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Vacationers stands in front of the wreckage of capsized 114,000-ton liner cruise liner COSTA CONCORDIA, near the harbour of Giglio Porto, Italy.

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T&T SHIPBUILDER & REPAIR NEWS www.tts-r.com

ISSUE #052 – JULY 2012. SKYPE: TT SHIPBUILDING AND REPAIR

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On Friday 20th July, 2012 Shipbuilding and Repair was featured as a focus area mentioned at the Diversification Conference held at the Hyatt Regency Trinidad. This high level Conference which was attended by several prominent Government Ministers from the Republic of Trinidad and Tobago looked into the development of a more viable and sustainable economic base focused on the creation of knowledge industries and higher valued goods and services, as the basis for achieving a greater level of international competitiveness. To read more about this Conference, please click: http://flic.kr/s/aHsjBh1rCq

T&T SHIPBUILDING & REPAIR (S&R) CLUSTER

Diversifying our Economy, one Ship at a time©...

Hello S&R Stakeholders, S&R FEATURED AT THE LAUNCH OF THE LOK JACK GSB HIGH-TECK EXPO SERIES.

To view additional photographs online, please click our link at: http://flic.kr/s/aHsjzQa37G HIGH LEVEL CONFERENCE ON DIVERSIFICATION

L-R: SRDC Chairman & CEO Wilfred de Gannes with Senator Dr. the Honourable Bhoendradatt Tewarie - Minister of Planning & Sustainable Development at the Diversification Conference to formulate a National Strategy for Diversification of the Trinidad and Tobago economy.

International Master in Business Development & Innovation (IMBDI) students attending the Lok Jack Graduate School of Business successfully presented their findings on Nanotechnology, which is the systematic construction in atomic and molecular dimensions. The students investigated the possible future of new ship coatings, utilizing this “breakthrough” technology. To view their presentation online, please click our YouTube link at: http://youtu.be/nl2jkCn3W_A

TOP PHOTO: IMBDI students, Mr. Ade Inniss-King, together with Ms. Kimberly Martins speaking on ‘Superhydrophobic Coatings & Nano-technology,’ as it relates to our Shipbuilding and Repair Industry at the launch of the Lok Jack GSB High-Teck Expo Series. BELOW PHOTO: SRDC Chairman & CEO Wilfred de Gannes (2

nd Right) with

IMBDI students, immediately following their presentation at the Lok Jack Graduate School of Business located in Mt. Hope, Trinidad and Tobago.



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Senator the Honourable Kevin Ramnarine, Minister of Energy and Energy Affairs, speaking on behalf of the Government of the Republic of Trinidad and Tobago (GoRTT) says a committee is being established to oversee the introduction of a special dye to identify subsidised diesel as part of the ministry’s effort to combat illegal fuel bunkering in Trinidad and Tobago. “We are putting together a committee right now which would consist of (representatives) from Petrotrin, National Petroleum Marketing Company, the Ministry of Energy and the Bureau of Standards and possibly the Petroleum Dealers’ Association,” Ramnarine said. The dye plan was first mentioned four months ago during a post-Cabinet news conference held at the Office of the Prime Minister in St Clair on March 22, 2012.

Sen. the Hon. Kevin Ramnarine, Minister of Energy and Energy Affairs.

DYE TO IDENTIFY SUBSIDISED DIESEL TO COMBAT ILLEGAL FUEL BUNKERING Do continue to enjoy your summer! Sincerely, T&T Shipbuilding and Repair Cluster.

Wilfred de Gannes. Deputy Leader.



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http://www.totalofficeltd.com/new/

www.maritimepreservation.net/



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CNG: THE MISSING LINK FOR NATURAL GAS TRANSMISSION

Pity the poor North Slope of Alaska…

The region produces 600,000 barrels of oil a day, accruing millions of dollars for the state’s treasury as the crude is pumped through the Trans-Alaska Pipeline System. But its 35 trillion cubic feet in natural gas reserves are essentially a wasted resource.

For years, Alaskan authorities hoped a 1,700-mile natural gas pipeline, costing up to $40 billion by some estimates, might be the answer for tapping U.S. energy demand. Alas, gas in the Lower 48 is too cheap, and the pipeline too expensive. The overland-to-Alberta project was scrapped earlier this month. For now, the North Slope’s gas reserves remain in the ground, without a viable way to get to market.

