbuilding and Repair Deputy

    Leader Wilfred de Gannes, and published monthly by the Shipbuilding and Repair Development Company of Trinidad and Tobago Limited. This newsletter is available complimentary via email.

    All rights reserved. No part of this publication may be reproduced, stored in a retrieval system,

    or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise without the prior permission of the publisher. Quotation(s) from the publication is

    allowable with appropriate credit.

    First Vessel Dry-docked at La Brea Fabrication Yard

    History was made in 2004 as BHP Billitons Kairi I platform became the first ever offshore structure to be fabricated locally at the La Brea Industrial Development Company Limited (LABIDCO) facilities at Brighton, La Brea. In 2011, they have done it again! At 7:00 a.m. on April 20, 2011, the NEC QUEEN sailed into the LABIDCO Dock on the high tide to become the first ever vessel to dry dock at the Fabrication Yard Facility in La Brea. The dock itself is part of the historic Port of Brighton where the first shipment of crude oil was exported from the old Brighton jetty in 1911. Now, 100 years later, the Port is still breaking new ground. In accordance with modern maintenance standards, NECs marine vessels undergo dry docking surveys and repairs to hull and machinery every two and a half years.

  • Quick Facts

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