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Volume 16 - Issue 3 - August / September 2018

The Official Journal of the International Association of Shiprepair Agents

– www.shipandoffshorerepair.com

Volume 16 Issue 2 –

Front Cover: This issue’s Front Cover shows a North Sea shuttle tanker under repair in Denmark’s FAYARD, Munkebo. FAYARD is among Northern Europe’s largest shiprepair yards and as such is involved in large scale repair and conversions – on a project basis as well as size of ships.

4 Repairs

12 Shipyards

18 Offshore

26 Services 30 Underwater Repairs

36 Paints & Coatings

40 Machinery

54 Emissions

58 Ballast Water Management

61 Containerships

64 Northern Europe

79 Agents / People

80 Dockgate

82 Agents Contact Directory

FRONT COVER

Although every effort is made to ensure accuracy and reliability of the material published, Ship and Offshore Repair Journal cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements.

©2015 Ship and Offshore Repair Journal. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers.

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Ship and Offshore Repair Journal is published bi-monthly by A&A Thorpe, Office Suite 3, Enterprise House, Kings Road, Canvey Island, Essex SS8 0QY, UK.

Telephone: +44 (0)1268 511300 Web: www.shipandoffshorerepair.com Email: [email protected]

EDITORAlan Thorpe, A&A Thorpe, Office Suite 3, Enterprise House Kings Road, Canvey Island, Essex SS8 0QY, UK. Telephone: +44 (0)1268 511300 Email: [email protected] DEPUTY EDITOR Paul Bartlett Telephone: +44 (0)1844 273960 Email: [email protected]

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A website is available for readers to find out the latest details about SORJ (Ship and Offshore Repair Journal). Details of upcoming features, ship descriptions, news and back issues are available as are all details of how to contact this office or any of the staff of SORJ.

Welcome to the August/September edition of SORJ (Ship and Offshore Repair Journal). The recent SMM event in Hamburg, which is far too large, highlighted to problems to be experienced with the proposed 2020 sulphur cap. Engine manufacturers and fuel suppliers are in a quandary, both sides of the industry saying that there will not be sufficient supplies available. Meanwhile, the marine equipment industry is pushing its ‘scrubber’ solution along with the many companies pushing LNG as a legitimate alternative. The problem of an insufficient infrastructure for the supply of LNG is another problem facing the industry. Meanwhile, the use of LPG as a marine fuel may be more practical solution (certainly on a infrastructure question). Alan Thorpe

SORJ (Ship and Offshore Repair Journal)


Cruise vessel and BWM contracts for Sembcorp MarineCelebrity Cruises’ 2000-built 90,940 gt Celebrity Millennium will drydock at Singapore’s Sembcorp Marine Admiralty Yard in Sembawang for a 35 day refit in January 2019. The work to be carried out is part of Celebrity Cruises’ US $550m ‘Celebrity Revolution’ fleet wide upgrade programme for the nine vessels in its Millennium and Solstice classes, to bring the vessels into line with the latest fleet addition, Celebrity Edge. The upgrade of all nine vessels will be completed by 2023. Meanwhile, Sembcorp Marine has won its biggest green technology retrofits contract to date, awarded by Maran Tankers for the installation of marine scrubbers and BWM systems on 13 of the Greek owner’s vessels. Under the contract, four suezmax tankers will be fitted with marine scrubbers and BWM systems between the third quarter of 2018 and the fourth quarter of 2019, while a further nine VLCCs will have marine scrubbers installed between May 2019 and February 2020. The installation of 13 marine scrubbers and four BWM systems in total will take place at Sembcorp Marine’s Tuas Boulevard Yard and Admiralty Yard. Since the entry into force of IMO’s MWMC during 2017, and with the 0.5% global fuel sulphur cap taking effect on Jan 1st, 2020, Sembcorp Marine has been actively marketing its turn-key green technology retrofits solutions. These solutions include project management, vessel survey, integration design engineering, green technology equipment supply and retrofitting services conducted within scheduled

vessel drydockings. Commenting on the contract given to Sembcorp Marine, Maran Tankers said, “Sembcorp Marine Repairs & Upgrades was selected to be our partner for scrubber and BWM system installations as they have demonstrated the ability to work in tandem with us right from the project’s initial phase, showing dedication and commitment to resolve challenges as a team. We are confident that this partnership will be the blueprint for a successful fleet retrofitting programme and we thank them for their enthusiastic and spirited efforts thus far. We look forward to a successful collaboration.” “Sembcorp Marine’s breakthrough green technology retrofits contract from Maran Tankers is testimony to our expertise and trusted experience in a highly competitive market,” said Sembcorp Marine Head of Repairs & Upgrades Alvin Gan. “We thank Maran Tankers and its parent company, the Angelicoussis Shipping Group, for choosing Sembcorp Marine as a key partner in executing their scrubber and ballast water management system retrofitting programme. We appreciate their confidence in our capabilities.” With the latest contract from Maran Tankers, Sembcorp Marine now has an installation track record of four marine scrubbers and 23 BWM systems. Its green technology retrofits customers include ASP Shipmanagement, ASEAN Cableship, Carnival Corporation, Chevron Shipping, KLC Shipping, MOL Shipping, Naftomar Shipping, Petroleum Geo-Services, Solvang Skibs and Wilhelmsen Ship Management. Sembcorp Marine’s own Semb-Eco LUV BWM System received the Outstanding Maritime R&D and Technology Award at the 2017 Singapore International Maritime Awards for its highly energy-efficient and

environmentally-friendly ballast water treatment solution. Semb-Eco LUV expects to receive the USCG Type Approval certification in the coming months. It is the only BWM system to be researched, developed, manufactured and factory-tested in Singapore.

Cruise contract for NavantiaIn a major coupe for Spanish shiprepair industry, Navantia Cadiz will carry out the two month US$200m upgrade of Carnival Cruise Line’s 1999-built 101,509 gt Carnival Triumph in the first quarter 2019. Following return to service, the vessel will be renamed Carnival Sunrise. This is the first time that Navantia has carried out an upgrade project for this operator. Work will start on Carnival Triumph’s major refit at the beginning of March 2019, with the vessel spending 51 days in the shipyard, 38 days of which will be in drydock. The scope of work to be carried out includes the addition of Carnival’s branded food, beverage and entertainment innovations, all cabins will be upgraded and two new captains Suites will be added above the bridge winds, featuring floor-to-ceiling windows. Following the Cadiz refit, the vessel, recently renamed Carnival Sunrise, will sail from Norfolk, Virginia on April 29th 2019, starting a series of five to seven day Caribbean cruises. A similar transformation was undertaken on Carnival Destiny in 2013 by Italy’s Fincantieri. Meanwhile, earlier this year, Navantia Cadiz completed the re[pairs to RCCL’s 138,279 gt cruise vessel Mariner of the Seas. The cruiseship departed from the yard, after having successfully completed an extensive project which included,

Repairs

The Celebrity Millennium – to be refitted by Sembcorp Marine


UNIQUE FACILITIES.PARTNERSHIP.SOLUTIONS.EUROPE’S LONGEST DRY DOCKFULL DESIGN ENGINEERING FACILITY

T: +44 (0)28 9045 8456E: [email protected]

ISO9001 ISO14001 OHASA18001 ISO3834 pt2

amongst others, the following main work items - the refurbishment of common passenger areas, the installation of an extension to the accommodation areas on Decks 12 and 13, and the extension of the raft deck on both port and starboard sides. Major overhaul work was carried out on several of the vessel’s systems

including side thrusters, stabilisers and the Azipod propulsion thrusters. The yard also managed all of the huge logistical requirements of the project, including the organisation and management of unloading areas, stores, scrap and the handling of a huge volume of materials provided by RCCL.

Steady first half for LisnavePortugal’s Lisnave, Setubal completed repairs on a total of 44 vessels in the first half of 2018. Of the total number repaired, 25 were tankers, six containerships, four bulk carriers, four LPG tankers, two cruise vessels, and one offshore DP crane vessel confirming Lisnave´s expertise in a wide range of vessel types. Lisnave’s business is in a highly competitive world-wide shiprepair market and in the first half of the year the yard carried out repairs for 35 different clients based in 14 countries including Greece, Germany, Norway, Singapore, UK, Venezuela, Belgium, Brazil, Hong Kong, and Italy. Repeat business remains a major focus in Lisnave´s strategy and during 2018 it has completed contracts from repeat customers such as A.P. Moller, Saipem, Teekay, European Product Carriers, V.Ships, PDV Marina, Tsakos Columbia Shipmanagement, Solvang, Wind Star Cruises, Exmar Shipmanagement, Northern Marine Management, KNOT, Columbus Shipmanagement, Anglo-Eastern Ship

Repairs

The Mariner of the Seas in Navantia Cadiz


Management and Navigazione Montanari Spa. To meet the increasing demand for drydocking of shuttle tankers, Lisnave has designed a drydock block arrangement to provide a clearance of 4 m between vessel´s keel and drydock floor enabling easy maintenance of these types of vessels with numerous thrusters.

Gemak to start forth lengthening projectTurkey’s Gemak TDE Shipyard, Tuzla will start the fourth lengthening project for domestic freight ferry operator U.N. Ro-Ro in December this year. Work on the 2010-built 3,735 lane metre ro/ro Cemil Bayulgen will begin in Tuzla on December 1st this year, with completion scheduled for January 16th 2019. The ro/ro is being fitted with a new 30 m, 1,130 tonne mid-body section fabricated by another Gemak shipyard in the area, with the lengthening work taking place in the yard’s large 300 m x 53 m graving dock - the largest commercial drydock in the region. Other work to be carried out on the vessel includes the retrofitting of an exhaust gas scrubber system, reinforcement of the hull due to increased longitudinal and slamming forces and modifications to the vessel’s HFO tanks to meet the latest MARPOL rules. Gemak TDE Shipyard has already carried out the lengthening of three sisterships – UN Akdeniz, UN Karadeniz and Cuneyt Solakoglu. U.N, Ro-Ro was taken over earlier this year by Denmark’s DFDS. Gemak shipyards is one of the pioneers of Turkey’s shiprepair and conversion industry with its technology-based service, operational efficiency and the importance it assigns to

innovation. As one of the most prominent shipyard groups globally, Gemak two shipyards have secured more than 65 ship repair projects for the first half of 2018 from various ship-owners for different vessel types and sizes. The main customers are from Benelux, Brasil, Cyprus, Japan, Netherlands, and Singapore. Shipowners/managers using Gemak’s facilities include MSC, MOL Tankship, Eaglestar (formerly AET), Seatrade Reefer, Deme Group, Jan De Nul Group, Maersk Tankers, Topaz Energy and Transpetro and now, Maersk Line has been added to the portfolio of Gemak Group. During the first half of this year, Gemak shipyards provided services for a wide range of ships from bulk carriers to sophisticated LPG tankers, dredgers, and offshore platforms. A broad scope of the work included general docking, hull cleaning and painting, steel, outfitting and pipe renewals, mechanical and electrical works, carpentry works to competence required BWM installation, reefer upgrades and dredging equipment overhauls. With extensive technical infrastructure, engineering quality and relevant work

experience Gemak strives to keep the pioneer position as the preferable yard in the Mediterranean for the unique type of vessels. During this year, Gemak has completed the major repair and modification of the 25,063 dwt flexible fall pipe vessel Nordnes. The workscope included heavy lifting operations of the Bucket Storage Containers (BSC) and cargo boom. DEME’s 11,296 m3 TSHD Breydel of DEME Group and Jan de Nul’s (JDN) 46,000 m3 Leiv Eiriksson, one of the largest TSHDs in the world, were also repaired by Gemak. JDN’s 16,255 gt cable laying/trenching and OSV/subsea rock installation vessel Isaac Newton was in Gemak for a trencher installation project, which makes the ship capable of precise installation in challenging seabed environments. Except for regular docking and maintenance works, Gemak’s ship repair division has been piling up track records in retrofitting work for installation of BWM systems for which demand is on the rise. The two Gemak yards have experience in working in this specific field involving some 35 vessels thus far and is piling up track records by handling engineering work utilising 3D scanners on its own. In-house automated pipe fabrication and a dedicated engineering team solely for BWMS installations strengthened Gemak’s competitive edge. Strategically located at the heart of Mediterranean, the group has become Turkey’s rising star with its evolving development and investing more and more in its facilities to provide the best to its clients. In Istanbul’s Tuzla Bay where the two shipyards are located, Gemak has two yards, comprising Gemak Shipyard Tuzla and Gemak TGE Shipyard. It also operates Gemak Shipyard Altinova in the nearby emerging yard district of Yalova. Gemak Group also has a team of in-house designers and engineers who represent the

Repairs

Shuttle tanker repairs in Lisnave

Gemak shipyard


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Proficient,professional &perfectly placed

GIBDOCKMAIN WHARF ROAD,THE DOCKYARD,GIBRALTAR, GX11 1AATELEPHONE +350 200 59400FAX +350 200 44404EMAIL [email protected] WWW.GIBDOCK.COM

Offering comprehensive ship repair, maintenance & conversions in its three dry docks & deep water port.


Repairs

backbone of its design philosophy and culture. These emerging stars are supported by multi-disciplinary teams at the TGE Research and Development Centre, Turkey’s first and only R&D centre subsidised by Government for the Maritime industry. By capitalising on the high level of engineering capability, Gemak’s handymax floating dock has been size converted in-house by Gemak engineers and ready to provide services for our clients with its upgraded condition and size. This floating dock was lengthened from 170 m x 26 m to 200 m x 32 m and increased its annual docking capacity by 10%. Gemak Shipyards’ expertise in conversion segment extended to the lengthening of ships, conversions from OBO carriers to powership vessels, single hull tankers to double hull tankers, accommodation ship to flexible pipe laying vessel and tankers to bulk carriers.

BWM contract for GibdockNow that IMO’s BWMC has entered into force, more shipowners than ever before are actively looking at the installation of BWM systems on-board their vessels. Gibraltar’s Gibdock has the skills and capabilities, and favourable geographic location, needed to undertake such work efficiently, with minimum vessel downtime periods, during routine drydocking stays. Consequently, the yard has actively geared up to meet increased shipowner demand for high quality ballast water treatment system retrofits and is in active discussions with several potential clients.

Underlining its capabilities in this field, Gibdock has just completed a complex ballast water treatment system retrofit on-board the 179 m, 34,500 dwt bulk carrier Zambesi. The 2013-built, DNV GL-classed vessel, owned by Hamburg’s John T. Essberger, arrived in Gibraltar during early this year for a month long programme of work. The vessel departed the yard during early June with her new BWM system installed and ready for commissioning, having spent 16 days in Gibdock’s No. 1 Drydock, and the rest of the time alongside. Gibdock technicians carried out all the necessary pipework and preparations on-board, before assembling and installing the owner-supplied UV-type BWM system. The yard worked closely on this project with UAE’s Aries Marine, a specialist in BWM retrofit engineering, which supervised this element of the drydocking schedule. Shiprepair manager, Juan Piñero, says, “This was a complex retrofit, and our engineering staff and pipefitting team rose to the challenge magnificently and completed the works to the client’s complete satisfaction. With this project we have gained further valuable experience in ballast water treatment retrofits, which will hold us in good stead for the future, as a growing number of owners look to carry out this type of work to meet IMO requirements.” Alongside the BWM retrofit, Gibdock carried out a wide range of repair and maintenance items on Zambesi. This included a total of 2,500 m2 of blasting and painting on the vessel’s topside and underwater hull areas. The yard also carried out some cargo hold treatments that involved spot blasting in way of the coamings and upper hoppers. Mechanical work carried out on Zambesi included the removal and refitting of the ship’s

propeller, bonding of seals and the removal of the tailshaft and intermediate shaft. Juan Piñero, says, “This was a very demanding operation as it involved working in a very narrow space. Through careful preparation and planning, our engineers were able to carry out the necessary works successfully within the timescale required.” Other elements of the scope of work included overhauling the ship’s main engines, ultrasound cleaning of the air coolers, the removal of the windlass for maintenance work in the workshop - overhauling the ship’s mooring winch and sea valves, and carrying out steel repairs in the ballast water tank area. The John T Essberger Dry Cargo Division operates a fleet that includes self-trimming bulk carriers as well as both geared and gearless container vessels. Gibdock has in recent years achieved considerable success in securing shiprepair work from German ship owners, and the Zambesi contract continues that strong track record. Meanwhile, Spain’s Balearia has announced that Gibraltar’s Gibdock has been awarded the first in a series of five LNG conversions. The 24,409 gt, 2002-built ro/pax Napoles will arrive in Gibdock on November 5th for a project estimated to take some three months to complete. The ship is currently powered by two MAN 9L48/60A main engines, which will all be converted to 9L51/60DF units that will enable running on LNG. MAN Energy Solutions’ after sales division – PrimeServ will be handling the conversion of the main engines, with Gibdock handling the fabrication and installation of the LNG tanker and other regular drydocking operations. The majority of the work will be carried out alongside, but a drydocking will also be involved. Gibdock has underlined its commitment to Occupational Health & Safety by becoming the first shipyard in the Mediterranean region, and one of the first companies worldwide, to achieve ISO 45001:2018 certification. An audit by LRQA completed during July confirmed that the Gibraltar shipyard is fully compliant with the requirements of the new ISO standard, which was only published in March this year. ISO 45001:2018 replaces the previous standard, OHSAS 18001. Organisations certified to OHSAS 18001 have three years to migrate to the new standard before the old one is withdrawn in March 2021, but Gibdock decided to transition at the earliest possible opportunity. The Zambesi alongside in Gibdock


HIDRODINAMIK-DERGI-ILAN-2-convert.indd 5 16/08/18 15:39


Repairs

Surge of activity at Naval RochaPortugal’s Naval Rocha shipyard is reporting a surge in activity in the opening half of 2018 after delivering a series of drydock, wet basin and pier-side projects. Naval Rocha’s Commercial Director Sergio Rodrigues said the yard located in the heart of Lisbon Harbour on the north bank of the River Tagus has completed a wide variety of repair and conversion projects. Key work has involved containers, cruise, passenger and sailing ships, cargo and research survey vessels, naval ships, anchor handing tugs, supply vessels and dredgers.“Naval Rocha is a unique, modern shipyard,” said Mr Rodrigues. “We are located in a prime position in the centre of a European capital city which enjoys 300 days of sunshine a year. This provides ideal ship repair and conversion conditions and a vibrant cosmopolitan location for crew. “We have decades of experience in maintenance and repair work on all type of vessels. However, it is the scale of our operation which sets us apart. We have three drydocks and manage around 30 projects a year ensuring each and every client is given priority treatment by our team of 70 staff. Easy access to pier space along the River Tagus and other Portuguese ports including Setubal and Sines ensures we can manage vessels of any size and scale. “One of our first projects in 2018 involved the 8,846 dwt containership Monte da Guia owned by Transinsular and operated by S&C Ship Management in Portugal. This 27-day drydock was delivered to DNV GL approval and involved 40-tonnes of steelwork to areas including ballast tanks and the cargo hold.

Mechanical work was delivered to the engine room with maintenance to propeller shafts, rudders and cranes. “Further commercial contracts have involved the NOx oil and chemical tanker operated by Greece’s World Carrier Corporation and the 9,891 dwt general cargo vessel Nordanhav, a self-unloading cargo carrier owned by Citadel Shipping in Sweden and operated by Thunbalogen Ship Management. The nine-day project on NOx involved an intermediate drydock survey, washing, painting and overhaul to sea valves. Meanwhile, the Nordanhav docked at Naval Rocha’s pier for 17 days undergoing wide-scale maintenance including electrical, hydraulic and mechanical work with additional repairs to the conveyor belt and crane system used for dispatching cargo.” Another area of strong growth for Naval Rocha shipyard is the livestock carrier market linked to Portugal’s growing exports to the Middle East. A recent repair contract involved the 5,801 gt livestock carrier Alondra, owned by Denmark’s Corral Line. The former feeder vessel booked drydocked to renew its certificate. It follows several other livestock carrier projects involving modifications and re-fabrication to gangways to meet new requirements, along with the installation of fresh water generators and emergency paint work to 3,000 m2 of hold areas. Mr Rodrigues said the yard also continues to perform well in the cruise and leisure markets. Notable success includes the 2,298 gt cruise sailing vessel Star Flyer operated by Monaco based Star Clippers, the 4,077 gt polar expedition cruiser Corinthian operated by Grand Circle Cruise Line and the 12,165 gt cruise vessel Astoria operated by Global Cruise Lines. The Star Flyer underwent extensive steel

work to ballast water tanks, sewage tanks, mechanical work, new piping, blasting and painting during an intensive 15-day stop over. Engineers and technicians worked hard within limited space to complete the project. Meanwhile, the Corinthian underwent wet dock repairs and is scheduled to return for a new sewage treatment system later this year. Work in the wet basin involved small refurbishments to interior and public spaces. Her sistership Clio is also scheduled for drydock at the end of 2018. “The arrival of Astoria marked one of the largest vessels we have managed in dock at 160 m length with a beam of 21 m,” said Mr Rodrigues. “The 23-day project in Dock 1 involved mechanical work, small amounts of steel fabrication, refurbishment to cabin areas, and overhaul to life-saving equipment along with general washing, painting and certificate clearance.” Additional work has been delivered on a series of research survey vessels including Ocean Diversity managed by Marine Projects in Rotterdam and NRP Almirante Gago Coutinho operated by the Portuguese Navy’s Instituto Hidrográfico. Work for Ocean Diversity involved a ‘re-start’ project due to inactivity. The 40-day drydock involved maintenance to underwater systems, hull protection, steel modifications on deck as well as hydraulics, machinery and piping. The NRP Almirante Gago Coutinho meanwhile underwent general servicing and propeller repairs. A second research vessel operated by Instituto Hidrográfico called Noruega is scheduled for drydock later in the year for sounding modifications. A final project deserving a mention involves the 5,023 dwt LPG tanker Epic St Vincent operated by Epic Ship Management. This 16-day project involved the supply of 18 tonnes of nitrogen for the ‘gassing up’ process. Further mechanical and electrical work and upgrades were delivered propellers, cargo tanks, motors, turbo chargers, engines and boilers. “Naval Rocha is now aiming to build on momentum from recent months and target projects in specific areas where we have a strong track record and expertise,” said Mr Rodrigues. “This includes the LPG tanker market where we have delivered an average of three projects each year for the last four years. The oil, chemical and livestock carrier markets are also firmly on our radar. We have further identified major potential for our redeveloped Drydock No 3 which manages yachts up to 65 m in length with an 11.5 m draft. SORJ Naval Rocha’s Sergio Rodrigues


Royal visit to Damen Curaçao and an anniversary at Damen Mangalia The Dutch Royal Highness King Willem-Alexander and Her Royal Highness Queen Máxima have visited Damen Shiprepair Curaçao in the Netherlands Antilles. The Royal couple arrived by boat together with Damen Shiprepair & Conversion Managing Director Durk-Jan Nederlof. Before disembarking, they viewed the yard’s two new floating docks that will be operational from September. These two docks, measuring 230 m x 45 m and 108 m x 23 m respectively, represent a significant investment into the yard’s infrastructure that is expected to have a positive knock-on effect on the local economy. Lodewijk Franken, Managing Director of Damen Shiprepair Curaçao, then guided the Royal couple around the yard, speaking to numerous employees along the route. In discussing the development of the yard since Damen took over management last year, diverse subjects were covered. “The main topics of conversation were training, education and investments to increase yard capacity – all

illustrating the added value of the yard to the island of Curaçao,” says Mr Franken referring to the in-house training programme that has been implemented at the yard. “We are proud that the Royal couple took the time and effort to visit us here – it gives us an even greater impulse to continue our commercial and operational development.” Meanwhile, to signify its first day of operations at Romania’s Damen Shipyards Mangalia (DSR), Damen held a modest ceremony at the yard on Monday, July 23rd. The celebrations mark Damen’s successful completion of the transaction with Daewoo Shipbuilding & Marine Engineering (DSME) for the Mangalia shipyard, formerly known as Daewoo Mangalia Heavy Industries (DMHI). The yard, which will be renamed Damen Shipyards Mangalia, will be operated as a joint venture with the Romanian Government. Damen will assume operational control. The yard is located on the Black Sea coast, has three drydocks with a total length of 982 m and 1.6 kms of berthing space. The docks, with a width of 48 m and 60 m, will provide Damen with capacity to cater for larger maritime vessels and structures. As such, this move represents a strategic complement to Damen’s current shipyard portfolio, with the possibility for the construction and conversion of larger, high-end, and complex ferries, offshore

construction vessels, etc. The yard’s total area of approximately 1m m2 makes it the largest yard in the Damen Shipyards Group. The celebration introduced the Damen Shipyards Mangalia management team under the leadership of managing director Chris Groninger to the yard’s employees.