It’s not just Alaska’s problem…

Stranded Gas

A 2007 EIA study concluded that, out of an estimated 6.1 trillion cubic feet of global natural gas reserves, roughly one-half is considered “stranded.” Remote and lightly populated regions like eastern Canada, northern Australia, Vietnam, Indonesia and parts of Russia’s Siberia are all mentioned as having massive reserves of stranded gas.

And then there’s the problem of “associated gas.” That’s the name drillers give for the stuff that comes up the pipe in oil drilling operations. In 2010, one French oil company estimated that 30% of its greenhouse gas emissions – about 15 million metric tons of “carbon equivalent” – were the result of flaring off associated gas at its drill sites. There just isn’t an economical and safe way to do anything else but burn it as a waste by-product.

But new transport and storage technologies for CNG might just offer new answers to these old problems.

Enter the Coselle

With the Coselle™ System the ships provide the immediate gas storage and off-take for the customer.



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Coselle ™ stands loosely for “coiled pipe in a carousel.” It’s being commercialized by Alberta-based Sea NG. What exactly is the system? Imagine a giant hexagonal-shaped garden hose reel, around 50 feet wide and 10 feet tall. Let’s fill that “reel” with 13 miles of tightly wrapped six-inch diameter steel pipe, capable of holding four million cubic feet of compressed natural gas. That’s “a Coselle.” If you stack a bunch of these “Coselles” inside the hull of a specially-built “Coselle Ship,” you have a vessel capable of carrying up to 500 MMcf of CNG.

That’s smaller than what an LNG ship carries. But here’s the trade-off: LNG requires a large technical infrastructure, mainly because of the liquefaction facilities necessary to convert the gas to liquid form. Liquefaction plants are the biggest cost component of any LNG project, with a price tag of up to $4 billion. For those reasons, LNG ships are used mainly for high volume, high-demand shipping routes. CNG ships of the kind envisioned for these new transport technologies are positioned for shorter, lower volume transits of up to 1,200 miles.

Sea NG has developed a range of construction ready designs for Coselle™ ships to suit customer’s project requirements. Sea NG ships are designed to ensure safe, efficient and reliable CNG shipping.

So are Coselle-equipped ships the “missing link” to the problem of stranded natural gas? Perhaps. Sea NG is a private firm, but it has two publicly-held heavyweights in pipeline and ocean transport: Enbridge (NYSE: ENB) and Teekay Corp. (NYSE: TK) as investors.

It’s also why gas drillers and other companies are looking with intense interest at this CNG-based transport and storage technology:

• PLN (Indonesia’s state-run power company) signed a deal in January to transport natural gas, via CNG ships, to a peaking plant on the island of Lombok. The first shipments are scheduled tentatively for 2013.

• Centrica Energy (UK) is weighing the use of CNG ships for transport from its gas fields in offshore Tobago. Neighbouring Trinidad has an LNG facility, but concerns about its capacity, and the shipping distance for processing, has Centrica looking at CNG instead.

• Husky Energy (Canada) sees CNG as “the leading technology at present” to get natural gas from its fields off Newfoundland, where the company believes it has reserves of 2.3 trillion cubic feet.



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Nor is Sea NG the only company out there pushing a CNG solution to the problem of stranded gas. A rival firm, Houston-based EnerSea Transport LLC, has a patented system called VOTRANS ™ which claims to transport larger volumes and lower operating pressures by optimizing the pressure and temperature conditions of the stored gas. EnerSea is backed by a Mitsui & Company Ltd., K Line Shipping (a Japanese shipping giant), Citigroup and Singapore-based Tanker Pacific.

Keep in mind, CNG ships as a concept have been around for years, but always with what’s called a “bottle” design. If you think of a series of immensely tall steel tanks – giant versions of the propane tank in your barbeque grill – that can fit in the hull of a ship, you get the idea. The drawback of a “bottle ship” is the cost and complexity of all the valves and piping, so each tank can be filled and drained, independent of all the others.

These new-generation gas technologies, on the other hand, are designed to make a CNG vessel much cheaper to build and operate. The American Bureau of Shipping, which sets the design, construction and operational standards for marine vessels and offshore platforms, has already approved designs for ships fitted for Coselle and VOTRANS technology. The main question now is when the first of these new ships is commissioned and built to tap into the world’s reserves of stranded gas.

To view Coselle™ CNG shuttle transportation, please click: http://youtu.be/SXfxDlymtVg

http://youtu.be/SXfxDlymtVg



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www.lr.org/

http://www.mandieselturbo.com/



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WÄRTSILÄ TO SUPPLY DUAL-FUEL ENGINES FOR CHINA’S FIRST LNG POWERED TUGS Wärtsilä, the marine industry’s leading solutions and services provider, is to supply the main engines for two environmentally sustainable tugs being built for CNOOC Energy Technology & Services Limited (CETS), a subsidiary of the state-owned China National Offshore Oil Corp. (CNOOC).

The vessels will each be powered by two 6-cylinder Wärtsilä 34DF in line dual-fuel engines.

The vessels are the first in a planned series to be fuelled by liquefied natural gas (LNG), and will be the first tugs in China ever to be operated on gas. These will also be the first tugs globally to take advantage of the dual-fuel benefits offered by the Wärtsilä DF engine technology. The contract was signed in the beginning of July 2012 and the order is included in the third quarter 2012 order book.

The strategy of CNOOC is aimed at achieving more clean energy in its operations, and the Wärtsilä dual-fuel engine solution fits this profile perfectly. The low emission levels made possible by this technology is particularly beneficial for vessels operating close to population centres, as tugs frequently are, while the high fuel efficiency enables lower operating costs.



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These 6500 bhp tugs will operate along China’s coastline, and will be fuelled from the company’s own bunkering terminals.

“We are delighted to be co-operating with CNOOC in supplying the main engines for these gas fuelled tugs. It is a landmark project that is very much in line with the marine sector’s key targets of achieving greater sustainability with better fuel efficiency. We endorse CNOOC’s strategic move towards cleaner energy and the use of LNG as a marine fuel, which is precisely in line with Wärtsilä’s own strategy,” says Aaron Bresnahan, Vice President Wärtsilä Ship Power Specials.

The vessels will each be powered by two 6-cylinder Wärtsilä 34DF in line dual-fuel engines. Delivery is scheduled at the beginning of 2013, and the first of the tugs is expected to be delivered in June 2013.

Wärtsilä dual-fuel (DF) engines

Wärtsilä’s advanced dual-fuel technology was first launched in the early 1990s for use in land-based power plant applications. The first marine installation came a decade later. The technology enables the engine to be operated on either natural gas, light fuel oil (LFO), or heavy fuel oil (HFO), and switching between fuels can take place seamlessly during operation, without loss of power or speed. This ensures safety and continuous installation operability. Wärtsilä DF engines are designed to have the same output regardless of the fuel used.

The fitting of Wärtsilä DF engines onboard the first LNG Carriers in 2006 set a trend in the industry. Since that introduction, 65 percent of all new LNG Carriers have been fitted with Wärtsilä dual-fuel engines. One of the reasons for the strong success of this particular engine over the alternatives is its superior propulsion efficiency. The clear environmental advantages that operating on gas allows, is another factor in the success of this technology. When operating in gas mode, the nitrogen oxide (NOx) emissions are at least 85 percent below those specified in the current IMO regulations, and CO2 emissions are some 25 percent less than those of a conventional marine engine running on diesel fuel. Additionally, the sulphur oxide (SOx) and particle emissions are negligible at almost zero percent.

Wärtsilä has recently achieved the notable milestone of supplying dual-fuel propulsion engines to 100 Liquefied Natural Gas (LNG) Carrier vessels. As of end May, Wärtsilä has sold some 720 DF engines, and has accumulated more than 5 million running hours of experience with this technology.

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INTERNATIONAL NEWS

Shell Launches Breakthrough Engine Oil for Shipping - July 31, 2012

Shell launched Shell Alexia S4, its most innovative marine engine oil in a generation. Unlike conventional cylinder oils, it can be used across a wide range of vessel and engine types, fuel specifications, loads and climates - from the Antarctic to the Amazon to the Suez Canal. This means vessels no longer need to carry multiple oils. Shell Alexia S4 also works effectively at any vessel speed, including slow and ultra-slow especially important to modern ships that have to vary speeds to reduce fuel consumption and meet strict timetables. "Shell Marine Products has a proud heritage of working with our customers for over 100 years. We have developed a smarter engine oil to meet the evolving needs of the modern shipping industry," said Surinderdeep Singh, General Manager of Shell Marine Products. "Shell Alexia S4 offers operational simplicity, cost reduction potential and proven performance under tough conditions." The new formulation better protects engines, which can reduce maintenance and oil use, and reduces the need to shut down engines for repair. All this can deliver simpler operations and lower costs to today's vessel operators, facing a competitive market and increasingly tougher emissions regulations.