New owner for La Ciotat yardSpain’s Marina Barcelona 92 (MB92) has announced that, following the approval from La Ciotat Shipyards (SEMIDEP), it has signed an agreement with Germany’s Blohm+Voss, part of the Lürssen Group, to acquire their remaining 51% stake in Blohm+Voss La Ciotat, the exclusive operator of the drydock in La Ciotat Shipyard’s facilities in southern France on the Mediterranean coast. Alongside the purchase, MB92 reaffirm its commitment to the long-standing working relationship with the Lürssen Group, with agreements extending to all facilities within the MB92 Group. The two organisations will continue supporting each other and passing on all added value to their clients. The acquisition of Blohm+Voss La Ciotat allows MB92 to merge all its activities in La

The ‘team’ photo during the royal visit in Curaçao

Shipyards


Ciotat with Compositeworks SAS, with all employees being integrated into the new structure. As part of the agreement, the existing offices and facilities on site, including the 200 m drydock, will remain in full operation under the management of the newly formed organisation. MB92, with headquarters in Barcelona, will oversee the merging and rebranding process, involving the phasing out of the Blohm+Voss La Ciotat brand, to be completed by the end of September 2018. In completing this corporate deal, MB92 is further demonstrating its commitment to La Ciotat as a key hub in the Mediterranean for future development. Moreover, it hopes to be selected in the near future by La Ciotat Shipyards to be the major user of the upcoming 4,000 tonne platform, which should be delivered by 2021. This is all in line with its strategy to grow, improve and provide the best superyacht refit and repair services, with clients benefiting from the combined resources, expertise and experience that this, and future accords, will provide.

Newport Shipping signs up equipment suppliersNewport Shipping has inked co-operation agreements with several marine equipment suppliers and service companies as part of the London-headquartered company’s commitment to providing shipowners with quality turnkey shiprepair and retrofit solutions across its partner shipyards.

Recent agreements with hatch cover specialist Navitech, machinery specialist Inge Jov, and ShipParts.com for turnkey spares supply, allows Newport Shipping to procure spare parts and deliver specialised services Inge Jov on behalf of its customers as part of the Group’s global shiprepair service offering. David Luan, founder and CEO, ShipParts.com, an online platform offering marine equipment spare parts online fulfilment services to both sides of the procurement process, said, “We are delighted to have signed this cooperation agreement with Newport Shipping. The agreement allows its shipowner customers and partner shipyards to benefit from economies of scale, with access to more than 5,800 equipment suppliers and counting, including all the major brands. The agreement also fits well with ShipParts.com strategy of increased global reach of our online spare parts procurement platform.” Under the agreement, all spare parts required by Newport Shipping customers will be procured and fulfilled by the ShipParts.com portal and delivered to the yard before vessel arrival. Commenting on the agreement, Vasilis Borsis, the Technical Manager at Navitech, the Piraeus-based shipping services company, said, “With the signing of this agreement Newport has access not only to specialist technicians expert in the construction, repair and modification of hatch covers, but we can also assist in all hull condition surveys, inspections and repairs. We can provide a quality of repair services internationally expected of Newport’s customers, while we can expand our business. It’s a win-win for all parties.” Roy Yap, Newport Shipping’s COO, said, “We aim to deliver turnkey services to

shipowners that go beyond the conventional shiprepair scope. The co-operation agreements we now have in place with the suppliers of quality spares and specialist; support our objective of delivering a standard quality level across all our partner shipyards around the globe “ The scope of supply, together with drydocking costs and any other pre-agreed shiprepair expenditure is included in Newport Shipping’s all-in-one invoice concept and payable from 12 to 24-months. Yap said similar agreements are currently being negotiated with other suppliers, notably scrubber and BWM system manufacturers. “We will be shortly announcing several cooperation agreements with scrubber makers and 3D scanning and engineering companies towards providing a turnkey scrubber retrofit offering backed with financing. “We are further exploring introducing riding squads to carry out afloat repair work and scrubber retrofits, which can shorten the duration for retrofit considerably or carry out the retrofits entirely or partially afloat; with or without drydocking. This is expected to reduce the off-hire times faced by shipowners for scrubber retrofits.”

150 ships/year repaired at Turkey’s Hidrodinamik shipyardTurkey’s Hidrodinamik Shipyard provides repair and maintenance services for a wide variety of ships ranging from dry cargo vessels, tankers,

Shipyards

The yard at La Ciotat

Chief Operating Officer Roy Yap said agreements with scrubber and ballast water treatment system manufacturers will be announced shortly


tugboats, ro/ro vessels, livestock carriers, LPG/LNG tankers to dredgers and offshore supply vessels. With a broad service network it gives service to all vessels wherever they are located. In line with the motto of ‘More than a shipyard’, Hidrodinamik provides rental services of its floating equipment such as floating cranes, flat top or tank barges used in the shipyard or to be rental in other marine projects as well. Cengiz Kasap, General Manager of Hidrodinamik Shipyard, emphasises that Hidrodinamik is located at Tuzla region, one of the most advantageous shipyard region of the world where the shipyards and the suppliers are located together since 1980’s. Tuzla shipyards region is surrounded by various hotels, and only 15 minutes away from Istanbul Sabiha Gökçen International Airport. Since 1975 a total of 20m dwt of repair projects has been successfully completed. The facility has a total area of 25,000 m² (5,000 m² indoor and 20,000 m² outdoor), with a floating dock, three slipways and a pier of 200 m in length. The shipyard provides services to vessels up to 9,000 dwt for drydocking and up to 30,000 dwt for afloat repairs. Hidrodinamik Shipyard is providing repair and maintenance service to around 150 vessels each year and up to 20 vessels at the same time. It has completed the conversion of 60 projects, 38 new building and completed the repair and maintenance of 3,182 vessels. In the first eight months of 2018, Hidrodinamik has completed the conversion of five vessels, repair and maintenance of 82 vessels and has given service support of 15 vessels. Hidrodinamik Shipyard assures the shortest repair time and high quality service for all repair, maintenance and conversion projects. This has included, during April this year, the largest jack- up platform construction project manufactured in Turkey. Hidrodinamik Shipyard has been doing what they know best over three generations. It

was founded in 1975 by Necati Özer, a Naval Architect and Marine Engineer, in Rumeli Kavağı on the Bosphorus. After operating in the activity of shipbuilding only in the early years, it was moved to the shipyards region in Tuzla, Aydınlı Bay in 1980’s, and started to provide services of new building, repair, maintenance and conversion. Being a pioneer for the sector, Necati Özer designed and built Turkey’s first railway drydock type slipway with 1,200 tons of lifting capacity in 1986. In 1992, the second railway slipway with 2,000 tons of lifting capacity entered service. In 1994, the second generation took over the management and Asuman Özer started to work as General Manager and became the Chairwoman of the Board in 1998 after being succeeded by Cengiz Kasap. In 1999, the third new building and railway slipway with 3,000 tons of lifting capacity and in 2008 floating dock with 2,800 tons lifting capacity became operational. Asuman Özer is still performing her duty as the Chairwoman of the Board, the third generation is assigned. Member of Board, grandson of Necati Özer, Necati Emre Ordu, is now managing the company’s institutionalisation process.

New Sharjah facility for Albwardy DamenSharjah’s Albwardy Damen, a joint venture providing shipbuilding and shiprepair services to the marine and oil and gas related industries in the Middle East, has announced that it has launched a full range of afloat, workshop, and diving services at Sohar Port and Freezone.

The new Sohar operation represents the fourth location of operations in the Middle East, adding to Albwardy Damen’s Afloat Repairs Division comprehensive workshop facilities in Dubai, Sharjah, and Fujairah. Willem Moelker, Sales and Marketing Director, comments, “Our strategic expansion into Sohar has been driven by demand from customers and other stakeholders. Albwardy Damen is the first shiprepair company to have a presence in Oman’s rapidly growing logistics hub. We are grateful to Sohar Port and Freezone for their unwavering support and co-operation, without which this new base of operations wouldn’t have been made possible. Albwardy Damen is keen to support the continued success of Sohar Port and Freezone as the ‘Gateway to the Gulf’.” Albwardy Damen’s repair portfolio includes hull and deck steel repairs including pipework, hydro-blasting and painting works, as well as mechanical works such as engine overhaul, hydraulic and electrical works. Certified Riding squads are also available to meet customer requirements on-board vessels. By establishing this new venture, vessels in Sohar which require repairs and maintenance will be able to get on their way as soon as possible. “Our engineers can be on-board within hours, reducing mobilisation and repair times dramatically,” added Mr Moelker. Additionally, vessels calling into Sohar can benefit from the nearby Albwardy Damen Diving, which has been serving the marine industry since 1995. The diving hub is located in Fujairah Port but the diving teams are able to serve regional ports and anchorages. The dive teams can also carry out a full range of diving services in African ports. SORJ

Shipyards

The Hidrodinamik shipyard in Turkey

Sohar Port and Freezone


Sin título-1 1 01/06/2017 7:04:20


Modec contract for Keppel Brazil Keppel Offshore & Marine, through its wholly-owned subsidiaries, recently secured two contracts with a combined value of about S$70m. In Brazil, Keppel FELS Brasil has been engaged by its long-standing customer, MODEC Offshore Production Systems (Singapore), part of the MODEC Group, to undertake the topside module fabrication and integration of the FPSO Carioca MV30, a FPSO. This is the sixth FPSO collaboration between Keppel FELS Brasil and MODEC. In Singapore, Keppel Shipyard has been entrusted with the conversion of a LNG tanker to a FSRU by a leading global operator of oil and gas production vessels. Chris Ong, CEO of Keppel O&M, said, “Keppel O&M has a strong track record in production, storage, gasification or liquefaction vessels, having successfully delivered more than 130 of such units over the years. “FPSO Carioca MV30 is our 11th FPSO project for Brazil, and as the most-established shipyard in Brazil, BrasFELS is well-positioned to deliver it to Keppel O&M’s hallmark of executional excellence. Meanwhile, for Keppel Shipyard, this is our fourth FSRU conversion contract and is part of

our comprehensive suite of solutions for the gas value chain.” BrasFELS shipyard, Keppel FELS Brasil’s facility in Angra dos Reis, Rio de Janeiro, Brazil, will commence the fabrication of the modules for the FPSO in the fourth quarter of 2018. When completed, FPSO Carioca MV30 will have the capacity to process 180,000 bbls of crude oil/day and 212m m3 of gas/day. The unit’s storage capacity is 1.4m bbls of crude oil. The FPSO will be deployed at the Sepia field, which is located in the pre-salt region in the Santos Basin, some 250 kms off the coast of Rio de Janeiro, Brazil. Sateesh Dev, President & CEO of MODEC, said, “Brazil continues to grow its production capacity to tap its significant oil and gas reserves. MODEC is committed to support the nation’s energy aspirations, and are glad to have a good partner in Keppel Group to support us in this journey. Indeed, BrasFELS has been our choice shipyard in Brazil because of their reliability, cost-efficiency and capability to meet our needs.”

Keppel Singapore on tract for FPSO deliverySingapore’s Keppel Offshore & Marine’s wholly owned subsidiary, Keppel Shipyard, is on track to deliver the FPSO La Noumbi to

Dixstone holdings, an affiliate of the Perenco Group (Perenco) on time and with a strong safety record. Scheduled for delivery in the third quarter of 2018, it will be deployed to the Yombo field operated by Perenco off the Republic of the Congo, Africa. Chris Ong, CEO of Keppel Offshore & Marine said, “We are pleased to be on track to deliver a sixth project to Perenco to their satisfaction. Having delivered over 40% of the world’s converted FPSOs to-date, we are able to leverage our rich experience as well as strong partnership with Perenco to deliver a high quality FPSO in a cost-efficient and safe manner. “This is also our fifth project for the Republic of the Congo and we are proud to have been able to support the development of the nation’s significant oil reserves over the years. In fact, the FPSO Conkouati which FPSO La Noumbi will be replacing was first converted by Keppel Shipyard in 1991 and has served the Yombo field for more than 25 years.” Keppel Shipyard’s work scope on the conversion of the crude oil tanker into an FPSO included the installation and integration of topside process skids, fabrication of a new accommodation module as well as life extension works. Benoit de la Fouchardiere, CEO of Perenco, said, “The FPSO La Noumbi represents our commitment to enhance production in the Yombo field in the Republic of the Congo. We have partnered Keppel Shipyard because they

The FPSO Carioca MV30

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are the industry leader in such conversions and have continually provided us excellent value and quality that meet our strict requirements. I am confident that La Noumbi will be just as successful as the FPSO Conkouati and serve for another 20 years.” La Noumbi will be capable of producing 12,000 bbls of oil/day, processing 120,000 bbls of water/day and storing 762,062 bbls of oil. Keppel Shipyard has also won a FSRU conversion project, involving repair and life extension work on-board an unnamed vessel, believed to be Golar LNG’s Gimmi. Keppel Shipyard will undertake shipyard engineering, installation and integration of the regasification module and upgrading of the cargo handling system. Scheduled for delivery at the end of 2018, the FSRU will be capable of re-gasifying up to 750m standard ft3 of natural gas/day. Keppel Shipyard has previously delivered three FSRUs, including the world’s first FSRU conversion. With the increase in demand for LNG in power generation, FSRUs are a fast, flexible, cost-effective, safe and environmentally-friendly storage and regasification solution that is well suited for deployment in remote areas with smaller energy requirements. The world’s first converted FLNG vessel, Hilli Episeyo, has achieved final acceptance and commenced commercial operations for Perenco in Cameroon. This was accomplished within four years of the contract award to Keppel Shipyard.

LR work on-board FLNGThe scope of work that Lloyd’s Register (LR) is undertaking covers design, procurement, certification, construction, integration and commissioning, as well as providing classification services under a risk based inspection regime to the FLNG when it enters

into service in 2022. The FLNG is being built by South Korea’s Samsung Heavy Industries (SHI). The Coral South field is being developed by ENI in Area Four of the Rovuma Basin, off the coast of Mozambique, the FLNG unit will be Africa’s first floating gas facility. The size, quality and position of the field’s resources are set to transform Mozambique’s economy - the Coral South field contains approximately 450bn m3 (16 TCF) of gas. The Coral South FLNG unit will be the world’s first ultra-deepwater FLNG, operating at a depth of 2,000 m. It is expected to produce around 3.4n tonnes of LNG/year. The FLNG will be about 430 m long, 66 m wide, and will weigh some 210,000 dwt. It has a design life of 25 years. LR is providing flexible, bespoke support to the project through a range of services. LR has been the leading technical service provider to the gas supply chain for over 50 years and has a wealth of experience in large and complex FLNG projects. LR has been involved in the project since 2014, and in 2015 awarded a first Approval in Principle for the design. LR’s primary role in the project is to ensure that the FLNG operates safely, is not going to impact the environment, which people working on-board the unit

are safe and that it is designed, procured and fabricated in accordance with the most recognised industry standards. Leveraging its capability in managing complex projects with its proven ability to put together teams with exactly the right mix of skills, knowledge and experience to get the job done, LR has a global team dedicated to the project. This will help ensure a common approach to the project is delivered globally for the design, engineering, operational and business development support required by ENI and its project partners. LR will be heavily involved throughout the entire supply chain. The project is currently in a detailed engineering design phase, with the bulk of design work happening in Korea, France and Japan. LR is required to deliver a number of design appraisal documents as part of this phase. All the equipment, systems and machinery that make up the topside plant on the FLNG will be certified by LR. To do this LR will be holding more than 500 contracts with equipment vendors directly and will be delivering services in all vendor locations. This will result in all the equipment arriving in Korea certified by LR to agreed codes and standards. Upon completion of construction, the FLNG will be towed from Korea to Mozambique and LR will be in attendance to witness the hook up of the mooring system and to survey the commissioning of the topside plant on station. LR site surveyors will confirm that the unit is installed and commissioned in accordance with its rules and the industry codes and standards that it is designed to. Simon Turpin, LR’s Overarching Project Manager on Coral South, said, “The fact that LR was chosen for this very large and complicated project underlines our expertise in FLNG and shows that we are prepared and able to work

The FPSO La Noumbi in her previous life as the ice-going tanker Tempera

The Coral South FLNG


Offshore

in new and developing areas, where our clients want us to be. This is the first step into Mozambique for a major class society and an investment in the future of the country. Everyone in LR working on Coral South is aligned to what we are trying to achieve and the level of quality that we want to provide to the client, ensuring global consistency in the way we provide services.” Richard Nott, Head of Offshore & Global Projects at LR, commented, “LR is firmly committed to the provision of value-adding compliance and technical assurance services to our clients as they seek to move their complex projects into less familiar operating areas and those which may not have a firmly established oil and gas industry and infrastructure. Our ability to provide co-ordinated and consistent assurance across the breadth and depth of a global supply chain will also be key to a successful outcome for Coral South. We are very pleased to be able to bring our expertise and pragmatic approach to the support of ENI and their project stakeholders.”

BV issues new rules for FPSOs and FSUsFrance’s Bureau Veritas (BV) has issued new and updated notations and guidance to support the construction and operation of both (FSRUs) and (FSUs). Interest in FSRUs and FSUs is growing. Floating gas terminals offer operational flexibility, reduced timescales - from concept to operation, and cost effectiveness in comparison with onshore terminals. Additionally, converting existing LNG tankers offers a fast route to operational availability. There are more than 20 LNG tankers presently in laid-up condition. Many of them are candidates for conversion to floating terminal applications, such as FSRU or FSU operations. The new conversion guidelines provide clear advice to the LNG industry in properly addressing issues that either will or may arise during the conversion of LNG tankers into FSRUs or FSUs, helping shipowners to either avoid or to overcome potential problems. Matthieu de Tugny, COO, BV, Marine & Offshore commenting said, “With growing interest in floating gas terminals, working with industry stakeholders, we are providing the rule framework and guidance necessary to develop both FSRU and FSU terminals – both for newbuildings and conversions. “Last November, BV published NR645, the

first rules document fully dedicated to FSRUs. These new notations and guidelines are further evidence of BV’s classification leadership in both FSRUs and FSUs.” BV and floating gas terminal leadership in the development of specific notations, regulations and tools - the first FSRU newbuild, delivered in 2005, was to BV class, the largest FSRU ever built is MOL’s BV classed 263,000 m3 unit delivered in 2017, nearly 40% of the fleet in service is BV class. Additionally, a broad range of 2nd party services is provided by BV including - risk assessment and support including tools for sloshing analysis, mooring, CFD, hydro-structural assessments and ice/structure interaction.

Crowley delivers Shell FPS to stationCrowley Maritime Corp.’s Solutions has successfully and safely delivered Shell’s semi-submersible Floating Production System (FPS) Appomattox to the open waters of the US Gulf from Kiewit Offshore Services’ construction facility in Ingleside, Texas. Making the tow-out possible were Crowley’s Ocean Sky and Ocean Sun tugboats, which worked together on behalf of customer Heerema, alongside other third-party assets to deliver the Appomattox. Demonstrating both near-shore and offshore capabilities, the company’s ocean class tugs safely towed the FPS through the Aransas Channel, then disconnected and provided escort services to the deep-water installation site. Once there, the tugs reconnected to provide positioning support so Heerema could attach the Appomattox FPS to its mooring spread. “We are proud to have assisted Heerema with another safe and productive tow-out,” said Crowley’s Johan Sperling, vice president. “Our Ocean Class tugs and experienced team continue to demonstrate the company’s

ability to provide offshore and heavy lift marine project support for a variety of energy customers. Few others have the experience and state-of-the-art marine assets that Crowley does. Together, they are a powerful and effective combination.” Crowley’s Ocean Class tugs are modern ocean towing twin-screw vessels with controllable pitch propellers (CPP) in nozzles, high-lift rudders and more than 147 tonne bollard pull. The first two ocean class vessels, Ocean Wave and Ocean Wind, are classed as Dynamic Positioning 1 (DP1) tugboats and are twin-screw tugs with an overall length of 44.5 m (146 ft), beam of 14.02 m (46 ft), hull depth of 7.62 m (25 ft) and design draft of 6.4 m (21 ft). The second two tugs of the class, Ocean Sky and Ocean Sun, are classed as DP2 and are 3.04 m (10 ft) longer. All four vessels are capable of rig moves, platform and FPSO unit tows, emergency response, salvage support and firefighting.