Nigeria needs State Ship Funding - July 27, 2012

Nigeria needs state ship funding to support the country's shipping sector through modern vessels and lifting of crude oil and petroleum products, said shipping council. At the fifth Nigeria International Maritime Ports and Terminals Conference and Expo, the Nigeria Shippers' Council executive secretary Adamu Biu called for a budget allocation to encourage growth started by port reform programmes in 2006-2011 which increased vessel calls many times. "Similarly, the cargo throughput increased from 46,150,518 tonnes in 2006 to 82,763,384 tonnes in 2011," said Captain Biu, reported the Nigeria Guardian.

"Bearing in mind that Nigeria generates more than 60 per cent of the cargo throughout West and Central Africa vis-a-vis her large population and extensive coastal line, it is imperative that shipping should contribute reasonably to the growth of the national economy." A first step is in the enforced payment of all ocean-going vessels doing business in Nigerian waters by the Nigeria Maritime Administration and Safety Agency (NIMASA) in part to fund the cleanup of polluted Nigerian waters, said its director-general Patrick Akpobolokemi.



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More Owners forming OSV Companies for Brazilian Market - July 17, 2012

Petrobras continues to invest heavily in the infrastructure it needs to bring oil up from its deepwater, pre-salt oil fields. Overall, investment is expected to top US$1 trillion over the next 10 years (out of total world spending on oil and gas of US$3 trillion). A large percentage of the money that Petrobras plans to spend will go on chartering in Offshore Support Vessels (OSVs) – probably a minimum of US$2.5 billion each year.

Hercules of Korean Shipbuilding - July 12, 2012

Samsung Heavy Industries recently achieved a new milestone, successfully carrying a block that weighed as much as 9,283 tons – equivalent to the combined weight of 133,000 adults of average weight, this is the heaviest block ever built in the global shipbuilding industry. Building gigantic structures of the size of apartment buildings or bigger, and putting them together with top-level precision require advanced technology and facility. Super-size cranes to lift them are also a must. The Megablock technique is not the only example of Samsung Heavy Industries challenging the conventional method of building ships. While most ships are built on shore and have to be later moved to the sea to be launched, Samsung has long adopted the “offshore floating dock,” which allows building vessels off shore for a quicker launch. Samsung Heavy Industries says it boasts the world’s No. 1 share in drill ships, ultra-large container ships, LNG (liquefied natural gas) carriers and FPSO (floating production storage and offloading). And building on this specialty, it is expanding its leadership in offshore facilities including fixed platforms and LNG-FPSOs. Panama Canal Authority confirms 6-month delay - July 3, 2012

The Panama Canal Authority's US$5 billion expansion project has fallen six months behind schedule, which could mean that the new locks will not be operational until 2015, authority officials announced on national television. "The company is trying to catch up with lost time,'" said Alberto Aleman Zubieta, the authority's chief executive officer. Problems arose late last year when officials determined that the concrete for the project did not meet specified standards. The project was originally slated for completion in October 2014. Expansion will build a new lane of traffic along the Panama Canal through the construction of a new set of locks, which will double tonnage capacity and allow the transit of much longer, wider ships through the waterway.

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PROPELLER TECHNOLOGY TO MAKE YOUR SHIP MORE EFFICIENT

From 1st January 2013, all ships over 400GT on international voyages will be required to carry a Ship Energy Efficiency Management Plan (SEEMP), detailing the operational and technical measures that will be implemented on board to improve

efficiency and therefore reduce fuel consumption.

MEWIS DUCT - Based on hydrodynamic statutes, the duct combines very consequentially different theories of fluid dynamics. Final true scale tests have proven the enormous fuel saving

potential of the product of up to ten percent.

Appendages to the propulsion system at the stern of a vessel can offer ship owners and operators an easy and relatively painless solution to improving fuel efficiency without the need to order new and expensive ‘eco-ships’. With many products offering the prospect of a relatively short return on investment, the path to greater sustainability can be embarked upon sooner rather than later.