Alwilco contract for Roll-RoyceRolls-Royce Commercial Marine has signed a contract to deliver five engines and four large UUC thrusters that will power a new offshore drilling rig to be built for Awilco Drilling at the Keppel FELS shipyard in Singapore. The new semi-submersible drilling rig is of Moss CS 60 Eco MW design. The rig is designed for use in harsh environments and will be equipped and certified for drilling on the Norwegian Continental Shelf, including in the Barents Sea, in water depths up to 1,524 m (5,000 ft). The rig is scheduled for delivery from Keppel FELS in 2021. Claus Mørch, Project Director, Awilco Drilling said, “This will be the most environmentally friendly drilling rig offered in the harsh environment market, and the first rig on the Norwegian continental shelf that answers to the Tier 3 requirements. The efficiency of the Rolls-Royce equipment plays a vital role for us to be able to achieve this goal.” The deliveries from Rolls-Royce comprise five B33:45L8A diesel engines and four UUC high torque thrusters (3,800 kW). The scope of supply includes the five main generator sets, fully classed as emergency generators, generators from Rolls-Royce - an SCR system including a heat recovery system and an air intake silencer and filter system. The newly developed UUC 355 HT thruster

Crowley tugs towing the Appomattox


Sembcorp Marine Ltd 29, Tanjong Kling Road, Singapore 628054. Tel: (65) 6265 1766 Fax: (65) 6261 0738

Sembcorp Marine is an integrated brand offering one-stop engineering solutions for the offshore, marine and energy industries. We focus on four key capabilities: Rigs & Floaters, Repairs & Upgrades, Offshore Platforms and Specialised Shipbuilding.

As a global solutions provider committed to Sustainability, we deploy the most suitable assets and competencies from across our worldwide operations to support projects of any scale and in any location. With this flexibility, we help our customers realise exciting possibilities in a responsible manner, amid an increasingly complex operating environment.

Sembcorp Marine operates shipyards and facilities in Singapore, Indonesia, the United Kingdom, Norway, USA and Brazil.

For more details, visit www.sembmarine.com.

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DELIVERING SUSTAINABLE SYNERGIES FOR GLOBAL POSSIBILITIES


Offshore

gives a high thrust with a low power input on the thruster. These thrusters, in combination with the efficient Bergen diesel engines, deliver low fuel consumption, low emissions and an optimised electrical load balance on the rig. The Rolls-Royce certified condition-based monitoring system (CMS) also adds to operational savings for the operator. Ottar Ristesund, Rolls-Royce, SVP Sales - Marine, said, “Our deliveries into this project demonstrate Rolls-Royce Commercial Marine’s strong position in the drilling segment and we are very pleased to be selected by Awilco Drilling and Keppel FELS as a supplier for the complete machinery package for this innovative newbuilding. After several years without any newbuilding of offshore drilling rigs, this contract is a demonstration of optimism among the rig operators. We are confident that this will be a good project for all parties.”

Offshore contracts for KongsbergOdfjell Drilling has awarded Norway’s Kongsberg Maritime the contract to deliver a real-time monitoring and advisory solution to provide operational safety and non-productive time (NPT) improvements for the sixth generation semi-submersible, Deepsea Stavanger. The contract is in specific relation to an upcoming offshore South Africa campaign awarded to Odfjell Drilling. Kongsberg Maritime’s integrated services and systems delivery for Deepsea Stavanger is designed to provide high operational safety and availability in deepwater harsh environments, strong currents and high waves. The scope of supply includes the field-proven Kongsberg Riser Management System (RMS) and the Kongsberg Information Management System (KIMS), in addition to an extensive subsea technology delivery including Motion Reference Units, Sonar, underwater cameras and laser guidance. The Kongsberg RMS features dynamic operability and dynamic watch circles, and high-end accurate BOP and riser instrumentation, with all functionalities integrated into the existing Kongsberg technology on-board, which includes Dynamic Positioning and automation systems. The integration will provide real-time monitoring and operational advice, contributing to reducing conservative operational limits due to uncertainties caused by lack of data. The system also provides functionality to support diverse operations, with safety and efficiency,

including vortex induced vibration (VIV) detection. The Kongsberg Information Management System is part of the delivery and allows replication of all RMS and related data to shore, opening the door for significantly improved operational support from diverse stakeholders including Kongsberg Maritime, the rig owner and oil company experts, as well as providing targeted dashboards and applications accessible on the rig and ashore. The result is a more efficient use of man-power and the ability to generate tangible improvements in non-productive time to support profitability. The Kongsberg Information Management System also collects structured data typically used as basis for improved analysis of other wells. Meanwhile, Noble Corporation has contracted Kongsberg Maritime to deliver an advanced new real-time monitoring and advisory solution for the drillship Noble Tom Madden. The contract reflects a growing requirement for deep technology integration on drilling platforms and ships, where sharing vital data on board and ashore results in a state-of-the-art real-time monitoring and advisory solution that will provide significant benefits for operational safety while reducing non-productive time (NPT). The 50,940 gt Gusto P10000 design Noble Tom Madden deepwater drillship will join Noble Corporation’s Noble Bob Douglas, currently working offshore Guyana, which features the same software and hardware solution including Kongsberg Riser Management System (RMS), Kongsberg Information Management System (KIMS), K-Pos Dynamic Positioning (DP) and K-Chief Automation as well as subsea instrumentation. With the latest software release (2.2), the Kongsberg RMS provides extensive and highly accurate data such as real-time optimum position advice for different operational modes,

flexjoint angles monitoring, tension monitoring with top tension, wellhead connector tension, flex joint tension, riser stroke/Tensioner stroke monitoring and Connector loads monitoring. The system includes an Alarm and Data logger, Riser Planning Tool with static riser calculations, a two-way interface to the K-Pos DP system and allows for high situation awareness in a 3D view. The Noble Tom Madden will benefit from the RMS’ Dynamic Watch Circles module, which, based on actual weather conditions, constantly predicts the available time for the operator to initiate an emergency disconnect in case of drift-off caused by a power blackout or worst single failure. The K-Pos DP system provides the RMS with the predicted drift off path at constant intervals – typically every two to four minutes. The Dynamic Watch circles are displayed together with the RMS Dynamic Operability Envelopes allowing the operator to position the vessel relative to the well in an optimum way, while maintaining required safety margins. Additionally, as per the drillship Noble Bob Douglas, the RMS on Noble Tom Madden will detect whether or not Vortex Induced Vibration will occur in case of high current events and if these events will jeopardise structural integrity of the riser or wellhead. With highly accurate and real-time data from the RMS shared through KIMS, Kongsberg Maritime’s integrated approach provides real-time operational advice to different stakeholders and experts. While delivering immediate and tangible operational improvements for deep and shallow water harsh environments, the system supports drilling companies in maximising productivity and therefore profitability, as well as building a foundation for more remote, automated and safer operations. With this, more expertise can be moved ashore to reduce operational costs and streamline operations by sharing personnel across different vessels. SORJ

The new Awilco semi-submersible

The Deepwater Stavanger


Specialist in repair and conversion

Keppel Shipyard Limited (A member of Keppel Offshore & Marine Limited)

51 Pioneer Sector 1 Singapore 628437 Tel: (65) 68614141 Fax: (65) 68617767 Email: [email protected] www.keppelshipyard.com

A trusted name for ship repair and conversion, Keppel Shipyard is also the market leader in FPSO, FSO and FSRU conversions as well as turret, mooring systems and topside modules fabrication.


New transit sleeves and frames from BeeleHolland’s Beele Engineering has developed a new range of HE plastic transit sleeves and frames to provide for the reliable and comfortable transit of cables and pipes and to provide for a fire-resistant, gas, smoke and watertight seal. The new transit sleeves and frames form part of the NOFIRNO system technology and can be used in various ways, including in sandwich panels. The HE plastic version enables Beele Engineering to offer solutions that are not only fire safe, but also light-weight. Compared with stainless steel or steel alternatives, the HE plastic version improves working conditions for installers/technicians and makes it possible to achieve substantial savings on transport and storage costs. The transit sleeves and frames are equipped with a separate flange that is attached to the wall of the sandwich panel using NOFIRNO sealant. The transit sleeves come in a standard 300 mm length. The dimensions of the transit frames are 150 mm x 150 mm and 150 mm x 300 mm. The system’s fire resistance was successfully tested in a min. 100 mm thick wall. The rectangular frames have a 5 mm wall thickness and are also available in a divided version for optimal mounting and installation comfort. In this version, a special NOFIRNO gasket is placed between the separate frame components. After the cables or pipes are put through, the transit frame or the transit sleeve is finished with NOFIRNO sleeves, filler sleeves and sealant. This creates a fully fire resistant and smoke,

gas and watertight transit seal. The new modules are being used on a large scale in one of the most complex oil and gas projects of Tengiz Chevroil (TCO) in Kazakhstan.

Chilean contract for DMCHolland’s Damen Marine Components (DMC) has won a contract to supply steering gear, rudders and stern tube parts for an Antarctic Research vessel of the Chilean Navy, under LRS - Polar 5 Class notation. The contract was awarded by Asmar Talcahuano Shipyard, Chile. Design of the vessel was done in collaboration with Vard Canada. DMC will be supplying twin Commander Ram-Type electro-hydraulic steering gear units, twin Atlantic semi-spade rudders and twin

stern tube casting parts. The vessel will be capable of speeds up to 15 knots. This level of performance for a shaft-propeller-rudder lay out brings with it particular challenges, which will be met in full by the equipment supplied. The Atlantic semi-spade rudders are specially designed to ensuring first-class manoeuvrability and course-keeping. Their water-lubricated synthetic bearings are long-lasting and require little maintenance. The Commander steering gear is designed in accordance to LRS Class notation. The versatile design can be manually controlled from the steering room, crow’s nest station, central console and wings, using follow up and non-follow up levers. They can also be operated both independently or synchronised. A stern tube casting parts contract was recorded for the same Antarctic 1 project after the order for rudders and steering gear was signed. Wim Knoester, Director Sales & Marketing at Damen Marine Components, said, “With this project, the Chilean Navy and DMC strengthen the co-operation. The state of the art manoeuvring system allows the new vessel to navigate safely in challenging and icy conditions”Once built, the 111 m vessel will undertake roles that include Logistic Support, Search and Rescue (SAR) and Scientific Research, south from the Antarctic Polar Circle. The operation period shall be at least eight months per year in the vicinity of Alejandro I Island. The vessel will be capable of operating in icy waters, navigating continuously at a constant cm layer of snow. Damen Marine Components will deliver the equipment for the new polar ship in 2020.

The NOFIRNO gaskets

Services

The Chilean Navy icebreaker


Services

The vessel is scheduled to set sail on its maiden voyage to Antarctic Polar Circle in 2023.

Wärtsilä builds new Smart Technology HubFinland’s Wärtsilä is building the Smart Technology Hub, a new centre of research, product development and production, in Vaskiluoto, Vaasa. As of 2020, all of Wärtsilä’s functions and personnel in central Vaasa will transfer to the new hub, along with the logistics and maintenance workshop operations from Runsor. As a part of the project, Wärtsilä will invest €83m in modern testing and production technology for the hub. The total investment in the Smart Technology Hub will be in the region of €200m, comprising office and factory buildings, logistics and infrastructure. “Constant renewal is in Wärtsilä’s DNA,” says Wärtsilä’s President & CEO, Jaakko Eskola. “This company was established in 1834 as a sawmill in the village of Värtsilä in Tohmajärvi, and now it is the global leader in smart technology and complete lifecycle solutions for the marine and energy markets. The Vaasa Smart Technology Hub represents another generational shift for us – it will bring Wärtsilä’s expertise into a whole new realm.”

The Smart Technology Hub is the latest tangible step in Wärtsilä’s Smart Marine and Smart Energy visions. The hub will be unique in its field, enabling more agile, more efficient testing and product development of solutions for the maritime, oil and gas industries, as well as new energy systems. “The Smart Technology Hub will become an important part of Wärtsilä’s world-wide network of centres of expertise,” says Hannu Mäntymaa, Director, R&D and Engineering at Wärtsilä. “By sharing what we have learned in our various units, we will be able to provide our customers with even better products and services. We will develop processes at the Vaasa Smart Technology Hub, which we will be able to deploy in other locations.” The Smart Technology Hub will invite other operators in the sectors and researchers to collaborate. The vision is to create a partners’ campus where research and product development take place together with Wärtsilä’s customers and suppliers, start-ups in the sector and universities. “Amazing ideas do not just appear out of thin air,” states Vesa Riihimäki, Managing Director of Wärtsilä Finland. “By bringing together experts from different walks of life – both from business and from the university world – we will build an inspiring environment for new creativity.” Planning of the Smart Technology

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Wärtsilä is building the Smart Technology Hub


Hub is well underway, and the new centre will open its doors in Vaskiluoto in 2020. The Vaasa region is already the leading energy technology cluster in the Nordic region, and the developing area of Vaskiluoto will further reinforce the region’s significance and potential as a global trendsetter. Wärtsilä is the largest private-sector employer in Vaasa with around 3,000 personnel, and the Vaasa unit is Wärtsilä’s largest location. Wärtsilä has approximately 400 employees in Turku and almost 500 in Helsinki. The Group’s transformation into a technology services company has necessitated property investments in smart technology, new working methods and sustainable development throughout the organisation. Alongside the Smart Technology Hub, the most visible renewal projects have included the new business premises in Runsor, Vaasa, and the Wärtsilä Helsinki Campus in Salmisaari, Helsinki, due for completion in the late autumn. The value of these investments is just under €20m.

ClassNK approval for RIMSHolland’s RIMS (Robotics In Maintenance Strategies) continues in its quest in the practical integration of drone technology in the world maritime surveying with yet another class society approval for the use of Remote Inspection Techniques (drones) during surveys of enclosed spaces, this time from ClassNK. Over the past 12 months RIMS have successfully secured class approvals from multiple societies - Bureau Veritas, Lloyd’s Register, ABS, RINA, KRS and now ClassNK. The certification for the use of Remote Inspection Techniques (drones) during surveys of enclosed spaces, from these classification societies opens the option of drone use to more shipowners and managers for inspections. The use of drones during surveys enables remote live on-screen object inspection, which can result in the elimination of the use of costly access equipment such as scaffolding and cherry pickers. The technology used in this way in turn then offers additional substantial benefits to shipowners and managers such as - reduction in the time to carry out a survey, minimising of risk, as well as cost savings. David Knukkel, CEO, RIMS said, “We want to ensure we can offer our services as an option

to all, and we shall continue to put our efforts into obtaining further class approval to ensure this is the case. “Our journey and the future of the technology is looking promising and we are really seeing a positive shift which these class approvals only enhance further. The benefits of the drone technology are vast, and we will continue in our mission to demonstrate what these benefits are to the maritime industry.”

Harmonisation between Evac and CathelcoIn the three months since Evac Group acquired Cathelco, the UK manufacturers of equipment for the marine industry, considerable progress has been made in harmonising the operations of the two companies. The aim is to create a single integrated global business drawing on the technical strengths and best operating practices of both firms, whilst further extending the ‘cleantech’ ethos. Although the companies serve the same markets which include cruise and commercial vessels as well as the offshore industry, there is the need to bring their operating systems into alignment. This will benefit customers by providing integrated solutions which can combine the waste, wastewater and water management systems offered by Evac with the marine growth prevention, hull corrosion protection and desalinators produced by Cathelco. Particular attention is being focused on the Evac Evolution BWM system which has enormous global sales potential in the years ahead. The integration programme covers all aspects of operations with priority given to the commercial aspects of the unification, ensuring that customers have clear points of contact offering a co-ordinated and consistent level of service. There is already a strong affinity between many business areas, particularly in terms of producing reverse osmosis desalinators and potable water treatment systems. The aim will be to capitalise on this expertise, uniting technical capabilities to enhance products and levels of service. At the same time, areas such as after sales

integration will be examined to arrive at an outcome that provides the best possible service to customers around the world. Longer term aims will focus on research and development, uniting the spirit of innovation which has characterised the growth of both companies. “It has been recognised that the integration must not affect the successful aspects of either business, in other words the things that have made the companies world leaders in their own fields. Therefore, we are being careful to preserve the best things from both methods of operation”, said John Hollis, Chief Financial Officer at Cathelco, who is involved in managing the integration at Cathelco’s office in Chesterfield. During the 18 month integration programme, John Hollis will be working alongside Peter Mohn, Senior Vice President, Evac Group Development Projects, who is encouraged by the progress that has already been made. “We have already had encouraging proof of the excellent match of Evac and Cathelco people, systems and knowhow. Thanks to the unification of the two organisations, we can now better support our customers’ needs with an improved range of solutions and extended service network”, commented Peter Mohn. In terms of marketing, one of the early decisions was that the ballast water treatment system developed by Cathelco will be

Services

Peter Mohn


Services

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rebranded as the Evac Evolution system. The system which can be installed on cruise and commercial vessels has been designed to comply with the latest IMO G8 and U.S. Coast Guard ‘live/dead’ standards. It is currently awaiting Type Approval following the completion of land and sea-based testing.

Cargo efficiency by MacGregorMacGregor, part of Cargotec, is helping shipowners pack their cargo more efficiently with the launch of its latest cargo loading tool the breakbulk optimiser. Breakbulk optimiser will allow ship owners to arrange cargo loading in a more efficient way and can be used over a fleet of vessel and at multi ports. Magnus Sjöberg, senior vice president, cargo handling MacGregor explains that, “We need to eliminate the waste in the process as ships are not running full. Currently, we are faced by outdated and bad processes in the industry. If you run ships, you need to run them full. This is an industry problem.”

Breakbulk Optimiser has been developed taking in to consideration routes of vessels, new ships being built and standard specifications, along with influencing factors such as what cargo is on-board, incoming cargoes, available cargo space, the actual capability of the cargo handling system, port rotation and vessel stability. Sjöberg notes that, “Shipowners didn’t understand what a good cargo system could mean. The impact on emissions for instance would see a non-fully laden ship creating the same a full ship.” The cargo loading tool is a fully automated, cloud-based application for the optimisation of stowage of breakbulk and general cargo. The application uses the available cargo booking data and the vessel’s anticipated route to optimise its cargo stowage plan and monitor the utilisation rate of an individual vessel or the whole fleet. On routes consisting several loading and discharging ports the application will be able to run a multiport set up.Sjöberg concludes that by running this software to plan cargo loading it will improve transparency of information and also save shipowners costs by boosting efficiency of the vessel and fleets. SORJ John Hollis


HullWiper opens up in AustraliaHullWiper’s underwater hull cleaning technology is marking a successful first month of operations at the Port of Townsville, Australia, with initial contracts already secured following its July 2018 launch. HullWiper’s Remotely Operated Vehicle (ROV) provides affordable and eco-friendly hull cleaning services for all kinds of vessels calling at Townsville, the largest multi-cargo port north of Brisbane, a transport hub for bulk exports, and a popular stop for cruise vessels. ROV cleaning operations at the Port of Townsville are managed by HullWiper’s leasing partner K ROV. Australia is known as a world leader in efforts to use technology to protect the environment. HullWiper complies with the strict bio-fouling management standards the country has implemented to counter the spread of invasive alien species (IAS) and provides vessel and cruise ship owners/operators with an eco-friendly solution that enables them to reap the benefits of a clean hull while meeting those legal requirements. The solution uses adjustable seawater jets under variable pressure as the cleaning medium, instead of brushes or abrasives, which leaves expensive antifouling surfaces intact. No divers are used, so there is no risk to human life

and cleaning can be conducted day or night, in most weather conditions, and whilst cargo operations are underway. Unlike traditional methods, HullWiper does not discharge removed residues and harmful materials into the sea. Instead, it collects them with a unique on-board filter unit which is collected by a locally-approved environmental waste disposal company. This cleaning method reduces the risk of cross-pollination of waters with alien species. “It is a positive start for HullWiper in Queensland,” says Simon Doran, HullWiper’s Managing Director. “By using the ROV to remove fouling from vessel hulls, ships benefit from optimal performance and energy savings. “We hope the ROV will be an attraction for vessels that routinely call at Townsville, as well as those considering a new port of call. The ROV is ideally suited to cruise ships and can clean the ship’s hull overnight while guests enjoy the region surrounding the Great Barrier Reef.” K ROV Director Ingmar Kofler says the first cleans mark the start of what could potentially be a major contribution by HullWiper to CO

2 reductions in Townsville and the larger Australasian Region. “With the significant fuel and associated CO2 savings unlocked by HullWiper, ship owners and operators can make substantial cost savings while enhancing their environmental performance during voyages to North-East Australia and beyond,” he says. “We’re starting to receive daily

enquiries about the ROV and would like to thank the Port of Townsville for enthusiastically supporting this new venture.” Launched in Dubai in December 2013, HullWiper now operates in ports around the world including Sweden, Singapore, Spain, Netherlands, Norway, Egypt, United Arab Emirates and - on an ‘ad hoc’ basis - at key locations across the Middle East.

Underwater work at HydrexThe transit flap of a 225-m drill ship in Dakar came loose and started swinging dangerously. This caused damage in the aft bulkhead and a leak in the ballast tank situated behind the moonpool hull. A fast solution was needed to prevent further damage. Belgium’s Hydrex mobilised a team of diver/technicians. After an inspection of the damage, they disconnected the transit flap. It was then brought to shore, cut in three pieces and taken away. The divers also took all the measurements needed to design a repair plan for the second phase. Because of the instable condition of the flap, it was essential to keep to the highest safety standards, especially during this first part of the operation. The second part of the operation consisted of the installation of six doubler plates over the damaged areas in the aft bulkhead. Constructed with the exact measurements taken during a detailed inspection, they were positioned and secured underwater by our certified diver/welders. All water was then emptied from the damaged ballast tank. The crew performed an inspection of the tank and confirmed that the compromised hull was once again fully sealed. Thanks to the installation of the doubler plates the ship could safely start its contract. A permanent solution can now be planned at a more opportune time.

Mobdock work at HydrexA leaking seal is always an unpleasant experience for a ship owner or operator. It forces him to go off-hire, costing time and money. Hydrex has developed a flexible mobdock repair method that enables the underwater replacement of all types and

The HullWiper ROV undertakes one of its first cleaning jobs at the Port of Townsville.