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The ability to improve propulsive efficiency with mechanisms and devices added in front or astern of the propeller, is currently one of the surest ways to save fuel on a ship; many of the devices are well-developed and tested with extensive in-service data to support the claims and marketing hype of the manufacturers.

Propeller efficiency comes down to simple physics; unfavourable wake flow from the hull into the propeller as well as energy losses from propeller rotation will reduce the potential thrust that can be gained from a propeller functioning in fully optimised conditions. In an effort to counteract this, appendages and supplements to propeller systems have been invented to create the conditions that are most conducive to obtaining maximum thrust from the propeller.

Ducts, fins, nozzles, bulbs and an array of other devices exist to propel vessels at reduced power and faster speeds.

One of the oldest and yet most enduring of propeller appendages, the Kort Nozzle, has proved the inspiration for many of the devices that are available on the market for commercial vessels nowadays. The Kort nozzle was named after its German inventor, Ludwig Kort, who demonstrated in the 1930s that encasing a propeller with a foil-shaped covering could improve propeller efficiency on vessels.

Nowadays , the Kort nozzle is still actively employed on vessels but only those that require high thrust and travel at slow operating speeds, such as tugs and trawlers. This is because the nozzle actually adds drag and at speeds above 10 knots, can negate the additional thrust it provides for the propeller.

However, over the last decade or two, technology has progressed to allow larger commercial vessels, such as tankers and container vessels, to benefit from the science behind the Kort nozzle, which is fundamentally based on accelerating the flow of water into the propeller, thus reducing pressure and propeller thrust.

The Mewis Duct and Wake Equalizing Duct (WED) are two examples of fore-propeller appendages that are based on the essential science of the Kort nozzle but have been adapted for the larger scale commercial vessel.

Since its introduction to the market in 2010, the Mewis Duct has gained attention from ship owners and builders alike; 62 vessels are currently fitted with the Duct with a further 250 on order. One tanker operator in 2011, after seeing power savings of 6% achieved in model tests overseen by MARINTEK, had sufficient confidence in the device to sign a contract for 22 tankers to be fitted with it. Other known ships to have employed the duct are bulkers and container feeder vessels.

THE KORT NOZZLE



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Of course, at a time when balance sheets are the primary concern of many businesses, the investment needs to be the right one with a manageable and balanced element of risk attached. With the Mewis Duct, an innovative approach to neutralising this risk has been adopted by Becker Marine to instill confidence in the buyer: the company offers a form of guarantee for the performance of the device by promising a full refund of installation costs and cancellation of contracts if the device does not give fuel savings of at least 4.5%. If such savings are achieved, the ROI is usually one year or less for the device.

For additional understanding of the exact savings that can be achieved with different vessel types, try the CTech fuel savings calculator. A more mature product on the market from the 1980s, Schneekluth’s Wake Equalizing Duct (WED) has seen over 1,500 applications to marine vessels. Also placed to the fore of the propeller with the aim of accelerating water in-flow, it is ideally suited to vessels with full hull forms, such as tankers and containers operating under 19 knots.

Schneekluth confidently advertises an optimum saving of 12%. However, the key to fuel savings claims made by manufacturers is to have them supported by in-service data from ship operators already employing the technologies. The headline 12% saving is primarily based on model tests that were conducted on E3 tankers in the Hamburg Ship Model Basin, HSVA, where an 11.8% reduction was recorded.

Evidence of the savings potential in real-time operation is far lower than this headline figure, with Hamburg Süd documenting fuel savings of 3.5% across four 2,500 TEU vessels fitted with the device. Despite representing a far lower percentage than the optimum saving potential, a 3.5% reduction still signifies a noteworthy annual fuel reduction of 550 tons per ship according to the container shipping company.

Ducts are however not the only devices that can be added in front of a propeller to improve efficiency; DSME’s Pre-Swirl Stator offers an alternative to the water channeling effects of ducts and nozzles.

In development for more than a decade, the Pre-Swirl Stator, which consists of a number of stator blades attached to the boss end of the hull in front of the propeller, actually adds to the ship’s resistance instead of increasing forward thrust. However, the asymmetric swirl generated by the blades creates a more favourable wake in which the propellers can rotate, thereby increasing efficiency.

As with the ducts, the device is especially suitable for the larger hull forms, evident on container and tanker vessels. Its first installation on a 320,000 DWT VLCC, owned by Kristen Tankers who have since been rebranded as Maran, saw fuel consumption reduced by 4% and that with a slight increase in speed as well.

THE PRE-SWIRL STATOR



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Equally efficient and cost effective, both in installation and operation, are devices that can be placed to the aft of the propeller. Two of these devices, the Propeller Boss Cap Fin (PBCF) and Propeller Cap Turbine (PCT), can be added to the propeller’s rear in place of the normal boss cap; both perform the identical function of recapturing some of the rotational energy generated by the propeller.

The Propeller Boss Cap Fins consists of small fins attached to the propeller cap whilst the Propeller Cap Turbine (PCT) comprises a number of hydrofoil shaped blades integrally cast into the hub cap.

The PBCF, first developed and manufactured at the end of the 1980s, has had over 2,000 installations worldwide, and is perhaps evidence that the manufacturer’s savings claims of 3-5% are credible. Indeed, one large worldwide tanker company has verified these results; they did however note that the PBCF’s effectiveness was reduced at slower steaming speeds.

Along with the fore-propeller appendages available on the market, the PBCF and PCT are relatively low-cost and non-complicated additions to a propulsion system. Indeed the operator that spoke with Fathom stated that the return on investment on the PBCF came within the first year, whilst attachment of the device to the propeller was completed within two days without the need to dry-dock.

So, it is apparent that fuel savings are achievable from the implementation of appropriate yet fairly simple and easy-to-install devices. With the ever increasing cost of bunker fuel, these devices now offer short return-on-investments, firmly establishing their business case.

Without the need to send a fleet to scrap and invest in new eco-design ships feeling their way on to the market, proven propeller appendages, both mature and new, are currently available to help drive costs down and improve the long-term outlook for owners and operators.

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PROPELLER BOSS CAP FINS

https://www.facebook.com/pages/Maritime-Preservation-Limited/176663539048076



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OSX BRASIL OBTAINS $1.3B FINANCING FOR SHIPYARD Brazilian oil-field services company OSX Brasil SA, part of Brazilian businessman Eike Batista's industrial empire, said it had obtained 2.7 billion Brazilian reais (US$1.3 billion) in loans to complete construction of a shipyard.

Açu Shipbuilding Unit once it is completed, will be the largest shipyard in the Americas.

The financing comes from Brazil's Merchant Marine Fund via two equal BRL1.35 billion loans from state-run banks Caixa Economica Federal and the Brazilian National Development Bank, or BNDES, OSX said.

The loans will be used to complete OSX's shipyard at the massive Acu port complex in northeastern Rio de Janeiro state, under construction since July 2011. OSX is part of a rebirth in Brazil's shipbuilding sector, driven by expected demand for ships, platforms and drilling rigs as the country develops recently discovered oil fields off the country's coast. Brazil was once one of the world's largest shipbuilding countries before an economic downturn in the 1980s caused the sector to nearly shut down.

Seńor Eike Batista



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OSX is positioning itself as a significant player in the renaissance of Brazil's shipbuilding industry, one of a series of new shipyards under construction to meet demand for oil platforms and drilling rigs the government wants to build in the country. Oil companies operating in Brazil are obligated to use a certain percentage of locally produced goods and services under strict local content rules.

The shipyard is expected to start operations in the first quarter of next year. OSX Construcao Naval already has orders for 16 vessels for offshore oil and natural gas production, the company said.

The Merchant Marine Fund financing will allow OSX to pay off a $228 million bridge loan obtained earlier this year from the BNDES by the OSX shipbuilding unit OSX Construcao Naval. The bridge loan was for a period of 18 months at an approximate interest rate of 5.4%. The loan was expected to be paid off in 18 months or after the first disbursement from the BRL2.7 billion Merchant Marine Fund loan, OSX said in January.

The BNDES and Caixa loans each carry a repayment period of 21 years.

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“If your ship doesn’t come in, swim out to meet it!” - Jonathan Winters

www.insurance.co.tt/



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IRAN LAUNCHES FIRST DOMESTICALLY BUILT OIL TANKER FOR THE BOLIVARIAN REPUBLIC OF VENEZUELA Iran launched its first of four domestically-produced Aframax oil tankers into the Persian Gulf. They are being built for the Venezuelan state oil company.