Underwater Repairs


Underwater Repairs

sizes of shaft seals. This technology has been successfully used by diver/technicians for over a decade. Damaged stern tube seals will cause an increasing amount of oil leaking or water ingress as the damage worsens. By replacing the seals when the damage is first discovered, Hydrex keeps the down time low. The ship can keep its schedule as seal repairs can be performed during cargo operations. Hydrex does this by creating a dry underwater working environment around the shaft. Shaft seal repairs are performed in co-operation with OEMs. This allows Hydrex to provide customers with original spare parts which guarantees the best quality material. Hydrex performs repairs at anchorage on any type of rudder or while the vessel is berthed without interrupting cargo operations. In most cases these repairs are permanent and do not require follow up. The following case studies give an account of some of the more important recent underwater rudder repairs performed by Hydrex. They showcase the wide variety of repair solutions Hydrex can offer to shipowners. The rudder of a 250 m crude oil tanker started showing wrong readings. An inspection uncovered that the rudder was not aligned correctly anymore and that its movements did not match the readings. The ship was unable to sail any further and an on-site solution was needed. A Hydrex diver/technician teams therefore mobilised to Le Havre, France to perform an emergency repair operation. After arriving at the vessel’s location the divers performed a detailed inspection of the rudder. This revealed that the rudder pintle needed to be removed to perform a permanent repair. The stormy weather conditions in Le Havre could cause the rudder to move, which

would make it impossible to reinstall the pintle in-situ. For this reason it was decided that the ship needed to be towed to the nearest available drydock, in Brest for permanent repairs. This changed the scope of the work completely. Because Hydrex teams are trained to handle challenging and constantly changing circumstances, they adapted to the new task without any problem or delay. Hydrex proposed to secure the rudder so that the vessel could be towed safely. The team pulled the rudder to a zero angle. They also took the exact measurements needed to fabricate four securing plates that would fully lock the rudder in the neutral position. Once the plates were delivered, they were modified by the team to the correct size. Next they installed the stiffeners on both sides of the rudder. This would prevent the rudder from moving and causing further damage while the ship was towed. Upon completion of the operation the attending surveyor, together with the superintendent and captain, inspected and approved the repairs. Thanks to the Hydrex team the ship could be towed safely to Brest for permanent repairs. A 228 m vehicle carrier had several cracks along the hinges connecting the rudder flap to the main rudder blade. Fortunately most of those could be repaired by grinding them away and filling the area with clad welding. Three of the cracks were too big and needed a different approach. Hydrex diver/welders first drilled arrests on all sides of these cracks to prevent them from spreading. They then positioned a C-shaped plate over each of the cracks and secured it with wet welding. This allowed the owner to sail the vessel without having to worry about the condition of the rudder. He can have a permanent repair

carried out during the ship’s next scheduled drydock visit at a more convenient time and location. Luckily the cracks on the rudder were spotted during an underwater inspection before they caused problems for the ship. This once again shows the benefits of having regular inspections carried out by competent divers, followed by comprehensive and accurate reports. Hydrex teams can detect any problem so that they can be corrected early and prevent the more costly repair which neglect and further damage would bring about. The Hydrex technical department was contacted by the owner of a 200 m vehicle carrier because the rudder of his vessel was not functioning properly. A diver/technician team therefore mobilised from the company’s headquarters with one of the workboats loaded with all the needed equipment. After arriving at the ship’s location in Antwerp, the team first performed a detailed underwater inspection. This revealed several irregularities on the rudder seals. The Hydrex universal rudder repair mobdock allowed the rudder specialist that was present to perform further inspections in drydock-like conditions. He could then make a detailed assessment of the situation of the rudder and observed several reasons for the malfunctioning. Following the inspection Hydrex proposed a repair plan which was accepted by OEM and the owner. The team then carried out several repairs to remedy the rudder problems. First the existing rudder seal was tightened. Next the two wrong-sized rings were replaced with correct ones and both the upper and lower casing of the rudder seal assembly were reinstalled. The team pumped grease into the system and secured all nuts and bolts. The vessel could then continue its schedule with a fully functioning rudder. This equipment can be mobilised to any port in the world at moment’s notice. This enables Hydrex to offer this service very swiftly on a worldwide basis. An underwater inspection revealed cracks in the welding seams of both rudder cover plates of a 144 m tanker. To prevent the pintle nut from corroding, the classification society demanded that the owner had the damage repaired as soon as possible. When the tanker was on its way to Rotterdam Hydrex was contacted to find an on-site solution that would prevent an unscheduled and unwelcome trip to drydock. The Classification Society had given the

A Hydrex mobdock


owner a very strict deadline. It was therefore essential that Hydrex’s technical department came up with a repair plan that could be carried out very quickly. A diver/technician team immediately mobilised to the vessel’s destination so they could start the operation as soon as the ship arrived in Rotterdam. Because the tanker was empty, the rudder could be trimmed enough to allow a repair above water. The team first carried out a detailed inspection of the rudder cover plates. This enabled them to make a full assessment of the damage and communicate the information with the technical department. A dye check of the cracks quickly revealed that the damage of the cover plate welding seams was of such extent that replacing both plates in their entirety was the best option. The team removed the plates and bevelled the edges of the rudder plate to fit the new inserts. In the meantime two new plates were arranged by the technical department. They needed to be the right shape to fit the curve of the rudder perfectly. They were collected from the supplier and cut to the right size in the Hydrex fast response centre where a large stock of equipment is available for emergency repairs as this. The plates were then transported to the vessel. The diver/technicians fit them in the rudder plate and secured them with a full penetration weld. Ultrasonic and magnetic particles tests were successfully carried out by an independent inspector, finalising the repair. Seven bolt-on anodes were also installed on each side of the rudder. The entire operation was supervised and approved by a surveyor of the classification society and the condition of class was lifted. The Hydrex team worked in shifts to finish the repair in the shortest possible time. When they left the tanker, the satisfied owner could sail his vessel again without having to worry about costly off-hire time.

Wärtsilä’s underwater expertiseFinland’s Wärtsilä is uniquely positioned to offer marine service and maintenance, regardless of the vessel’s location. Maintenance and repair services performed by specialist divers add to Wärtsilä’s comprehensive service offering and allow for operators to minimise or eliminate vessel downtime. “Reduced fuel consumption, efficiency

improvements, and higher utilisation rates are always on the top of operators’ agenda. With our in-house specialist teams of certified diver technicians and propulsion experts, we are equipped to offer our customers underwater services on a truly global scale,” says Tamara de Gruyter, Vice President, Area North Europe, Wärtsilä Services. Late last year, Wärtsilä announced its acquisition of Holland’s Trident B.V. With the acquisition, Wärtsilä became the first OEM with a global underwater services footprint. Wärtsilä’s underwater service offering includes underwater repair, overhaul of propulsion systems, and regular maintenance such as hull cleaning and propeller polishing, as well as welding repairs and cofferdam repair. The retrofitting of some components of exhaust gas cleaning system

and even complex overhauls can be carried out underwater, changing the nature of vessel repairs and maintenance. “We have several research and development initiatives aiming at further expanding our

Underwater Repairs

A Wärtsilä diver in action


Underwater Repairs

underwater service offering. Currently, we are in the process of developing an environmentally sound method for underwater hull cleaning. Unlike other available solutions, this unique hull cleaning service can cover close to 100% of the submerged hull,” says de Gruyter. “Another one of our objectives is the integration of Trident’s services with Eniram’s analytics, aiming at achieving maximum fuel savings by optimising the hull cleaning cycle. In the future, Trident’s underwater technicians will also work closely with their engineering colleagues at Wärtsilä to support them in product design that allows for easy underwater maintenance.” Wärtsilä’s specialist underwater teams, based in the Netherlands, Italy, and Canary Islands can be dispatched in a matter of hours, thus enabling fast-response repairs as well as inspections, refurbishment, and equipment installation or replacement for vessels around the globe.

Activities at PhoenixAs a result of a collision with an underwater obstruction in the Mississippi river, a down-bound fully laden bulk carrier suffered a flooded forepeak tank and was unable to trim to a shallow enough draft to continue her transit. Stuck at anchor in the middle of the river, her owners contacted an independent marine surveyor for assistance. Because Phoenix International had performed previous successful operations for the selected survey company, the vessel was immediately referred to Phoenix for assessment and resolution of the problem. Phoenix was able to deploy a team within hours to assist the stranded vessel. The Mississippi River is less than ideal for diving operations with a 5 knot current and no visibility. Consequently, the Phoenix repair team decided to perform the inspection and repair from inside the vessel by diving into the flooded tank from the mooring deck. Phoenix divers were able to open the tank top, and - working in zero visibility - assess the extent of the damage and formulate a repair plan that would allow the vessel to pump out a significant percentage of the flooded tank. On the initial inspection, it was determined that there were multiple hull breaches, the largest approximately 2 m by 2 m in diameter, directly in the bow, ahead of the forward-most swash bulkhead. There were also several hull breaches aft of the large hole and aft of the

forward swash bulkhead. Phoenix International, using an in-house team of engineers, divers, and welders developed and executed a unique repair that allowed the vessel to continue its transit down the river and across the Atlantic to offload cargo at the scheduled discharge port before continuing to drydock for permanent repairs. Meanwhile, the Phoenix Submarine Rescue Team were deployed on-board the Hos Dominator during July and completed eight days of submarine rescue operations off the coast of Catalina Island, which culminated in a satisfactory Operational Readiness Evaluation (ORE) by Undersea Rescue Command’s (URC) parent command (Submarine Squadron 11) to maintain certification of the operators and equipment for independent operations. This periodic evaluation specifically certified URC and Phoenix to participate in the eighth iteration of the CHILEMAR exercise in San Diego waters and the SSN Rescuex this autumn in Alaska. The SSN Rescuex will be the first time that the Submarine Rescue Diving and Recompression System (SRDRS) will mate with a US submarine. Following the ORE certification and a brief in port period, the Phoenix team proceeded back to sea with URC to participate in the Chilemar V111 rescue exercise. Using the Phoenix designed and built Sibitzky Remotely Operated Vehicle (ROV), the team located and surveyed a bottomed Chilean submarine and then launched the Pressurised Rescue Module (PRM) to mate with and transfer personnel from the submarine to the surface. The PRM successfully mated with the Chilean

submarine three times, and the Phoenix/URC team successfully conducted simultaneous SRDRS and ROV operations. The team also operated the Transfer Under Pressure (TUP) portion of SRDRS as part of the exercise scenario. Final certification of TUP will occur in the near future with Phoenix assuming full maintenance responsibility. Phoenix personnel were instrumental in the successful completion of Chilemar V111, overcoming various hurdles and ensuring continuity of operations throughout the exercise. Phoenix has held the US submarine rescue contract since the SRDRS system was adopted as the US submarine rescue capability in 2006-2007, and has developed broad and deep knowledge of the system and its capabilities. This knowledge will be critical, as was demonstrated during the Argentina rescue response, to maintaining all US rescue, intervention, and mobilisation capabilities in responding under challenging mobilisation and operational conditions. Rescue and intervention equipment for which Phoenix is responsible includes the SRDRS for deep rescue, two Submarine Rescue Chambers (SRC) for shallow rescue, the Sibitzky ROV, and all associated equipment for rapid mobilisation and operations. Phoenix recognises the outstanding work of URC personnel during this highly successful operational period, and appreciates the professionalism of the Chilean Navy and specifically, their submarine crew, in facilitating this demonstration of joint US/Chilean co-operative engagement in the submarine rescue community. Meanwhile, Phoenix International has announced successful completion of the Virginia Ship Repair Association (VSRA) Quality Audit. The VRSA Quality audit, which is similar in format to an ISO 9001 audit, verifies compliance with U.S. Naval Sea Systems Command (NAVSEA) and Mid-Atlantic Regional Maintenance Centre (MARMC) requirements, thereby certifying the quality of prime and subcontractors working on US naval vessels. This auditing process helps to ensure that naval ships and their crews are able to fulfil their missions with minimal repair and maintenance downtime. The Virginia Ship Repair Association (VSRA) is a regional trade association representing over 250 companies engaged in, or supporting, the ship repair industry in Virginia and the Mid-Atlantic region, and Phoenix International has been a member since 2005. SORJ

The Phoenix SRDRS system


Always on time

Hydrex offers turnkey un-derwater repair solutions

to shipowners wherever andwhenever they are needed. Hydrex’s multidisciplinary teamwill help you find the best solu-tion for any problem encoun-tered with your ship below thewater line. We will immediatelymobilize our diver/technicians

to carry out necessary repairwork without the need to dry-dock.

Hydrex performs complex perma-nent underwater repairs to thrust-ers, propellers, rudders, stern tubeseals and damaged or corrodedhulls. By creating drydock-likeconditions around the affected

area we can carry out these oper-ations in port or at anchor.

All the projects we undertake areengineered and carried out in closecooperation with the customer andany third party suppliers, relievingthe customer of all the hassle of coordination, planning and super-vision.

www.hydrex.be

Phone: + 32 3 213 5300 (24/7)Fax: + 32 3 213 5321 E-mail: [email protected]

AD Hydrex Keeping ships 210x297mm_Opmaak 1 7/12/17 13:06 Page 1


Applications of Ecofix and EcoshieldThe rudder of a LPG tanker was given the full treatment in China. First Ecofix was applied to restore the surface of the damaged rudder back to its original condition. Next it was coated with Ecoshield. This will protect the rudder from ever suffering corrosion and cavitation damage again. Meanwhile, Belgium’s Subsea Industries is reporting an increasing interest from propulsion and steering equipment suppliers to apply Ecoshield to their equipment. They are looking for maximum protection against cavitation and abrasion damage, both of which can lead to widespread corrosion if conventional coatings fail. Ecoshield is the only coating known to fully protect rudders and thrusters from all cavitation damage for the remainder of a vessel’s service life. It is as tough as the steel itself. With Ecofix, the repair work needed on the underlying steel can be done effectively and economically. Ecoshield and Ecofix are also suitable for stabiliser fins, thrusters, nozzles and other underwater ship gear which needs special protection from corrosion. Now these items can also be repaired prior to recoating when other,

less effective coatings have permitted corrosion and cavitation damage to occur. Ecofix is a filler product, which is used in combination with the award-winning Ecoshield hard coat system. Ecofix is specifically developed to provide shipowners and OEMs with a cost-effective solution for the repair of corroded or pitted steel surfaces. When a rudder or other piece of underwater ship gear has not been properly protected, the surface will become severely pitted and corroded. The steel needs to be restored to its original shape with a smooth surface prior to recoating. This is where Ecofix comes in. It is a superior, tested and proven filler. Because it uses the same basic resin as Ecoshield, the coating can be applied just one hour after the filler. The bonding and hardness are extraordinary. This is the effective alternative to metal facing or very expensive alternative fillers. Because it is part of the Subsea Industries’ family, it is fully compatible and homogeneous with our other coating systems. The hull of the polar research ship RRS Sir David Attenborough took to the water last month protected by the most environmentally-safe hull coating ever developed – Subsea Industries’ bio-fouling-reducing and washable Ecospeed. Commenting on the vessel’s launch from

Birkenhead’s Cammell Laird shipyard, Manuel Hof, Subsea Industries’ production executive, said, “RRS Sir David Attenborough is now afloat with a hull protected by the same Ecospeed coating that has protected its sisters, Ernest Shackleton and James Clark Ross, for many years. It was incredibly exciting to watch the launch of this important vessel.” When the vessel is delivered to British Antarctic Survey in 2019, it will undertake world-leading environmental research into climate change and ocean protection. As such, the vessel required a fully ice-strengthened coating, without being harmful to the environment - Ecospeed fulfils that requirement,” said Hof. “The hard coating completely mitigates against the leaching of chemicals into the marine environment,” said Hof. Subsea Industries’ Chairman Boud Van Rompay said, “We are delighted that Cammell Laird and BAS have successfully launched RRS Sir David Attenborough. The vessel is a showcase for an array of sophisticated technologies and systems, of which, I am pleased to say, Ecospeed is one.” The 15,000 gt research vessel, scheduled for operational duties in 2019, will be one of the most advanced polar research vessels in the world. The 128 m long vessel will be capable of 60 days at sea without re-supply, covering a range of 18,898 nautical miles at 13 knots.

Paints & Coatings

The launch of the RRS Sir David Attenborough at Cammell Laird


New tank coating from JotunNorway’s Jotun has responded to market demand for a cargo tank coating that allows greater cargo flexibility, long-term performance and vessel utilisation with the launch of Tankguard Flexline, which was revealed at SMM. The unique product is built on the Flexforce technology, ensuring excellent cargo resistance, quick port turnarounds and lengthy, and hence cost effective, maintenance intervals. ”In the ultra-competitive tanker market optimal vessel flexibility, efficiency and utilisation are top of the ‘wish list’ for our global customer base,” explains Marc Giesselink, Global Director - Tank coating. ”However, the aggressive nature of some cargo types, which can be absorbed into tank coatings, stressing and ultimately damaging them, as well as leading to lengthy ventilation periods after unloading, has, until now, been problematic. This has obvious knock on effects upon vessel availability and utilisation,” he says. ”Tankguard Flexline has been developed to solve this pressing industry problem, with its Flexforce technology designed for effective operation enabling vessels to carry critical and aggressive cargoes shipped in coated cargo tanks. That provides full flexibility, leading to full vessels and real business advantage for our customers.” Jotun’s Solvoxirane chemistry is at the heart of the solution. Standard tank coatings typically absorb low molecular weight, aggressive cargoes leading to swelling that stresses the structural network of the coating film. However, the composition of the Solvoxirane chemistry

provides greater coating flexibility, minimising structural stress over repeated absorption/ desorption cycles. Faster desorption times also lead to decreased ventilation requirements, quicker turnaround and enhanced vessel earnings. Typically, one day saved on ventilation equates to US$14,000 in increased earnings. The durable nature of Tankguard Flexline also extends maintenance intervals. Jotun states that prolonged coating lifetime can save up to €600,000 in maintenance costs on a typical tanker vessel. Jotun developed the new product after an approach from long-standing customer Stena Bulk, which was looking to shorten vessel turnaround times and enhance cargo flexibility for its IMOIIMAX fleet.

”Extensive trialling of the product has produced the results the firm has been searching for,” comments Johan Jäwert, Vice President Commercial Operations, Stena Bulk. He explains, “Using Jotun’s Tankguard Flexline cargo tank coating enables us to carry an extensive range of products and chemicals, including methanol, with higher flexibility, capacity and durability. This improves our operational efficiency. “ Tankguard Flexline is made to order in selected colours - grey, green, and pink – and is now available worldwide. It was made with carefully chosen raw materials to ensure that workers, applicators and the environment are not exposed to unnecessary HSE risks.

Nippon Paints introduce new SPCJapan’s Nippon Paint Marine has introduced what is thought the world’s first biocide-free, low friction self-polishing copolymer (SPC) anti-fouling technology. Aquaterras, a product name derived from the Japanese word for shining and the Latin for water – Shining Water – is an entirely new type of marine coating developed using neither biocide materials nor silicone. Nippon Paint Marine Director John Drew said, “Typically ships’ anti-fouling paints have contained some form of biocide – copper, tributyltin, co-biocides. But the use of biocides today is strictly controlled by both national and

Jotun’s Tankguard

Paints & Coatings

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Paints & Coatings

international regulations such as the BPR in the EU. And while there are no immediate plans to further regulate the use of approved biocides, we cannot rule out the possibility that copper in anti-fouling will be regulated in the near future. “Nippon Paint Marine has always looked to develop systems that go beyond the regulations. And with Aquaterras our chemists have achieved the impossible – a truly effective and efficient long-life, self-polishing anti-fouling paint without the use of biocides.” The technology adopts an advanced anti-fouling mechanism based around the anti-thrombogenic polymers used in the construction of artificial hearts and blood vessels in the medical sector. The medical polymeric material was designed so that no biological substances or life would or could adhere to the surface so as to prevent blood clots (thrombosis). Using the technology in marine pants allows the new hydrolysis polymer reaction developed at Nippon Paint to continuously self-polishes. It also exposes active micro-domain structures to seawater ensuring that Aquaterras provides long-term anti-fouling performance. “Biocides are normally comparatively heavy and rough in paint formulations but since Aquaterras is without such heavy pigments, we can achieve a remarkably glossy and smooth film is achieved, said Drew. “This smoothness is further enhanced by its in-service self-polishing. Unlike silicone types, Aquaterras can be applied simply without the need for costly and time-consuming masking. It can also be overcoated in the same way as today’s SPC’s and can even be applied onto existing SPC’s if they are in good enough condition.” Registered as a tin-free anti-fouling paint, Aquaterras has received approvals from all the

major classification societies and is certified with no ’active ingredients’ in its Type Approval Certification. A full and comprehensive technical Dossier has been compiled to demonstrate the rigorous and exhaustive testing carried out by Nippon Paint over years of research.

Nakilat contract for IPAkzoNobel (International Paint) has secured a two-year deal to continue supplying its award-winning Intersleek 1100SR foul release coating to Qatari shipping and maritime giant Nakilat (Qatar Gas Transport Company Ltd). Nakilat operates one of the largest fleets of LNG tankers in the world and offers a wide array of maritime services such as ship repair, shipbuilding, towage and shipping agency services.

The two companies already having a long-standing relationship and the new agreement means that by the end of 2018, more than 640,000 litres of Intersleek 1100SR will have been applied to 108 of Nakilat’s LNG tankers across the globe. “We are very proud to have signed this new deal, which strengthens our well-established relationship with such a valuable customer,” said Oscar Wezenbeek, Director of AkzoNobel’s Marine, Protective and Yacht Coatings business. “It highlights our commitment to better serving our customers and underlines the fact that that ship owners and operators continue to realise the benefits of investing in sustainable hull coatings including reduction of cost and higher efficiency.” When fouling organisms settle on the underwater hull, they have an adverse impact on a vessel’s fuel consumption. For example, a layer of slime can result in increased fuel consumption of between 2% and 10%, weed growth in the region of 10% and 30%, and animal growth (such as tubeworms or barnacles) in excess of 40%. Intersleek 1100SR can put a stop to that. The marine industry’s first biocide-free coating to feature patented fluropolymer technology, it effectively releases slime – even at low speeds. This means vessels benefit from reduced drag, improved fuel efficiency and lower CO2 emissions. In total, there have been more than 1,400 applications of Intersleek 1100SR to date. The landmark of 1,000 was achieved in 2017 with the Al Gattara LNG tanker, operated by Nakilat. Intersleek 1100SR is part of AkzoNobel’s industry-leading portfolio marketed through its International brand. SORJ

An Aquaterras vessel after application

One of the Nakilat fleet of gas tankers


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Retrofit orders for MAN’s new LPG dual-fuel engineMAN Energy Solutions has announced the first retrofit orders for its new MAN B&W ME-LGIP LGP-powered engine. The contract, which is between Norway’s BW LPG and MAN PrimeServ, involves the world’s first retrofitting of four MAN B&W 6G60ME-C9.2 HFO-burning engines to 6G60ME-C9.5-LGIP LPG-propelled dual-fuel engines, plus options for further retrofits in the future. BW LPG expects the first retrofitting to take place in conjunction with scheduled drydockings, starting during the first quarter of 2020. Currently two yards from Singapore and two yards in China are being considered for the work. BW LPG’s CEO Martin Ackermann, said, “BW LPG has been preparing for IMO 2020 for years and today, I am pleased to announce that we have signed contracts for the delivery and retrofitting of four LPG-propelled dual fuel engines. We will be the global pioneer in operating next-generation, high-tech green ships with dual-fuel propulsion.” Meanwhile, MAN Energy Solutions is currently

experiencing a record order-intake within its cruise business. The company reports that, in the first eight months of 2018, it has won orders to supply seven new cruise ships with engines plus exhaust-gas-treatment systems – with a cumulative value close to a three-digit million euros. The orders total almost 300 MW of installed power for cruise ships ranging in size from 50,000 to approximately 140,000 gross tons, and running on fuel types from HFO to LNG. Delivery is scheduled from end-2019 to 2022. MAN PrimeServ has also won the contract to convert two ro/pax ferries from Spain’s Baleària Eurolineas Maritimas to LNG dual-fuel operation. The first ship, the Nápoles will arrive in Gibraltar’s Gibdock for an estimated three month stay while the project is being carried out. The 24,409 gt sisterships, the Nápoles and Sicilia, are currently each powered by 2 × MAN 9L48/60A main engines, which will all be converted to 9L51/60DF units that will enable running on LNG. The conversion of the Nápoles is due to take place between November 2018 and January 2019, with the conversion of Sicilia to take place from October to December 2019. The Sicilia operates on the Barcelona – Ibiza route, while the Nápoles serves currently the Algeciras – Tanger Med route. During July 2018, a new PrimeServ service

station/workshop was opened on Liuheng Island, Zhoushan, China. The 560 m2 workshop is located within Zhoushan Xinya Shipyard, one of the largest privately-owned shipyards in China. As the first service centre acting in co-operation with a local shipyard, the PrimeServ workshop will be staffed with four engineers, one sales manager and four fitters. The service station is customised to MAN’s needs and standards with specialised tools such as a 10 tonne overhead crane, dynamic balancing machine, honing machine and lathe. Besides on-board service, MAN PrimeServ will provide repair and overhaul services for diesel engines, propellers and turbochargers with the new facility. Navigator Gas, in partnership with Charterer Borealis, engine manufacturer MAN Energy Solutions, cargo system and fuel gas supply system supplier TGE and ABS, has completed the successful conversion of the Navigator Aurora’s main engine from LNG fuelling to Ethane fuelling, while berthed alongside at Frederikshavn in Denmark. “This is the latest example of how ABS is collaborating globally with innovative companies such as Navigator Gas to support the delivery of technologies that minimise the environmental impact of shipping and reduce greenhouse gas emissions,” said Patrick

One of the BW LPG fleet


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Janssens, ABS Vice President, Global Gas.ABS-Classed Navigator Aurora is a 35,000 m3 Ethylene/LPG tanker, delivered in August 2016, equipped with a MAN B&W 6S50ME-C8.2-GI dual fuel (HFO/LNG) burning engine, which has now been converted to a dual fuel (HFO/Ethane) 6S50ME-C-GIE engine. The 15-day long conversion followed engine performance and emissions testing at Kawasaki in Japan, to prove the principle that burning ethane in the Navigator ME-GI engines would be possible. The trials were successful and demonstrated that suitable power and emissions performance, meeting Classification and statutory requirements, was available at a fuel gas injection pressure of just over 300 bar.

Maintenance agreements for WärtsiläVirgin Voyages has assigned Finland’s Wärtsilä the responsibility of the maintenance of Virgin Voyages’ three cruise ships. Wärtsilä will ensure that vessels are powered and operated reliably, efficiently and sustainably, enabling Virgin Voyages to focus on providing its cruise passengers with a unique holiday experience. The comprehensive 10-year Optimised Maintenance Agreement (OMA), gives extensive responsibility of maintenance to Wärtsilä, allowing Virgin Voyages to provide unique voyage experiences to their ‘Sailors’ – the term Virgin Voyages has coined for their passengers. Wärtsilä’s Dynamic Maintenance Planning allows maintenance operations to be carried out based on remotely monitored and analysed real-time performance data. This makes it possible to extend service intervals when the equipment does not yet require maintenance. Overhauls can be scheduled to fit the operations of the vessel. Availability is thereby increased and unnecessary downtime minimised. The joint risk and reward scheme allows unique opportunities for both parties. The extensive agreement includes Remote Operational Support Services, Specific Fuel Oil Consumption (SFOC) meters and calibration, spare parts and technical advisory services for the engines. In addition, Virgin Voyages will receive comprehensive technical support and personnel training.

The three vessels forming the Virgin Voyages cruise fleet will begin operations in 2020, 2021 and 2022. All three will be equipped with technologically advanced Wärtsilä46F engines, Wärtsilä’s Hybrid Scrubber System and Selective Catalytic Reduction (SCR) systems for exhaust gas cleaning, as well as Wärtsilä’s Nacos Platinum navigation solution. Additionally, Wärtsilä and South Africa’s De Beers Marine have signed an agreement for the replacement of generating sets on-board De Beers’ diamond mining ship Debmar Pacific. The vessel, originally built in the 1970s, will be outfitted with new Wärtsilä gensets to extend their lifetime and improve reliability. Debmar Pacific is engaged in diamond mining operations off the coast of Namibia. With modern gensets, the lifetime of the vessel is extended and its specific fuel oil consumption (SFOC) is reduced. In addition, the new equipment is more reliable and needs less maintenance, reducing disruptions in operations and OPEX expenditure. She is owned and operated by Debmarine Namibia, a joint venture between De Beers Group and the Namibian government. This agreement, signed in May 2018, expands the co-operation between Wärtsilä and Debmarine Namibia. In 2017, De Beers Marine and Wärtsilä signed similar type of agreements to outfit new Wärtsilä gensets to Debmarine Namibia’s diamond mining vessels Grand Banks and Debmar Atlantic. Additionally, Wärtsilä is currently carrying out an engine control system upgrade project in

Debmarine Namibia’s diamond-mining vessel Mafuta. Meanwhile, Transas, a Wärtsilä company, has signed a landmark contract to supply a Fleet Operations Solution (FOS) to Norway’s Wilson ASA. The FOS creates an infrastructure that includes on-board navigational and communication components to provide enhanced connectivity for business communications and crew services, and access to fleet data from shore-based locations for complete situational awareness. The order was booked during the first quarter of 2018. This will be one of the first applications of the Thesis concept within Wärtsilä’s Smart Marine Ecosystem vision. Thesis creates a collaborative environment for ship operations by connecting fleet operations with the ships, the port, and with coastal traffic management, using shared data to increase safety, reliability, and efficiency. This structure is an important element in Wärtsilä’s vision for future shipping, which uses high levels of connectivity and digitalisation to enable the optimal use of resources, the highest levels of safety, and the least possible impact on the environment. As a managed service, the FOS delivers a number of benefits to ship owners and operators. These include fixed monthly fee payment terms, which cover ECDIS charts and associated updates, and maintenance. It incorporates all airtime costs, and brings predictability to data services and satcom fees. Transas was acquired by Wärtsilä in May 2018, and is seen as being an important advance in

The mining vessel Debmar Pacific departing Cape Town, outfitted with new Wärtsilä gensets to extend their lifetime and improve reliability


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achieving Wärtsilä’s Smart Marine Ecosystem vision.

Rolls-Royce battery packs for two OSVsRolls-Royce Commercial Marine has received an order to deliver a battery-powered energy system for two offshore vessels (PSVs) operated by Norway-based Golden Energy Offshore. The delivery includes the SAVe Energy system, which was recently launched by Rolls-Royce. In addition, the two vessels will receive an upgrade of the existing Rolls-Royce ship design engineering package to match the new features. This includes an upgrade of the Dynamic Positioning (DP) system, Main Switchboard and the ACON control system coupled with a Rolls-Royce Energy Monitoring system, providing a complete overview of energy usage on-board. In total, the two 5,165 gt PSVs NS Orla and NS Frayja will receive an upgrade that benefits

both the environment and the economic efficiency of the ships. Golden Energy Offshore’s goal is to achieve environmental friendly and cost effective operations for all of their vessels, emphasising energy efficiency, sustainability and a low emissions profile in accordance with IMO’s standard for a Ship Energy Efficiency Management Plan (SEEMP). The company is among the few offshore ship operators globally that are fully ISO 50001 (Energy Management Standard) certified, which involves having a framework for measurement, registration, reporting and auditing of energy efficiency. SAVe Energy from Rolls-Royce is a cost competitive Energy Storage Unit that includes a highly efficient and liquid cooled battery system in a modular design. The product is scalable according to energy and power requirements, and complies with international legislations for low and zero emission propulsion systems. The NS Orla and NS Frayja operate out of Stavanger, Norway, and are well known to Rolls-Royce. Both vessels are of Rolls-Royce

UT 776 CD design with oil spill clean-up capability, and they have an extensive range of Rolls-Royce equipment on-board, including the Rolls-Royce Energy Monitoring (EM) system. The EM system was added to the control and automation system of these vessels and started collecting vessel data back in 2015, and has been coupled with other technology pilot projects hosted by Golden Energy Offshore. Rolls-Royce continues to develop its ship intelligence offerings to the market, and now introduces a pioneering new solution for Health Management of ship equipment. The technology is aimed at elevating the way in which customers manage and maintain the equipment and systems on-board their ships. Health Management is designed to provide ship operators with an unsurpassed level of understanding of the operational health and performance of all the machinery installations on-board. Developed by the Ship Intelligence team at Rolls-Royce, the latest development of Health Management uses ship data combined with advanced machine learning techniques.

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The system is able to provide deeper insight into the performance of installed ship equipment, and consequently the full ship system on-board one or more vessels. Rolls-Royce has already secured its first contract for Health Management technology. Thrusters, generators and engines on Awilco’s recently-announced new build semi-submersible rig, will all be covered by the solution, with the potential for other products to be added in future. The capacity for Intelligent Awareness and machine learning technologies to significantly improve navigational safety has been verified by Rolls-Royce and Japanese shipping company Mitsui OSK Lines (MOL), following the success of a pilot project aboard a 165 m passenger ferry, Sunflower Gold. Results from sea trials on the vessel, which operates night-time sailings between Kobe and Oita, Japan, found that the navigating officers were able to visually detect objects that would otherwise have been cloaked by the blackness of night. The vessel navigates the Akashi Kaikyo, Bisan Seto and Kurushima Straits, some of the most challenging routes in the world. However, operations are more difficult during night-time crossings when these routes become heavily congested with fishing nets and small to mid-sized fishing vessels. Rolls-Royce installed an array of Intelligent Awareness sensors, thermal imaging cameras and its revolutionary Light Detection and Ranging (LIDAR) system on the vessel in April 2018, following the 2017 signing of a joint development agreement with MOL. The

technology was fused together to give the vessel’s bridge team day-time-like situational awareness of the surrounding area, providing enhanced decision-making capability and improving the safety of the vessel. Data obtained from this and other Rolls-Royce Intelligent Awareness (IA) projects will now be fed into the company’s machine learning algorithms to further develop the IA system, with the objective of putting a permanent installation on-board the Sunflower Gold later this year. Data captured from tests on-board Finferries’ 65 m double-ended ferry Stella, which operates between Korpo and Houtskär in the Archipelago Sea on the southwest coast of Finland, will also be fed into the Rolls-Royce machine learning algorithm. The latest version of Rolls-Royce stabilisation systems adds the potential for ice class ships to benefit from the company’s Stabilisation-at-Rest (SAR) concept. The SAR system, incorporated to both the Aquarius and Neptune ranges of Rolls-Royce retractable stabilisers, employs active fin control technology and advanced hydrodynamic design to deliver higher levels of roll reduction when the vessel is at rest, and also maintaining stabilisation performance whilst underway. In the new design, the stabiliser fins can be fully retracted into the custom-designed fin box, so there are no protrusions from the hull form, ensuring safe navigation through ice. The new design has a reduced fin area and optimised lower fin angle which meet the stabilisation performance requirements. The new design also reduces dynamic drag

when deployed underway which leads to lower fuel costs. The stabiliser fin incorporates the proven Rolls-Royce trailing edge design which eliminates vibration and noise.

ZF’s partnership with Houghton proves successfulZF Aftermarket customers in the marine industry are benefitting from improved service performance, efficiency and cost reductions, due to a new partnership with Houghton International. Based in the North East, Houghton International is a specialist electro mechanical engineering company operating globally in the repair, maintenance and life extension of rotating electrical machines. The agreement enables ZF Aftermarket’s own gearbox repair, maintenance and overhaul capabilities to synergise with Houghton International’s in enabling ZF customers to gain full advantage from an enhanced service, all in one place, as a complete package offering. Houghton International is strategically located on the River Tyne, to service the requirements of vessels in British or Norwegian waters experiencing a rotating machine fault such as a generator or motor issues. The company provides a fast and efficient service and can mobilise specialist engineers within hours to support customer needs and provide a high-quality repair in the shortest possible timescale.

ABB Turbochargers on-board COSCO’s largest containershipThe 21,000+ teu containership COSCO Shipping Universe has broken the record for China’s largest container ship and is equipped with ABB turbochargers to assure optimal performance and fuel efficiency. ABB Turbocharging is a key strategic partner for COSCO Shipping Lines, with ABB turbochargers selected for all main and auxiliary engines across six 21,237 teu containerships being delivered for the

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Universe series by 2019. Hundreds of ABB turbochargers are in operation across the extensive COSCO Shipping Lines’ fleet. The first flagship mega container ship in the Universe series, COSCO Shipping Universe, was delivered in June 2018 by China’s Jiangnan Shipyard. The vessel is equipped with three ABB A180-L two-stroke turbochargers to match the diesel main engine and four ABB TPL67-C33 4-stroke turbochargers to match four auxiliary engines. Key benefits for ABB’s A100 series include compliance with IMO Tier II and Tier III emission limits, reduced fuel consumption, high operational flexibility, reliability and availability, long intervals between inspections, routine maintenance and overhauls, absolute

operational safety with rigorous testing and reduced engine room noise. The TPL-C series, respectively, is designed to meet growing market demand for greater power, efficiency and long operational life. In addition to its outstanding fuel savings and low emissions capabilities, the TPL-C series boasts a modular design with minimised spare parts for easy installation and service. As an original equipment manufacturer (OEM) with an integrated, international logistics network, ABB Turbocharging provides vital servicing support for all ABB turbochargers in use across the COSCO Shipping Lines’ fleet. Access to 24/7 servicing, 365 days a year, and guaranteed 98% spare parts availability support maximum uptime.

Customers such as COSCO Shipping Lines have confidence in the quality of ABB Turbocharging’s servicing, as well as the availability of reliable, customised care whenever and wherever required for ultimate performance and lowest total on-going operating costs.

Steam system efficiency improved by Green’sUK’s Green’s is to significantly improve the energy saving and cost cutting benefits of its

The COSCO Shipping Universe


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marine steam systems with its investment in a unique combination of modelling tools, people and track record. Green’s Design Engineering team comprises highly qualified and extremely experienced engineers alongside the brightest new graduates from renowned universities. Every ship they work on requires a bespoke solution that takes into account the customer’s objectives, the application the system is being used for and a range of other factors. Green’s has invested significantly in in-house and industry software including STAAD, AutoPipe and SOLIDWORKS. This enables them to analyse stress distribution, calculate the best configuration and use of tubes and attachments and model whole systems in 3D. Use of these in conjunction with the team’s 100 years plus experience, its base of designs that is second to none, its collaborative approach with customers’ engineers and working to the latest international design codes and marine classification society rules makes Green’s solutions world class. Matthew Crewe, Green’s Managing Director, says, “It is vital for us to stay ahead of our competition worldwide. Software tools are useful but their value is limited without skilled people using them and legacy information to refer to. We strongly believe we have the best combination in our business.”

Damen co-operates with Skoon EnergyHolland’s Damen Shipyards Group and Skoon Energy have signed a co-operation agreement of understanding for the advancement of energy transition in the shipping industry. The agreement combines Damen’s 90 years of experience with the dynamism of a new start-up, founded in 2017, by Daan Geldermans and Peter Paul van Voorst, two students of the Delft University of Technology. Damen is renowned for its innovative approach to shipbuilding, and is well known for the improved sustainability of its product portfolio that results from this. Recent examples include numerous hybrid, LNG and fully electric propelled vessels. Skoon focuses on the large-scale electrification of ships’ propulsion via management of a battery sharing network and strategically located charging hubs with a 100% clean energy supply. Skoon

Energy’s swappable battery packs – known as Skoonboxes – are planned for trial aboard a diesel-electric inland vessel later this year. As a new company, Skoon will benefit from Damen’s extensive experience in complex, international shipbuilding projects, as well as its global commercial network. Skoon Energy founder Peter Paul van Voorst says, “With this partnership Damen is demonstrating its commitment to enabling sustainable solutions within the maritime industry. We’re looking forward to working together with Damen to make fully electric shipping the norm within the maritime industry.”

Increased risk of shaft fatigue DNV GL has introduced class requirements to avoid shaft fatigue failure during service life caused by long passing times. This is relevant for ship owners and managers of tankers or bulk carriers with 2-stroke engines as well as for yards, suppliers, design offices and flag statesAll propulsion systems with direct coupled, two-stroke engines have resonant frequencies in the operating speed range where torsional vibrating stress may be critical. Dynamic stress above a defined critical value requires a barred speed range (BSR), which must be passed rapidly. Extra power must be provided by the

engine to overcome increased resistance from acceleration, weather, fouling, etc. Passing the BSR is more demanding if takes place at a high rpm range, as the vessel then needs more time to accelerate from dead slow or standstill. Short stiff shafting and engines with few cylinders will result in a BSR at a high rpm. Typical designs with such challenges are bulkers and tankers with five-cylinder engines. Propulsion designers, some owners, and class are aware of this challenge. Engine designers have handled this within CIMAC (The International Council on Combustion Engines). For instance, MAN Energy Solutions has devolved a dynamic limiter function (DLF), while WinGD suggests other actions. Class has highlighted the topic with a revision of IACS UR M51, but without requirements. DNV GL has seen the need for immediate action and has initiated R&D in dialogue with engine designers and yards, which resulted in new rule requirements. On a fast ferry where several tonnes of copper weight could be replaced with increased cargo capacity, this would generate added revenue on every trip. Or, alternatively, the weight savings would result in reduced fuel consumption, reduced cost and lower emissions. The DNV GL rule revision published in July 2018 (Torsional vibrations) presents two main requirements: • Maximum time passing the BSR (design and trial verification) • Power margin at the upper limit of the BSR

(From left to right) Daan Geldermans (co-founder of Skoon Energy) Peter Paul van Voorst (founder of Skoon Energy), Arnout Damen (CCO, Damen)


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(design) The maximum time passing the BSR is calculated using a formula in which time is reduced exponentially by the stress ratio. The formula is derived from the fatigue theory by use of Miner’s damage ratio, and is qualified by case studies. The number of cycles depends on the operational profile through service life, which is unknown at the design stage. DNV GL has used 25 years’ service life and 10 passings/week as a basis for the development. Shafting with shrink fit coupling or multi-fillet flange and a stress ratio of 85% will result in 26 seconds of allowed passing time. It is required to have a 10% power margin at the upper limit of the BSR, which is in accordance with CIMAC’s recommendation and definition. The main motivation behind this is to avoid problems with verification of passing time at trial. Passing the BSR shall be demonstrated accelerating and decelerating both going ahead and astern as required by IACS UR M51. Time passing the BSR accelerating ahead shall be measured and within an approved value. Measurements of torsional stress shall be carried out on the first vessel delivery in a series. Calculated stress above 85% of maximum allowed transient stress requires instrumentation with strain gauges instead of the less accurate encoder. There are basically three solutions to this challenge: • Increase the power margin • Move the BSR to a lower rev/min - lower natural frequency by making shafting more flexible (e.g. use high tensile steel or increase shaft length) Increase excitation frequency by increasing number of engine cylinders • Increase distance between engine and propeller bollard pull curve - both engine and propeller can be re-designed, but increased engine power will affect EEDI. A lighter propeller design will increase the light running margin and, therefore, the power margin as well.

The recommendation is to highlight the challenge at the design stage and avoid problems during sea trial Take the propeller design into account before the final selection of engine Be aware of short stiff shafting in combination with 5-cylinder engines Ensure the power margin is at the upper end of the BSR Comply with DNV GL rules, July 2018 edition or later.

The growth in service platforms welcomed by CSSCChina’s China State Shipbuilding Corporation (CSSC) has welcomed the rapid growth of its exclusive marine equipment service platform, CSSC Marine Service (CMS), during its first twelve months of trading. Increasing demand for services offered by CMS has necessitated plans for service expansion. CMS delivers life-time service for all CSSC-manufactured engines and products in addition to providing warranty handling for engine manufacturers HHM and CMD. Since the company’s establishment in 2017, CMS has been steadily developing its capabilities and rapidly expanding to meet customer demand in parts supply, field services, drydocking, warranty support, maintenance agreements and remote monitoring services. A 24-hour hotline service commenced at the beginning of 2018 which is serviced by local service experts with back up support from CMS’ OEM licensors. Services offered enable CMS to fully support the current portfolio of engines available and to give ship owners confidence in ordering CSSC built equipment. The launch of CMS business by CSSC in June 2017 coincided with the inauguration of a new logistics centre located within the Yangshan free trade zone in Shanghai. Opened as a first step to enable quicker responses to customer needs, the logistics centre acts as the hub for CMS’s global distribution network with the aim to be capable and efficient in the delivery of key engine components on a global scale. The logistics centre comprises a warehouse and distribution facility in an area of 9,000 m2 and is able to accommodate over 20,000 types of original small parts including fuel injection equipment, piston rings, pipes, flaps and valves, and large parts such as cylinder liners, covers and piston crowns. Built as a state-of-the-art facility, the centre hosts quality assurance monitoring and a hi-tech warehouse management system with a light identification process that enable the fast picking, packing and delivery of parts. In response to increasing demand for services offered by CMS, planning of future

expansion is underway for currently represented service centres in Hamburg, Athens, Singapore, Houston and Dubai. In total six strategic service hubs and 28 service stations will be established worldwide by 2020. Andrew Stump, President, CSSC Marine Service, commented, “Since the company’s launch in 2017, CMS has rapidly gained traction in the market. We are quickly gaining customer trust and the result is the signing of an increasing number of maintenance and inspection agreements. Therefore, we are putting the key infrastructure in place in order to secure the continued expansion of our services in the marine sector.”