The Aframax size tankers each cost about US$52 million.

The ship capable of carrying up to 113,000 tons of oil – was built by the Iranian Marine Industrial Company (SADRA) during a two-year span. It will be delivered by late September. The tankers will each cost about US$52 million.

This Aframax tanker is one of the first export shipbuilding activity of Iran; a SADRA representative stated that they would like to continue the trend by attracting more customers.

The remaining three vessels are to be built in the upcoming months as part of the 2007 contract signed with Venezuela. The full contract is worth an estimated US$278 million.

Iran currently has about 40 operating oil tankers, but the fleet is primarily comprised of supertankers bought from foreign shipbuilders.



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Launching of 113000 dwt (Aframax) Oil tanker by the Iranian Marine Industrial Company (SADRA)

Iran Marine Industrial Company (SADRA) started its operation in 1968 in Bushehr, with the goal of developing Shipbuilding and Ship repair.



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http://www.qmstt.com/



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MARITIME INDUSTRY WEB LINKS

AUSTAL- www.austal.com/ CONRADO BEACH RESORT LIMITED - www.conradotobago.com/ COMPREHENSIVE INSURANCE BROKERS - www.insurance.co.tt/ COSTA CRUISES - www.costacruise.com/ FT FARFAN LIMITED - www.ftfarfan.com/ LOK JACK GRADUATE SCHOOL OF BUSINESS - lokjackgsb.edu.tt/ MARITIME PRESERVATION LIMITED - www.maritimepreservation.net/ MINISTER OF PLANNING & SUSTAINABLE DEVELOPMENT (GoRTT) - pesrga.gov.tt/ NEW LA BREA VISION - www.facebook.com/New-La-Brea-Vision/ NEW LA BREA VISION - www.issuu.com/newlabreavision/ OSX BRASIL SA - www.osx.com.br/ QUALITECH MACHINING SERVICES LIMITED - www.qmstt.com IRANIAN MARINE INDUSTRIAL COMPANY (SADRA) - www.sadra.ir/ SAMSUNG HEAVY INDUSTRIES - www.shi.samsung.co.kr/eng/ SEA NG - www.coselle.com/ SHOES INDUSTRIAL SUPPLIES LIMITED - www.shoesind.com/ T&T SHIPBUILDING & REPAIR - www.tts-r.com/ T&T SHIPBUILDING & REPAIR - www.flickr.com/photos/ttshipbuildingandrepair/sets/ T&T SHIPBUILDING & REPAIR - http://tt.linkedin.com/in/shipbuildingandrepair T&T SHIPBUILDING & REPAIR - www.youtube.com/user/degstt T&T SHIPBUILDING & REPAIR - www.issuu.com/shipbuildingandrepair TOTAL OFFICE LIMITED - www.totalofficeltd.com WÄRTSILÄ - www.wartsila.com/ ZF MARINE - www. zf-marine.com/

************************ Blue highlighted links indicate additional websites added in this month’s newsletter. Red highlighted links indicate Advertisers for the current issue.



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FOR YOUR INFORMATION

To read ‘ELEVEN STATE-OWNED COMPANIES SLATED FOR TRANSFER’ article,

please click: http://www.newsday.co.tt/news/0,163635.html

************************ CONTACT INFORMATION

Mr. Wilfred de Gannes, Deputy Leader, T&T Shipbuilding and Repair Cluster, Post Office Box 2853, Chaguaramas, Trinidad and Tobago. Tel: +1(868) 753-6057

Fax: +1(868) 662-6326 Skype: TT SHIPBUILDING AND REPAIR E-mail: [email protected] Website: http://www.tts-r.com

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.

T&T STATE-OWNED COMPANIES TO BE TRANSFERRED FROM STATE TO PRIVATE SECTOR.

The Government has identified 11 state-owned companies which were being considered for transfer from the State, to the private sector, by way of Public Private Partnerships (PPPs).

Finance and the Economy Minister, Larry Howai, said a number of these projects would begin within the next two years in areas of infrastructure, including highways, hospitals, medical centres, ferry services, ports, and wastewater

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http://www.shoesind.com/



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www.austal.com



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www.ftfarfan.com

newsletter 052

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