DFDS contract for SeaKing ElectricalBirkenhead’s SeaKing has completed extensive upgrade work on three shortsea ferries operated by Denmark’s DFDS Seaways. The four-week project took place at France’s Damen Shiprepair Dunkerque (DSDu) involving Dunkerque Seaways, Dover Seaways and Delft Seaways. The three passenger and car ferries

Andrew Stump, President, CSSC Marine Service


operate in the English Channel running between Dover and Dunkerque. SeaKing Electrical managing director Dave Gillam said a 10-man team of engineering specialists were sent to complete the job. “Work comprised electrical upgrades to improve entertainment reception to 80 cabins and fitting of VDSs (Variable Speed Drives) to car deck vent fans,” he said. “A total of 16 VDSs were fitted on decks 3, 5 and 10 on each ship. The existing drives had degraded due to age and exposure to warm conditions. These drives play a vital role to help reduce fuel consumption, energy use and CO2 emissions. “The project was made more complex due to the time scales and working across multiple vessels requiring careful planning and project management. It demonstrates SeaKing’s ability to provide a quick response project turnaround and flexibility to travel anywhere in the world whilst tackling an electrical engineering challenge. We take pride in delivering on time and on budget.” DFDS Fleet Manager Nigel Cureton said, “This was a highly demanding project due to the tight timescales. We commend SeaKing’s work

ethic, performance and quality of workmanship which were exceptional from start to finish. Our Technical Office in Dover and ships’ staff are thankful for the engineers’ support and we look forward to working with SeaKing again in the future.” SeaKing recently won a tender from Cumbria County Council to repair the electrics on the council-owned car ferry Mallard following a fire earlier this year. The ferry’s engine room caught fire in March following a hydraulic leak causing an evacuation of 80 people from the vessel while it was operating on Lake Windermere in England’s Lake District. The Mallard has capacity for 100 passengers and 18 cars.

New DP system from ABBThe ABB Ability Marine Pilot Control dynamic positioning (DP) system, unveiled at SMM, simplifies ship manoeuvring with an intuitive touchscreen-based user interface and enables safer, more efficient ship operations. With its user-centric design, ABB Ability Marine Pilot Control reduces the workload on automating navigational tasks

The Delft Seaways in Damen Dunkerque

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and allows bridge officers to focus holistically on the overall control and positioning of the ship. The system integrates seamlessly with existing on-board equipment and ensures ease of installation and maintenance, adding significant “bridge-to-propeller” value for the shipowners. One of the key benefits of the new system is that it allows the operator to switch to joystick control for manoeuvring the vessel at any speed and all the way to docking. ABB Ability Marine Pilot Control employs algorithms that calculate the optimal way of executing a command for controlling the vessel in any operational situation. The overall safety of the operation is increased as the crew is able to maintain full situational awareness, rather than having to focus on changing control modes. The system has obtained Lloyd’s Register’s (LR) Approval in Principle (AiP) certificate, announced at SMM. LR is a leading international provider of classification, compliance and consultancy services to the marine industry. “LR is focused on supporting the introduction of new solutions to the shipping industry that enhance safer, more efficient and sustainable ship operations,” says David Barrow, Commercial Director, Marine & Offshore, LR. Together with the ABB Ability Marine Pilot Vision, launched in 2017 to offer multiple real-time visualisations of a vessel’s surroundings, the new DP system will create a full 3D situational awareness and an intuitive operating environment with the dedicated purpose of operating the ship in a safe and efficient manner. The new DP system can be connected to the ABB Ability Collaborative Operations Centre infrastructure, which

monitors the performance of ABB technology on-board and remotely connects operators with ABB experts. ABB Ability is the company’s unified, cross-industry offering extending from device to edge to cloud, integrating data to and from products, systems, solutions and services to deliver actionable information. The ABB Ability platform uses Microsoft Azure as the cloud for its integrated connectivity, so users can access enterprise-grade infrastructure that benefits from Microsoft’s significant investment.

Thordon signs agreement with Heddle MarineThordon Bearings and Canada’s Heddle Marine Service have signed a co-operative

agreement under which the Canada-based shiprepair company will work together with Thordon Bearings Inc. to promote the conversion of ships’ oil lubricated propeller shafts to Thordon’s COMPAC open seawater lubricated bearing system. The agreement will create an action plan in which a specialist team, comprised of Heddle Marine and Thordon Bearings’ personnel, to offer support to ship managers and owners looking to ensure their vessels are fully compliant with environmental legislation prohibiting the discharge of oil from the oil-to-sea interface of ships’ propeller shafts. Shipowners could face substantial financial penalties if their vessels are found to be incompliant. Leaking shaft seals are known to be a significant contributor to on-going pollution at sea. The use of biodegradable lubricants, which are an improvement over mineral oils, are still an extremely expensive option for shipowners and some are having seal compatibility issues. Even biodegradable lubricants still need to be reported to authorities when discharges occur. Thordon provides a solution that uses seawater as the lubricant that meets all regulations, eliminating any risk of oil pollution. Under the terms of the agreement, Thordon Bearings will also provide equipment, training and guidance to Heddle Marine personnel and support the yard in carrying out propeller shaft conversion projects to the “highest standards and in the most efficient and cost effective manner.” The Delaware Trader, the first of two 2,700 teu newbuild containerships which China’s Guangzhou Wenchong Shipyard is delivering to Lomar Shipping this year, has been fitted

Machinery Repairs

Shaun Padulo, President at Heddle Marine (left) and Terry McGowan, President and CEO at Thordon Bearings

The new ABB-DP system


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with a seawater lubricated propeller shaft bearing system from Thordon Bearings. The vessel represents another breakthrough for Thordon Bearings’ COMPAC seawater lubricated propeller shaft bearing system in the European-owned containership segment. London-headquartered Lomar Shipping, a privately-owned shipowning and management company, operates a modern fleet of containerships, bulk carriers, chemical and product tankers. Thordon Bearings has also announced that it is offering its award-winning COMPAC seawater lubricated propeller shaft bearing system with a lifetime bearing wear life guarantee. To date, the COMPAC bearing has been offered with a 15-year wear life guarantee, but with the development announced today at the SMM 2018 trade show in Hamburg, Germany, Thordon, the global leader in seawater lubricated propeller shaft bearings, is guaranteeing that its tough polymer bearings will not need to be replaced throughout a vessel’s operational life. The extended wear life of a component critical to vessel performance is based on an extensive study of the performance data of the 550-plus COMPAC shaft bearings in operation on commercial vessels, dating back more than 25 years. The COMPAC bearing is guaranteed to meet Classification Society propeller shaft bearing wear specifications for the lifetime of the vessel or Thordon Bearings will supply new bearings free of charge. According to VesselsValue.com, the average merchant ship lifespan is 25 years.

The guarantee is subject to prior approval by Thordon Bearings and limited to the supply of replacement bearing(s). All operators of commercial tonnage operating with >300 mm diameter shafts can benefit from the guarantee, although the complete COMPAC system must be specified. This is because when the bearing operates in conjunction with Thordon’s Water Quality Package (that removes abrasives), ThorShield anti-corrosion shaft coating, shaft liners and the award-winning SeaThigor forward seal, bearing wear is negligible, providing optimum through life performance from what is already an exceptionally robust bearing. Current ship owners using COMPAC seawater lubricated propeller shaft bearings include - Lomar Shipping (UK), Grimaldi Group (Italy), Alaska Tanker Company (USA), Princess Cruises (USA), Atlanska Plovibda (Croatia), Groupe Desgagnés (Canada), Carisbrooke Shipping (UK), Crowley Maritime Corp. (USA), CSL Group (Canada), COSCO (China), NY Staten Island Ferries (USA), Tropical Shipping (USA), BC Ferries (Canada), Viking Cruise Lines (UK), Polsteam (Poland), Erik Thun Group (Sweden), Algoma Corp (Canada), Blue Star Ferries (Greece), and more that 40 Navies world-wide.

Stena Line tests AIAs a central part of Stena Line’s efforts to reduce fuel consumption and minimise environmental impact, the company is now running a pilot study where artificial intelligence (AI) technology is implemented

on-board vessels. In close collaboration with the technology company Hitachi, an AI-model is being developed that will help predict the most fuel-efficient way to operate a certain vessel on a specific route. The model will be a support for the captain and officers on-board, and if successful it will make an important contribution to Stena Line’s sustainability target to reduce fuel consumption by 2.5% annually. The model is still under development and it would not be possible to take it further without a committed captain and crew. That is why the first pilot study is taking place on Stena Scandinavica, under the supervision of Senior Master Jan Sjöström who has been working with fuel optimisation at Stena Line for the last 40 years. The goal is to create a model that is so precise that it would be the ultimate decision support system for the captain when planning each trip. For example, if AI could assist with accurate predictions of currents, which is one of the most complicated variables today, it would help even the most experienced captain or officer. Moving forward, the model will also help sharing competence and knowledge to the next generation of captains and officers. Stena Line has an overall goal that the whole company should be assisted by AI in 2021 and the pilot study on Stena Scandinavica, on the Gothenburg – Kiel route, is the first of several studies regarding AI-assisted ferry trips within the fleet this year. At the end of the year there will be an evaluation of the project, before deciding how to continue with AI-assistance on the company’s 38 ships. SORJ

Machinery Repairs

The Stena Scandinavica


15 D ry Docks up to V LC C size8 Shipyards in the heart of Mediterranean and beyondOver 3 Km of repair berthsOver 500 vessels repaired per annumOperating 24/7 – 365 days

128 23


Could high-sulphur fuels remain the main choiceWith more shipowners opting to install marine exhaust gas cleaning systems to their fleets, together with the publication of a UMAS report putting paid to the notion that LNG is a viable way of meeting emissions rules, could high-sulphur fuels remain the shipowners’ fuel of choice for meeting emissions requirements? Marc Sima, the founder and CEO of Germany-based FuelSave thinks so. “High sulphur fuels will remain the industry’s favoured fuel until methanol and hydrogen-based alternatives have attained commercial viability. Until then, the pursuit of LNG is just throwing good money after bad,” he says. Agreeing with the UMAS findings that there would be no significant reduction (if not a potential increase) in CO2 emissions through the wider take-up of LNG, he refutes the suggestion that low sulphur fuels will become the industry’s primary fuel source by 2020. “I really can’t see the global fleet switching across to low sulphur fuel in little less than two years’ time. Not only would shipowners have to make sure their engines are compatible with the fuel in time, but assuming they are, they would have to revise their supply chains, evaluate compatible lubricating oils, and then sit back and watch their operating costs increase. It just won’t happen. Low sulphur fuels may be today marginally more expensive than LNG, but should the industry make the switch

en masse, what are the refiners going to do, reduce the cost? I doubt it.” To meet the 2020 global sulphur cap, Sima advocates the continued use of HFO/MDO/MGO with the appropriate emissions abatement technology – a scrubber – as the only cost-effective and proven solution for emissions reduction. If a scrubber is opted for, he says its economic and emissions-reducing efficiency can be further optimised by using FuelSave’s patented FS Marine+ solution. This is ostensibly a fuel additive that can be used with almost any type of two- and four-stroke engine running on HFO, MGO or MDO. It uses an on-board hydrogen synthgas generator to inject a gas and liquid water/methanol solution into an engine’s combustion chamber to significantly improve efficiency. In pilot tests aboard a heavy lift ship, fuel consumption was reduced by 25% equating to net savings of 15%. “When a scrubber is used in concert with FS Marine+, higher fuel efficiencies can be achieved since the scrubber has less work to do, which equates directly to a greater reduction in fuel consumption. With a scrubber working with our process, we found shipowners can reduce the amortisation rate for the scrubber which, currently does not provide a great return on investment. FS MARINE+ provides a real solution to emissions reduction, and without the kind of high investment the use of LNG or low-sulphur fuels would require.” It is also thought that use of the FuelSave solution could allow for the installation of a smaller scrubber due to the improved exhaust gases, reducing installation volume and costs. This makes it possible to install a scrubber on

ships where space is limited. As a simple-to-install retrofit solution, with or without a scrubber, FuelSave adds a different dimension to the emissions debate, providing shipowners with alternative solution. What’s more, the system has shown to have a beneficial impact on engine performance as it cleans up the combustion process, resulting in fewer carbon deposits and a reduced lubricating oil requirement. This has been confirmed by Hamburg-based engine service company Carl Baguhn, which reported less soot on engine cylinders and less wear and tear due to the cleaner combustion process.

New Chinese NOx regulationsTo improve the quality of Chinese domestic shipping and promote the environmentally friendly development of water transport within China, during July, Chinese Ministry of Transport published new requirements for the emission of NOx. They are also applicable for second-hand vessels involved in Chinese domestic transport. The new NOx regulations are applicable for diesel engines installed on either - Imported vessels (acquired second-hand from international owners) or Chinese-flagged, international sailing vessels, which are only involved in Chinese domestic transport (either coastal or inland). They are required to comply with IMO’s Tier II emission limits. This limitation applies to vessels imported after September 1st 2018 and to vessels converted to be engaged in domestic trade only after September 1st 2018. The NOx emission regulations cover vessels operating within the following waters: • Coastal waters • Chinese National 12 nm zone • Hainan Island waters • Inland waterways • All navigable waters of Yangtze River • All other inland navigable waterways of major cities

Military vessels, fishing vessels, sport boats, and ships which are used for navigation and berthing are exempted. The Chinese Ministry of Transport is currently considering further stricter requirements for NOx emissions of diesel engines installed on ships involved in Chinese domestic trade. The requirements, referring to IMO’s Tier II emission limits, will be applicable

Emissions

The FS MARINE + Container has been designed to provide ship operators with a more cost-effective, plug-in and play version of its engine combustion optimisation and emissions abatement system


Emissions

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to both newbuild vessels (most probably after July 2020) and ships in operation (most probably after July 2021). In case Tier 2 emission limits cannot be met, shore power might be required for these domestic trading ships. The details, however, are under development. If the vessel has a keel laying date before January 1st 2010, it might be a challenge to convert some diesel engines to the Tier II emission limits, and without a conversion, it may be more difficult to sell your vessel to Chinese owners for domestic trade. However, some engine manufacturers offer a solution to upgrade engine(s) to the Tier II emission limits.

Sulphur cap – toil and troubleThe North of England P&I Club anticipates that IMO’s upcoming global 0.5% sulphur cap will create not only technical problems during daily operation, but arbitration spats between owners and charterers, thanks to the nomenclature

being used in current charterparty agreements. Pricing, different fuel blends and quality issues are likely to result in more fuel disputes, the classification society believes. “When a time charterer takes delivery of a vessel, they will buy the bunkers from the owners, and sell it back to them when they’re done - quantities and prices should be the same both ends,” explains Club Deputy Director (FD&D) Tiejha Smyth. “When you have a charterparty spanning the implementation date, you could see a change in the economics of this.” In the initial stage, problems are likely to arise from the cost difference in fuels. Once the implementation date hits – compounded by a further ruling making it illegal to carry non-compliant fuels from March 2020 – the cost of most marine fuels is expected to rise dramatically. For contracts spanning the implementation date, many of which are already underway, this will leave one or other party out of pocket, Smyth says. However, in the years following the implementation date, many more contracts are likely to come under scrutiny, thanks to the terminology used to designate the fuel in question, Smyth says. “Difference in interpretation will create disputes. For example, differences of opinion in what low-sulphur fuel actually means. In the Baltic ECA, low-sulphur means 0.1% or less. IMO-compliant fuel will be 0.5% or less. The cost differential between these fuels could be substantial.” Further ambiguities abound. “For owners who haven’t yet decided what they want to do – who might want to install scrubbers – if their vessels are already in charterparties they might want to check they have the right to take the vessel out of service to fit the scrubbers. Not all charterparties will allow them to do this – most have drydocking clauses, but these are only applicable in emergency situations,” she explains.

The problem is currently under review by BIMCO, which has established a subcommittee to examine how to address these issues. “However, it is important for owners and charterers to discuss this now. They may have competing interests, but they both have an interest in keeping the vessels moving and avoiding wasted time as a result of disputes,” Smyth says. “No single magic clause exists that can deal with all the 2020 issues. Charterparties will need to be reviewed - new ones will have to be drafted, and this will depend on the vessel type, its trade, and the method of compliance.” Ian Crutchley, Account Manager at Veritas Petroleum Services (VPS), notes that the high cost of low-sulphur fuel isn’t the only consideration. “The questions are where is all that heavy fuel oil going to go, and where is all that low-sulphur fuel going to come from,” he says. “The shift down to 0.1% fuel added $500m in costs for the container shipping industry. Once fuel goes down to 0.5% in 2020 we’re looking at $30bn.” VPS regularly issues bunker alerts, which draw attention to problems with the fuel being provided in ports. “If you look at what we see, as a testing agency, around 15% of all residual fuels we analysed, and 9% of distillates, were off-spec for one parameter or another. It might be critical or not, but it’s off-spec. “When we notice a pattern in a port, we issue a bunker alert to the industry to inform them that this fuel is off-spec. In 2017, we issued a total of 58 bunker alerts. 22 of these were related to distillate fuel - big increases on 2016. We look at cat fines, density, flash point – various parameters.” In terms of bunker alerts issued on distillate fuels, the findings are creeping up toward 50% compared with those issued for heavy fuels. “It does seem that distillates are getting worse,” Crutchley says. The findings do not bode well for a trouble-free implementation come 2020.

Shanghai - on the banks of the Huangpu River


Emissions

ABS updates its ‘scrubber’ adviceABS has updated the ABS Advisory on Exhaust Gas Scrubber Systems (Scrubber Advisory) providing deeper insights into installation and operational considerations for existing vessels. “Many in the industry are still evaluating their 2020 Global Sulphur Cap compliance options, trying to determine their most cost-effective and operationally suitable solution,” said ABS Senior Vice President Technology and Engineering, Derek Novak. “As the 2020 compliance deadline nears, we are seeing an uptick in new orders for scrubbers for both new construction and existing vessels.” Installation of exhaust gas cleaning systems (EGCS), commonly referred to as ‘scrubbers’, is a potential solution for owners looking to comply with the upcoming requirements. This updated Advisory provides background on the different types of available scrubber technologies along with the associated installation and operational challenges during new construction and retrofitting of existing vessels. ABS has led the way in helping industry prepare for upcoming air emission requirements. From guidance on scrubbers to advice on gas and low sulphur fuels, ABS covers the full range of compliance solutions. ABS introduced the world’s first scrubber-ready notation, providing guidance for owners who are planning to retrofit their vessel with a SOx scrubber at a future date. By looking ahead during the design phase and accounting for possible future retrofits, owners are better prepared to cost-effectively manage future regulatory requirements. ABS also published the ABS Guide for Exhaust Emission Abatement which applies to vessels fitted with an exhaust emission abatement system, including SOx scrubbers, selective catalytic reduction (SCR) and exhaust gas recirculation (EGR) systems for nitrogen oxide (NOx) emission control. Last month, ABS released the Advisory on Marine Fuel Oil, providing in-depth technical guidance covering a range of topics, from fuel properties to operational risks to potential preparations. Using this Advisory to understand the implications of different marine fuels, owners and operators can make smarter decisions on the operation of their fleets. ABS can provide further support by completing a techno-economic analysis of

the arrangements. Such studies consider the impact of capital and operating expenses to determine the life cycle cost of the installation, providing critical information to support vessel owners and operators in the decision-making process.

Alfa Laval responds to new MAN specificationsAlfa Laval PureNOx technology has long been the choice for water treatment in Exhaust Gas Recirculation (EGR), one of the main strategies for Tier III NOx compliance. Soon it will be channelled into two differentiated systems, PureNOx LS and PureNOx HS, optimised according to fuel sulphur level and the updated specifications of engine manufacturer MAN Energy Solutions. Built on Alfa Laval’s leading expertise in centrifugal separation, PureNOx technology has proven successful in thousands of hours of EGR operation at sea. In response to new specifications from MAN Energy Solutions, with whom Alfa Laval has co-operated closely in PureNOx development, PureNOx will soon be released in two streamlined versions according to fuel sulphur level - PureNOx

LS (Low Sulphur) and PureNOx HS (High Sulphur).Sales start for both PureNOx systems is expected at the end of 2018. PureNOx LS, which will be used with EGR engines running on low-sulphur fuel, will clean the EGR bleed-off water before overboard discharge in accordance with the upcoming MEPC resolution on EGR guidelines. Based on experience from years of real-life operation, MAN Energy Solutions has determined that EGR process water cleaning is not necessary when low-sulphur fuel is used. This allows for a PureNOx LS setup that is much like a bilge water system, where the centrifugal separator is combined with an oil monitor and a three-way valve. EGR process water will be cleaned by PureNOx HS, which will be used with EGR engines running on high-sulphur fuel in combination with a SOx scrubber. In PureNOx HS, the separator will be combined with an initial filter stage to remove the worst process water contaminants. Heavier particles will be separated from the bleed-off water prior to discharge through the SOx scrubber system, again in line with the pending EGR guidelines. A further benefit of both PureNOx LS and PureNOx HS will be the ability to support operation in Eco EGR mode. Eco EGR is an additional engine mode in which EGR is used for Tier II as well as Tier III compliance. When Eco EGR is employed for Tier II, the EGR system will both reduce NOx formation and result in substantial fuel savings. SORJ

The Alfa Laval PureNOx system


TORM orders Alpha Laval retrofitsDenmark’s TORM, an international product tanker owner and operator based in Denmark, will retrofit 36 Alfa Laval PureBallast 3 Ex systems within its existing fleet and fit PureBallast 3 Ex systems on 11 newbuilds. Alfa Laval will provide large-flow ballast water treatment systems for 36 vessels between 2019 and 2024. TORM has worked with PureBallast 3 Ex since 2017 and retrofitted its first system in 2018. Having recently ordered PureBallast 3 Ex for newbuild projects in China, TORM will now retrofit the same across their product tanker fleet. Under the fleet agreement, 47 TORM vessels will be equipped with large-flow PureBallast 3 Ex systems of 2,000 m3/hr. The deliveries, which will extend from 2019 to 2024, will include connectivity units in addition to the systems themselves. These units will provide remote access to operational performance data from the installed systems, which will secure long-term compliance with ballast water treatment regulations when combined with scheduled service support.

Cleanship enters into MoU with NICOCleanship Solutions has entered in to a Memorandum of Understanding (MoU) with Dubai’s NICO. With the new alliance in place, NICO aims to further reinforce its capabilities

for the retrofit engineering in BWM and exhaust gas cleaning market in the UAE region with the proficiency of Cleanship Solutions. NICO International and Cleanship Solutions will be mutually collaborating to retrofit of BWM systems and exhaust gas cleaning systems in the Arabian Gulf and Middle East region. Through this partnership, NICO International & Cleanship Solutions wish to co-operate and broaden its portfolio to cover the ever increasing and lucrative BWM system market in the entire Middle East region. “Considering the market trends and NICO’s vision of being the best overall Marine & Industrial solutions provider, this partnership with Cleanship Solution is a significant step for NICO in becoming an even more attractive market player” says Prakash Kumar – GM, NICO International. According to Chris McMenemy, Managing Director of Cleanship Solutions, “This new partnership with NICO will further strengthen and broaden the BWM and exhaust gas cleaning retrofit market in the Middle East.

The highly skilled manpower from NICO combined with the BWM system and EGCS knowledge and retrofit experience from Cleanship Solutions will be sure to give a strong local base in the Middle East – an important supplement to our presence in United Kingdom.”

More USCG approvalsFinland’s Wärtsilä has announced that its Aquarius UV BWM system has successfully completed all testing procedures required for United States Coastguard (USCG) type approval compliance. The documentation for full USCG type approval is being finalised for submission and awaits only final input from DNV-GL, the USCG approved independent laboratory. The Aquarius UV BWM system is a flexible system utilising a two stage approach involving filtration and medium pressure ultra-violet (UV) disinfection technology. The Wärtsilä Aquarius UV is in full compliance with the IMO D-2 discharge standard.

Wärtsilä’s offering also includes it’s Aquarius EC BWM system, which was type approved by IMO’s MEPC in 2013, and which has been submitted for USCG type approval following successful testing procedures. UK shipyard agent, Marine Marketing International (MMI) has announced that its principle – BIO-SEA, has received USCG approval. Since 2011, BIO-SEA has been the only one French expert who has designed and manufactured the complete BWM solution (BIO-SEA). This innovative system works without any chemical treatment whatsoever by combining mechanical filtration and high UV dose disinfection (read more about BIO-SEA’s chemical free solution). BIO-SEA has equipped many vessels, with reliable, innovative, modular and cost efficient solutions. BIO-SEA is able to provide, thanks to its worldwide-certified

One of the TORM fleet

Ballast Water Management

Nico’s Prakash Kumar (left) and Cleanship’s Chris McMenemy

The Wärtsilä Aquarius UV BWM system



Partners, retrofits and new building turnkey solutions from on-board survey till on-board installation (alongside, drydock or on voyage). MMI has also announced Sunrui, which offer an Electro-Chlorination Solution for BWM has also hit a milestone - receiving their certificate of approval according to the new G8 - G9 regulations. The Korean Register (KR) – an IACS member has announced that two Korean BWM system makers, Samsung Heavy Industries (SHI) and Techcross have successfully achieved USCG approval. The KR-led consortium which includes Korea Marine Equipment Research Institute KOMERI, Dt & C, SGS Giheung Laboratory, Korea Testing & Research Institute (KTR) and Marine Eco-Technology Institute (MEI) successfully completed all the necessary tests required by the USCG and submitted the results of the type approval tests for SHI’s PURIMARTM BWM system and Techcross ECS BWM systems to USCG in September 2017, and October 2017 respectively. Both companies were successfully granted USCG type approval and formally presented during June 2018.

Damen’s mobile BWM system assists coastal tankerSince the BWMC entered into force during September 2017, newbuild vessels have to meet the D2 standard of the BWMC. The

coastal tanker Elena H has now made her maiden voyage from the Netherlands to Argentina. Following her arrival, she will remain permanently in local Argentinian waters. Instead of installing a BWM system on-board the vessel for this single trip, Damen’s InvaSave supplied clean D2-standard ballast water for ballasting of the vessel in the Netherlands. The InvaSave is the result of a Damen project aiming at both treatment and supply of IMO

Damen (green) Damen’s InvaSave supplies clean D2 standard ballast water for Inland coastal tanker Elena H


certified D2 water from and to vessels. As part of a co-operation between Damen Green Solutions and Damen Shiprepair & Conversion (DSC), this ballast water reception/bunkering service is available to fill/empty the ballast tanks of (newbuild) vessels in an IMO certified manner. Damen Green Solutions thus offers newbuild or repair yards world-wide the possibility to comply with the BWMC without having to install a BWM system on-board a vessel. “Our goal is to build up a reliable worldwide ballast water service network,” says Philip Rabe from Damen Green Solutions. “The BWMC is being recognised and accepted across much of the world and ship owners and yards alike see the many possibilities the InvaSave offers them. The InvaSave proves itself as a versatile tool to treat ballast water of vessels without the need to install a BWM system.” Showing its commitment to build up a worldwide ballast water reception/bunkering service, Damen Green Solutions is in talks with several yards and harbour service providers around the world to offer the InvaSave service.

More orders for OptimarinDESS Aquaculture, a joint venture between Solstad Farstad and John Fredriksen’s Marine Harvest, has signed a contract to install Optimarin BWM systems on its four newbuilding 3,500 m3 capacity wellboats. The agreement pushes the number of systems sold by Optimarin so far this year beyond the 50 mark, with recent orders also received from Besiktas Shipping, Eureka Shipping, Solvang, Koyo Kaiun and Ahrenkiel, amongst others. The four DESS ships, two of which are due for delivery in 2019, with their sister vessels following in 2020, are currently under construction at Sefine shipyard in Turkey. Each 82.25 m, SALT Design vessel will have two holds for transporting live fish, with 500 m3 ballast tanks, accommodation for 12 crew members and diesel electric propulsion. Once completed, they will push DESS’s specialist fleet up to 10 vessels. This latest contract means that Optimarin, which installed the world’s first commercial BWT unit in 2000, has now sold over 600 of its market leading Optimarin Ballast Systems

(OBS). More than 140 of these have been installed as retrofits. “We’re delighted with the way business is developing,” concludes Andersen. “The ratification of IMO’s BWMC, added to our achievement of being the first system manufacturer to win full USCG approval has greatly accelerated the flow of system enquiries and orders. With the backing of our stable group of investors, and our unique five-year system guarantee on fleet agreements, we believe we’re well positioned to continue consolidating our leading position over the years ahead.” Current Optimarin customers include RCCL, The Royal Netherlands Navy, Technip, GulfMark, MOL, Solstad Farstad, Hapag Lloyd, Fednav, Höegh Autoliners, Foss Maritime, Milleville, and Institute of Marine Research, amongst others. OBS is fully approved by both IMO and USCG, with certification through DNV GL, Lloyd’s, RINA, Bureau Veritas, MLIT Japan, and American Bureau of Shipping. Meanwhile, Eastern Shipbuilding Group (ESG) has selected Optimarin to supply the BWT system for nine Offshore Patrol Cutters (OPC) to be built at its Panama City, FL shipyard. The agreement with ESG will see the Optimarin Ballast Systems (OBS) fitted in the new OPCs, designed to support the nation’s maritime security and undertake vital border protection duties. Equipped to carry helicopters, Over-the-Horizon (OTH) boats and featuring sophisticated combat systems, these vessels will begin replacing the existing Medium Endurance Cutters in 2021.

New Singapore office for ColdharbourUK’s Coldharbour Marine has opened a new office in Singapore and appointed Capt Mohit Batra, a master mariner with an MBA from Oxford University, to lead its planned expansion into the Asian market. Capt Batra, Managing Director of Coldharbour Asia Pte Ltd has extensive experience of the shipping sector gained over more than two decades. He has held several senior positions ashore including spells with classification society ABS and marine technology company Wärtsilä. He has also been involved in international business development, marketing and sales, implementing effective supply chain

strategies and consulting on merger and acquisition activities.

Fleet agreements for BawatBawat, the only BWM manufacturer to use a pasteurisation strategy rather than electro chlorination or ultraviolet, has signed three large fleet agreements with different owners, spanning tanker, container, LPG and dredging segments. Comprising straightforward components including heat exchangers and pumps, the system derives its energy from waste heat, either from ship engine jacket water, or exhaust emissions. Rather than being converted into electrical energy, the heat is used to pasteurise the seawater in the tank. The necessary temperature varies depending on time, and can operate as low as 62oC. Already enrolled in the USCG type approval process, and has already undergone land-based testing. A late entry into the segment, Bawat considers US approval vital to catching up with its competitors. The company has now launched a containerised version of its system, for use at portside, with capacity ranging from 200 m3 to 6,000 m3. Larger systems can be placed on land, or on barges, and Diedrichsen envisions the ballast water exchange being provided as a service, akin to trash removal. With such a large number of BWM systems on order, news has emerged of many water systems suffering from supply issues, with components such as UV bulbs and filters turning out to be substandard. For the part of on-board systems, Bawat will continue to target the retrofit market. SORJ


Capt Mohit Batra


Containerships

Repairers to cash in on retrofit rebound New propellers, fins, ducts, pods and bulbous bows were top of the agenda when fuel prices spiked in 2013-14 and payback periods could be measured in months. But lower oil prices since then have lessened the appeal of such retrofits. Now, though, there is an upsurge in interest as ship operators view the imminent step change in fuel prices in the run-up to IMO’s 0.5% sulphur cap in January 2020. A 5% fuel saving on a large container ship is likely to save $1.5-2m a year from 2020 onwards. Dirk Lehmann, Managing Director of Germany’s Becker Marine Systems, has seen a marked rebound in demand for the company’s energy-saving devices, with an upturn in enquiries noted from the middle of 2017. This renewed interest has been converted into a strong order flow and the company now has a strong forward book of business, with retrofit deals signed with a wide range of ship operators from regions and countries including the Middle East, Singapore, Greece and Norway. The company’s Mewis duct is perhaps the best-known of its fuel-saving product range, and Lehmann claims typical fuel savings of around 6%. However, in combination with other devices, particularly rudders, this figure can rise by a few percentage points. Rudder types include twisted, flag, spade and specially tailored varieties. Becker’s new ‘fast-track’ installation scheme is based on computational fluid dynamics (CFD), rather than full model tests, and can halve a typical project lead time from about nine months. Although most ship operators aim to install devices to coincide with a scheduled docking, some of the company’s clients are now carrying out retrofit projects during unscheduled drydockings. Various Japanese container lines have ordered Mewis ducts and the nine 22,000 teu container vessels under construction in China for CMA CGM will also have duct installations. Meanwhile, technology company Wärtsilä is focusing keenly on the retrofit market. Tamara de Gruyter is Vice President of Wärtsilä’s Services Area North Europe and believes there are major opportunities to make

existing ships more efficient. CFD has made project validation far quicker and cheaper, she says, which is just as well - Ms de Gruyter believes there is no time to lose. Of particular interest, she says, are energy-saving devices focusing on the propeller. This is because many existing vessels today are not operating at the speeds for which they were designed and are therefore operationally inefficiency. Immediate gains of 5-10% are quite possible, therefore, by taking a holistic approach and viewing water flow around the stern and through the propeller, as well as engine load and operation.

No size too big?

News from SMM that DNV GL is setting up a joint development project (JDP) with Dalian Shipbuilding Industry Company to develop a 23,000 teu ultra large container vessel (ULCV) design raises more questions about practical limits on size, the points at which economies of scale become diseconomies, and even the validity of container lines’ business models in recent years. Most importantly, in light of fundamental changes in the way that liner shipping is likely to work as digitalisation transforms the global supply chain in the years ahead, is it time for container lines to undertake a root-and-branch review of future strategy? Hard-nosed sector analysts would probably say ‘yes’ and ask why it hasn’t happened before now. Some argue that the present business model is simply not working and needs to be refined or even completely revamped. A vast influx of ultra-large tonnage on key routes, notably between Asia and Europe, and the almost obsessive drive amongst container lines for market share, at whatever price, has meant deep red figures for most carriers. This last point was made very clearly by Hapag-Lloyd CEO Rolf Habben-Jansen in the Tradewinds Shipowners Forum at SMM in early September. Declining cargo rates and higher fuel prices have hit liner companies very hard – in fact, he said, the entire liner segment had failed to see any return on capital employed since 2011. He also revealed that the German carrier, which completed the take-over of UASC last year in one of the major liner sector consolidations recently, faces an annual hike in fuel bills of no less than $1bn from 2020

The Becker Mewis ducts

Dirk Lehmann, Managing Director of Becker Marine Systems

by Paul Bartlett


onwards. Container lines are, of course, heavily exposed to bunker prices which, under the conference system in the old days, were covered by ‘bunker adjustment factors’. Now, Hapag-Lloyd and its peer group will clearly be hoping to be able to pass on higher fuel costs to shippers, but they have already had trouble in pushing through general rate increases on some of the main routes that are still awash with tonnage. They may be doom-mongers; or they may be realists. But more corporate collapses like Hanjin are possible, if not likely. Hyundai Merchant Marine (HMM) came close to the bitter end soon after its South Korean rival. Others have sought refuge in corporate restructurings, new alliances, and raising market share through more M&A activity. But in liner shipping, size is my no means everything, either at a corporate or individual ship level. And this will become particularly evident in a new era of dramatically higher fuel prices. The economics of the liner shipping sector are really not that complicated, although the machinations of the market certainly are. The bigger the container ship, the more it costs to buy, the more it costs to run, but a good load factor can be achieved, slot costs are lower than smaller ships. However, if a carrier wants to achieve satisfactory load factors in an over-tonnaged market, he can only win more business by offering a superior service of by discounting rates. There is little difference between quality of service, particularly since most carriers operate in alliances with others. So it boils down to winning more business through lower rates. And that’s where the financial economics of big ships fall down. Achieving a satisfactory load factor on an ultra large vessel is a challenge at any time - doing so when trade is under pressure and there are too many ships on one liner route is almost impossible, and running a big container ship half full is a disaster. Some analysts now believe that ship size is not the way forward. And certainly the ‘feeder’ market – made up partly of older container ships which once ran on arterial routes – is doing quite nicely, though under the radar. And various new digital platforms are based on point-to-point distribution models, rather than the hub-and-spoke structure of the container sector today. As one observer observed, it’s about giving shippers what they want - do you do that with a massive vessel, double- or even triple-handling, one hub port, one feeder port, or do you do what the world’s largest retailers do? Alibaba and Amazon have a point-to-point strategy.

Supply squeeze to hit feeder sector

The container shipping supply chain could run into hold-ups amid a shortage of as many as 400 feeder vessels by 2020. This represents about 14% of the 2,900-vessel feeder fleet. This is one of the conclusions of a recent study by SeaIntel Maritime Analysis, which demonstrated that the commissioning of ultra large container ships is far outpacing the deliveries of new feeder vessels. Depending on the trade and the range of port calls, each mega-vessel can generate demand for the services of between four and eight feeders, analysts estimate. Such has been the pace of ULCV contracting in the last few years, that demand for feeders has been under pressure. But owing to substantial ‘cascading’ – where mainhaul vessels are replaced by larger units and are redeployed in north-south or secondary trades, and so on through the size ranges – the extra feeder requirements have largely been met by vessels that would previously not have been classified as feeder tonnage. Clarkson Research now classes feeders as ships in the size range from 100 teu to 2,999 teu.

Larger vessels tend to result in a reduction in service frequency, SeaIntel noted in its report, in order to balance supply and demand. However, this leads to greater feeder demand and potentially an even greater requirement for transhipment because of reduced service frequency. According to the analysis, the global container ship fleet currently has a ratio of just under eight feeder vessels to every large container vessel. Container ship recycling has trailed off since the first half of 2017. In the twelve months from the beginning of July 2017, a total of 67 container vessels were sold for demolition. Of these, 28 were in the feeder size range 100 – 2,999 teu, according to Clarkson statistics. In contrast, a total of more than 140 container ships were sold for recycling in the twelve months from January 2017, including 82 in the same feeder size range, demonstrating the rapid fall-off in recycling in this category. The possible shortage is likely to be made more severe because of the age profile of the feeder fleet. According to SeaIntel, around 9% of the feeder vessel fleet will be in excess of 25 years of age in 2020 and is therefore likely to be recycled purely on the basis of age. However, imminent fuel and ballast water regulations are also likely to have a significant impact on feeder vessel recycling numbers, particularly of older vessels. Such ships were built long before there was much concern over fuel economy or emissions and their engines are relatively inefficient compared to more modern units. From an operator’s point of view, they will be relatively expensive to run, and from a charterer’s perspective, very much a second or third choice if younger more efficient ships are available. SeaIntel estimated that the current ratio of just under eight feeders to a large vessel will have declined to about 5.4 by the end of 2020. However, it noted that mid-sized vessels of between 5,000 and 10,999 teu also use feeders, and as these are replaced by larger ships, the feeder requirement for these will form a replacement demand, rather than a new requirement. “In this case, we find a less sharp drop-off,” SeaIntel noted, “although in 2020 we begin to see a decline even without the inclusion of scrapping. Once we include the effect of scrapping, we see a stronger decline.” Commenting on the analysis, SeaIntel Chief Executive Alan Murphy, said, “It is clear that in the absence of any additional feeder vessel ordering, we will very likely see an increase in the premium for feeder tonnage – and this, in turn, will place further pressure on the pricing strategies for the carriers, where we will see the pricing spread between direct port-port pairs and transhipment products widen.” SORJ

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Large projects at A&PA&P Group’s Hebburn shipyard has recently completed a four ship deal from CMA CGM involving ‘Fort Class’ containerships. The ships involved were the 30,804 dwt sisterships CMA CGM Fort St Marie, CMA CGM Fort St George, CMA CGM Fort St Pierre and CMA CGM Fort St Louis. The main work has involved blasting and painting, cell guide repairs and hatch covers/coamings repairs and the vessels’ fifth special survey. Each vessel stayed in the yard for approximately three weeks, with 24 hrs between drydockings, although the majority of the work was carried out alongside. A&P Group’s 2018 has been one of agility and innovation, according to Managing Director of Atlantic and Peninsular Marine Services, David McGinley. Since the start of the year, A&P Group has managed a number of commercial projects which showcase the breadth of size, scale, and scope of works that the global ship repair, conversion and marine specialist delivers. Over the last eight months A&P Group has secured its first commercial partnership with Condor Ferries, provided remote upgrade and maintenance support to the GMS Endeavour in Blyth. Other works have included carrying out the annual repair of P&O Ferries’ Pride of York, flexible lay tower remove and storage for Subsea Seven, walk to work mobilisations and demobilisations for TSG Marine, BWM projects for James Fisher’s Sarnia Liberty and dry-dockings for both ABC Maritime and Hansa Heavy Lift. David McGinley, Managing Director Atlantic and Peninsular Marine Services, said, “Since the start of 2018 we have seen an 18% uplift in the volume of work across all four of our UK facilities and have a strong order book that suggests this trend will continue until the end of the year. In the

North East in particular, we’re seeing increased activity and confidence in the renewables and offshore markets, with a healthy pipeline of enquiries and Falmouth is preparing for a busy ferry season with Condor Ferries, Red Funnel, Wightlink and Torpoint Ferries amongst others. Three vessels of the Condor fleet are due in the yard during October, as are two of the Torpoint fleet.” Having completed the repairs to the Condor Goodwill earlier this year, Condor Ferries’ ships due include the Commodore Liberation (November) and Condor Rapide (January 2019) and Red Funnel ships due include Red Falcon (November), Red Osprey (December) and Red Eagle (February 2019). Meanwhile Wighlink Ferries’ due include St Faith (November), St Clare (January 2019) and Wight Sun (March). Meanwhile, the fourth and final Tide-class tanker, RFA Tideforce, has arrived in A&P Falmouth for customisation, fit-out and capability assessment trials. Following her sister ships Tidespring, Tiderace and Tidesurge, the 39,000 tonne vessel arrived at A&P’s Falmouth facility, ready for a four month programme of works before entering service, expected in 2019. The programme of customisation work includes the installation of communications equipment and defensive systems and has been responsible for sustaining 300 jobs in Falmouth since A&P’s contract began in 2015. Once customisation is complete, RFA Tideforce will undergo Capability Assessment Trials which include Replenishment at Sea (RAS) Trials and First of Class Flying Trials. Minister for Defence Procurement Stuart Andrew said, “Tideforce’s arrival completes our new tanker fleet, ensuring our warships can continue their essential work across the globe. Hundreds of Cornwall workers will now install state-of-the-art systems before she joins her sister ships on operations next year. Providing everything from a floating helipad, to a refuelling vessel for our brand-new aircraft carriers, we are delivering the equipment our Armed Forces need to combat illegal trade, safeguard our waters and promote peace throughout the world.” David McGinley said, “The arrival of RFA Tideforce into Falmouth is a significant milestone for the A&P team. RFA Tideforce is the final vessel of her class and this is the fourth time we have supported a Tide class vessel during their arrival voyage. We will now complete the customisation, fit-out and capability assessment trials to the same high standards, on time and to budget, as we have for the rest of the fleet. RFA Tidespring is already in service, with RFA Tiderace due to join her in September, while RFA Tidesurge has now completed her customisation programme and is about to embark on Capability Assessment Trials.

Launch of RRS Sir David Attenborough a milestone at Cammell LairdA major milestone in the build of the UK’s polar research ship was reached during July, when the 129 m long, 10,000 tonne hull was launched. Once in the river, tugs towed Hull No 1390 to Cammell Laird’s wet basin for the outfitting stages of construction prior delivery in 2019. Ordered by the Natural Environment Research Council (NERC) and to be operated by British Antarctic Survey (BAS), this is the biggest shipbuilding contract in Britain for some 30 years. The new research ship is part of a Government polar infrastructure investment programme designed to keep Britain at the forefront of world-leading research in Antarctica and the Arctic. Launched in the summer of the Year of

The CMA CGM Fort St Louis in A&P Tyne

Northern Europe


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Engineering, this commitment represents the UK Government‘s largest investment in polar science since the 1980s. The UK and BAS have been making discoveries in both regions that enable us to better understand these global processes and this wonderful new research ship will enable British scientists to continue their crucial work in both the Arctic and Antarctic for decades to come.” Cammell Laird CEO John Syvret CBE, said, “The launch of the RRS Sir David Attenborough is a really important milestone in the build programme, and it is a great day for the Cammell Laird team. We have said that this Cammell Laird generation is proud of its heritage and is determined make its own history, and the launch of Sir David Attenborough underpins this commitment and ambition. I want to thank NERC, British Antarctic Survey, Rolls Royce, Lloyds Register, Houlder Offshore and the entire supply chain for their commitment and support. This is one team - ‘team UK’ working in partnership to deliver a unique ship with unique capabilities and capacity.”

Azamara project redeliveredThe Azamara Pursuit luxury cruise vessel has now returned to sea after docking at Belfast’s Harland & Wolff shipyard (H&W) in April for a head-to-toe interior refit. The first contract of its kind, the deal involved handing over total project management responsibility to Northern Ireland’s refit firm MJM Group for the duration of the project – something not before seen in the cruise industry. In fact the contract has been historic in a number of respects, according to MJM Chairman Brian McConville. “We took the decision to bring the vessel to Belfast,” he says. “It was the most expensive option, but it’s MJM’s 35th year in business this year, and we’re doing very well. We wanted to show the world that this was possible.” Because MJM took full responsibility for the work, the company faced a number of technical challenges it had not before experienced. Complex interior operations included installing in prefabricated bathroom units. “They arrived from the factory pre-plumbed and everything,” McConville explains, “So we cut a hole in the side of the ship, moved them in, put them on trolley jacks and moved them to their location. Then we built everything else around them. There are 36 of these.” Beginning with a drydocking at H&W in April, the £50m top-to-toe furnishing of the 700-passenger vessel included many highly technical procedures. With several hundred working on the vessel in a single shift, the project comprised stripping out various suites, demolition, steelwork, refurbishment and reupholstering of many rooms as well as total refit of all the vessel’s public spaces, including a new pool, gym area, and spa.

According to McConville, the project incorporated hundreds of suppliers, including over 100 from Northern Ireland itself. “We employ almost 600 people at our three facilities here in Northern Ireland,” McConville says. “You stick a pin in the map and you look at all the towns in a 15 mile radius, there’s probably not a street or village that isn’t touched in some way by the MJM Brand – either in employment, or subcontractor, or supplier.” Many such challenges were new to MJM Group, McConville indicates, “We’ve never painted the outside of the ship before, for example,” he says. Similarly, MJM’s workload included, for the first time, involved operations in the engineering areas of the vessel. “MJM has worked on 87% of today’s cruise ships, in some capacity,” says McConville. “But we’ve never worked in an engine room or ballast tank before, or had anything to do with how a ballast tank works. We’ve always been involved in the interior side of things. So that’s been very new for us.” Many would be surprised that expertise available to undertake this sort of work, McConville indicated, particularly in Britain, where a great deal of the shipbuilding and shiprepair industries have long migrated to other countries. However, “Britain has a heritage of shipbuilding. We went to two French yards, one in Holland, a couple of other yards – H&W was the most expensive, by some six digits or more. But we took the decision to bring the vessel to Belfast. We now need to look at the commerciality of bringing more vessels to Belfast. We may have been soft on this occasion but we won’t be soft in the future.”

Activities at SMSUK’s SMS Avonmouth, part of the Southampton based SMS Group, has completed a major refit alongside in Bristol Port for Tarmac, and relocated to larger premises to meet localised demand. During the summer months the yard completed a major refit on-board the 1,575 m3 trailing suction hopper dredger City of Cardiff for Tarmac Marine Dredging (TMD), whilst simultaneously relocating to a new, larger, footprint to help meet localised demand. The City of Cardiff refit was completed in a dedicated, controlled berth alongside in Bristol Port. SMS took Ownership of the site, to include permits-to-work and site security, as well as the program of repair works - at all times adhering to TMD’s stringent, professional and proven health and safety policy.

The Sir Richard Attenborough

The Azamara Pursuit in H&W, Belfast


Northern Europe

Access work included removing and repairing hatches to machinery spaces, arranging a scaffold staircase into the hold and fabrication of a walkway around the upper funnel. SMS then ultrasonic tested the cargo drainer sumps, overhauled the dredge pipe sliding piece and renewed the travelling discharge hopper. The company arranged scaffolding and ultrasonic tested the discharger gantry thereafter repairing the discovered defects. In the same time frame SMS repaired the mooring bollards and various ships side handrails. Works included renewing gland water pipe work, repairing the discharger torque arm, assisting with the dredge pump service/overhaul, repairing the trunnion carriage, replacing the discharge grab closing winch drum and de-scaling the calorifiers and overhauling the associated valves and pipe work. A separate team overhauled the windlass brake, changed out the intermediate gantry hydraulic cylinder (with the pins and cheek plates renewed), changed out the drag head hydraulic cylinder with pins and renewed the cheek plate. Installed new EMS cables and installed new energy chain cables. Load tested fixed lifting points, renewed bulkhead skirting in the accommodation and bridge, serviced the rescue boat outboard motor, renewed fresh water filling pipework and valves, made paint repairs to ballast tanks and renewed the hydraulic. Meanwhile, SMS Southampton has launched the classic superyacht Alicia from its covered 60 m drydock in the heart of the City. SMS has developed an enviable reputation as specialists in ship repair, marine engineering and major fabrication projects in the commercial marine, defence and Superyachts sectors. In addition the business has a proven pedigree for major yacht refits and classic yacht restorations. In recent years the company has completed refits for Sir Charles Dunstone’s Shemara, Lord Sugar’s Lady A and now on Alicia. SMS Southampton has also won a new build 24 m aquaculture workboat for a tuna farm operator in Malta. It’s a major export win, won against tough European competition. SMS has an enviable reputation as specialists in ship repair, marine engineering and major fabrication projects in the commercial marine, defence and superyachts sectors. The company also builds workboats, under the Bulldog brand, for the marine civil, aquaculture, fisheries and ports and harbours sectors. This latest vessel, ordered has a 24 m length, o.a., an 8.5 m beam, and a 3 m draught. She will be built to the MCA-MGN-280-Category 1 (150nm from safe haven) workboat code. The vessel is expected to be delivered to the owner mid-summer 2019. Her principal purpose will be tuna harvesting and aquaculture/fish farm logistical and maintenance support. John Buck, the business development manager of SMS, said, “This is a big win for us, given both the scale of the opportunity and the obvious competition from Europe. We’ve listened to the client, customised our offering, and via a competitive process we’ve won the build.

Offshore and shipping contracts at DamenHolland’s Damen Verolme Rotterdam (DVR), one of Damen Shipyards Group’s most experienced yards in the repair and refit of complex offshore structures, has been awarded a contract by Stena Drilling for a refit of its drilling rig Stena Don. The vessel will arrive at DVR in October 2018 and is expected to remain there for around three months. The most significant aspect of the works will be the installation of an eight-point mooring system prior to the rig being deployed off the UK’s Shetland Islands. Preparations are already underway at DVR to ensure that the installation of the mooring system can begin as soon as the Stena Don arrives at the yard. Various elements of the system need to be manufactured. These include the anchor chain blisters and sponsons which, weighing 1,200 tonnes in all, are currently being fabricated at Damen Shipyards Mangalia, ahead of being transferred to Rotterdam. Other components of the system that are being prepared include eight anchor winches and the fairleads, plus the winch control cabins which will be supplied by Rolls Royce A.S. Modified VFD switchboards and brake resistor units will be delivered by Siemens A.S. The eight ultra-high-holding power anchors are being supplied by Damen Anchor and Chain Factory. In addition to the mooring system, the yard will also install strengthening to the hull to comply with the new regulations regarding the mitigation of wave impact forces. The Stena Don, a harsh environment, dynamically-positioned, Class 3 semi-submersible drilling rig, can drill in waters up to 500 m deep and has accommodation for 120 personnel. 95.5 m in length and with a beam of 67 m, it was built by the Kvaerner Warnow Werft Shipyard in Germany in 2001. This will be the drilling rig’s fourth visit to the DVR site. Its most recent stopover was in July 2015 when it came in for a special periodical survey and a mid-life upgrade. The eight-point mooring system will enable the rig to operate over a wider range of water depths and remain longer on station than before, particularly in adverse weather conditions, and will also make it more fuel efficient by not relying solely on the DPS. Damen Shiprepair Harlingen (DSHL) has completed maintenance and repair works on the Fugro Mercator, a twin-hulled survey vessel operated by Fugro. Fugro Mercator is a 42.35 m survey vessel deployed in some of the most challenging locations by Fugro for bathymetric and geophysical surveys, cable and pipeline route surveys. The vessel’s visit to DSHL was a scheduled docking for maintenance and repair works. The yard’s planned work sheet included overhauling most of the vessel’s equipment as well as upgrading its accommodation areas. This comprised work on the main and auxiliary engines, thrusters and winches, and refitting the galley and dining areas. During the drydocking it was decided to upgrade the hull in order to extend the life of the vessel for the time to come. The motivation for this decision was based on the fact that the Fugro Mercator is considered a ‘one- off’ vessel in meeting the needs of the near shore geophysical industry. After working on several Fugro vessels over the years, Damen Shiprepair & Conversion (DSC) has established a strong relationship with them. Stena Line’s 33,690 gt 2011-built ro/pax Stena Transit completed her scheduled drydocking and refit at the Schiedam yard of Holland’s Damen Shiprepair Rotterdam (DSR) on August 1st - the vessel having arrived at the shipyard during late July. Other vessels undergoing repair at the same time included Becker Shipmanagement’s 9,340 dwt 2006-built 800 teu

A stern view of the classic yacht Alicia


Northern Europe

capacity containership JSP Rider, and Navig8’s 19,997 dwt 2016-built chemical tanker TRF Kirkenes. The Brave Tern, the 132 m jack-up operated by Norway’s Fred Olsen Windcarrier, has recently completed a major crane refit at Damen Shiprepair Amsterdam (DSAm). The main operation was the insertion of a 20 m section into the main boom of the 800 tonne crane, allowing it to reach a height of 120 m. This upgrade now allows it to install and maintain the next generation of wind turbines. The operation to insert the additional section took 30 days in total. It required the unreeving of all the crane wires before the crane boom could be dropped down to rest on a support structure built from containers. The boom was then cut in two and the new section inserted and secured using flanges. Following the completion of the new boom the

wires were rereeved and a series of load tests conducted before the crane was certified ready for operations. To secure the order, DSAm offered a fast turnaround time without any loss of quality or attention to detail. Not only was the project time highly competitive, the actual order was only received the day before the vessel arrived at the yard. However, DSAm had the necessary capacity available and the next few days (a weekend) were spent setting up the project office, building the boom rest structure and positioning the mobile cranes. It was this ability to both initiate and implement projects at exceptionally short notice (plus its reputation for quality and a convenient location) that convinced Fred. Olsen Windcarrier that DSAm was the ideal yard for this refit. This was the first visit by the Brave Tern to DSAm. Ove T. Rylandsholm from Fred Olsen Windcarrier, commented, “We were very impressed with the service and support provided by managers and staff at DSAm. They had very little notice ahead of the vessel’s arrival, but they demonstrated a high degree of professionalism and their solution-oriented approach to the various tasks was just what we needed. It has been a pleasure to work with them.” The upgrade of the Brave Tern is part of a wider programme by Fred Olsen Windcarrier to bring both its Jack-Ups up to the standard required to meet the needs of the new generation of 8 MW plus wind turbines. As well as the crane boom extensions, the legs on both vessels have had an additional 14 m added. Following the work at DSAm, the Brave Tern is now ready to install the latest, high capacity wind turbine generators such as the 8MW MVOW V164. The vessel can carry four complete units (tower, nacelle and blades) for each loadout.

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The Fugro Mercator in DSHL


Northern Europe

McDermott contract for IHCHolland’s Royal IHC has been awarded a contract to modify McDermott International’s pipe-lay and construction vessel Amazon. It includes the delivery of an innovative and complete J-lay system to the Houston-based company. IHC will be responsible for the overall management of the modification project, from the design through to the integration of the new equipment. It includes the build and installation of the IHC-designed and patented J-lay system, and associated on-board multi-joint factory, modifications to the ship’s structures, and the removal and replacement of the equipment and commissioning. “We are delighted to have entered into this partnership with McDermott,” says Royal IHC’s Executive Director Services Diederik van Rijn. “We have been working together for some time to develop the concept of this class of leading integrated pipe-lay vessel, based on innovative IHC technology. The project show cases IHC’s ability to combine our expertise to create integrated, customised solutions for our customers. We look forward to working together with McDermott to bring our joint vision to life.” “We are setting a new benchmark for installing a multi-joint J-lay system in a vessel of this size,” adds Royal IHC’s Executive Director Mission Equipment Paul Hardisty. “Our novel approach for this J-lay system will be a game-changer in the market. We have been working on a collaborative and transparent approach with McDermott from the early tower concept stage to ensure that we deliver a solution that meets their expectations.” The physical modifications comprise the removal of the existing pipe-lay system and its replacement with a new J-lay system with a top dynamic capacity of 1,500 tonnes. The J-lay system will be able to handle every variety of pipe including normal flow lines, export lines, and various pipe-in-pipe configurations, ranging in size from 4.5 to 24 inches (11.43 cm to 60.96 cm) with wall thicknesses approaching 2 inches (5.08 cm). “The extensive use of existing proven technology and process automation, combined with early collaboration with the system designers, means we expect to have a very efficient and cost effective asset,” says Alan Marriott. “The Amazon will provide a key enabling asset within the McDermott fleet and will allow us to compete on a global basis for the major deepwater/ultra-deepwater projects. The vessel is designed to be self-sufficient, allowing easy transition from project to project. The vessel is expected to provide pull through opportunities for the rest of the McDermott subsea fleet.” The Amazon will be transferred to IHC in The Netherlands for its physical conversion in August 2019, with the delivery of the upgraded J-lay vessel scheduled for summer of 2020. Once the modifications are complete, the Amazon will meet the industry’s requirement for pipe-lay and construction in the ultra-deepwater market.

Remontowa SA – sustainability and new challengesPoland’s Remontowa Ship Repair Yard, Gdansk is reporting a fairly busy year. Since November 2017 until August 2018 the first four Finnlines ro/ro vessels from the series of six have been lengthened. The Finntide was lengthened in 2017, while the Finnwave, Finnsky and Finnsun followed in 2018. The yard is currently proceeding with prefabrication of further hull inserts destined for the Finnbreeze and the Finnsea. Both vessels are planned to be extended by the end of this year. The Spirit of British Columbia, one of the two Canadian-owned ferries has been redelivered with her propulsion converted to LNG fuel. The second one - Spirit of Vancouver Island is expected to arrive for the same scope of work by the end of this year. The first half of 2018 saw the completion and delivery of the FSO Hanne Knutsen, converted from a shuttle tanker for the Martin Linge FSO project in the North Sea. It has been one of the most technically sophisticated and largest offshore projects executed by Remontowa in the recent years. The yard expects to be extremely occupied with ship repairs by the end of 2018 and later. Michał Habina, CEO of Remontowa SA since October 2017, emphasizes, “The good condition of the company and its full and stable order book is the result of hard work of Remontowa’s entire team, both the commercial offices and, especially, the production departments where Michal worked for the previous four years.” His professional career in the shipbuilding sector began in the 90’s, when after a short period of work in Remontowa - he left for the UAE and started his adventure with Drydocks World Dubai (former Dubai Drydocks) in 1997. For 15 years he held several management positions from Project Manager through Steel Department Manager to General Manager Technical. Currently with Remontowa, he is using his of knowledge and experience gained over the past few years to take the Polish yard forward. The main focus will be placed on the improvement of production management at the yard. Innovative technologies, employment of young, enthusiastic but skilled people together with the knowledge of the existing employees are his prescription for the successful future of Remontowa. Michal is aware of the challenges and difficulties the shipyard sector is facing, such as increasing costs, shortage of qualified labour force, stronger competition. These are the main adversities which Remontowa

Mcdermott’s Amazon

Michał Habina, CEO of Remontowa SA


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will have to overcome. Due in the yard during late September is Grimaldi’s 71,543 gt vehicle carrier/containership Grande Lagos, work including the installation of a ‘scrubber’ system. Meanwhile, Polferries new ro/pax, the 27,744 gt 2011-built Nova Star has completed her major upgrade at Remontowa Shiprepair, Gdansk has now entered service between Gdansk and Nynäshamn on September 14th. Remontowa has, over the past few years, been extremely successful in the dredger repair market, recent examples being Boskalis’ 4,500 m3 TSHD Shoalway and DEME’s 5,580 m3 Reynaert. Other vessels recently undergoing repair at this yard included: • Ulisse – 17,160 dwt 2011-built cable-laying barge, owned by Prysmian Power Line Services Ltd, Milan, Italy • Seacharm – 112,179 dwt 2018-built tanker, owned by Greece’s Thenamaris, Athens • City of Rotterdam – 21,741 gt 2011-built car carrier, owned by Japan’s Picer Marine, Imabari and managed by Canada’s Fairmont Shipping, Vancouver • Oslo Wave 4 – 17,539 dwt 2000-built general cargo vessel, owned by Norway’s Bulkship Management AS, Oslo • Baltiyska Kosa – 4,059 gt Russian fishing trawler

Successful year for ODDSweden’s Oresund’s Dry Docks (ODD) is reporting a successful year with full drydocks and quays with normal class dockings and general repairs.

The largest project involved Stena Lines’ 29,289 gt passenger ferry Stena Danica earlier this year. The work, apart from normal drydocking operations comprised the manufacture and installation of a reef bar in glass (glass house) in an area at the aft end of the vessel. The vessel was in the yard for some three weeks. ODD is currently working on two passenger ferry refits on-board former Bornholmer Færgen vessels, one large and one small, for new owners, Spain’s Fred Olsen Express and Sweden’s Stena Line. Canary Island’s operator Fred Olsen Express’ latest fleet addition, the 112 m Austal-built catamaran high speed ferry Betancuria Express drydocked for a major transformation to make the vessel suitable for her new route between Las Palmas (Gran Canaria) and Morro Jable (Fuerteventura), the work including the refurbishment of the car deck

The Stena Vinga in Oresunds Dry Docks


Northern Europe

to a gold class lounge and complete deck refurbishment including HVAC upgrade.. The vessel was formerly Bornholmer Færgen’s Leonara Christina. On completion of her refit and upgrade Betancuria Express will be able to carry 1,600 passengers on two decks and 350 cars on two decks, at a service speed of 38 knots. Meanwhile, Stena Line latest fleet addition, Stena Vinga arrived at ODD on September 2nd to be readied for her new service between Gothenburg (Sweden) and Frederikshavn (Denmark), starting on September 16th, replacing Stena Gothia. Stena Vinga was previously Bornholmer Færgen’s 14,551 gt 2005-built Hammerodde. Other ships recently under repair in ODD have included: • Gull Britt – 974 dwt local road ferry • Nanna Viking – Viking Supply Ships’ 3,677 dwt OSV • Mecandia V111 – Mecandia’s 13,174 dwt containership There has also been some changes within the yard’s infrastructure with two new cranes installed on each side of our graving dock and the modernisation of the mechanical workshop. When it comes to personnel ODD has employed a number of new foremen and team leaders with various competence areas needed for the future. Following discussions with owners, ODD has also changed the method by which it works to meet the customer’s demands.

Another Crystal Cruise contract for Lloyd WerftFollowing the successful multi-million US dollar refit of the 51,044 gt Crystal Symphony during September/October in 2017, Germany’s Lloyd Werft, Bremerhaven is now preparing for the similar refit of the 68,870 gt Crystal Serenity, which will arrive in the yard during October this year.Earlier this year Crystal Cruises announced the Crystal Serenity‘s refit schedule, which will take place over four weeks October 14th through November 10th. During the makeover of Crystal Serenity, guest capacity will be reduced during the conversion to more luxurious lodgings. Capacity on-board will be reduced from 1,070 to 980 guests. Crystal

Serenity will have several standard staterooms converted to the ship’s more spacious Penthouse categories, gaining two Penthouse Suites and 36 new Penthouses. Similar to the Crystal Symphony in 2017 Lloyd Werft will be responsible for the ship maintenance work for the vessel, the shipbuilding aspects for the refurbishment work and all logistical demands. The interior refurbishment will be carried out by a specialist outfitting company contracted directly by Crystal Cruises.Lloyd Werft’s production and engineering divisions are both busy with a newbuilding 140 m long mega-yacht, which is due for delivery during 2020. Meanwhile, Lloyd Weft’s design and engineering department has some 100 staff working on the mega-yacht project as well as design/engineering work for other newbuilding projects. Also currently in the yard is the 12,614 gt ‘frequent repeater’ Polarstern, which is in the yard for the second yard time this year. The Polarstern is the German polar research/supply vessel – she has been in Lloyd Werft some 70 times.

VARD weathers offshore downturnLike most other Norwegian shipbuilders, VARD has been forced to redefine its business model as a result of the collapse in offshore contracts over the last three years. The nine-shipyard group, 43% owned by Italy’s Fincantieri, has five traditionally offshore-oriented yards in Norway, two in Romania, one in Vietnam and one in Brazil. But, like other offshore builders in Norway, the company has successfully branched out into new marine construction segments including shallow draft oil industry module carriers for deployment in the Caspian Sea, expedition cruise vessels, offshore wind support ships and fishing and aquaculture vessels. But Frode Klokk, Senior Vice President and a Yard Director at VARD said recently that the group is watching the offshore sector closely and has never stopped believing it to be a key target market. “None will be better-placed than us when things pick up,” he said. And to be fair, there are early signs of a loosening by oil companies of the tight exploration and production budgets which have led to the dearth of offshore orders and wide-scale consolidation and restructuring in the offshore sector.

The Crystal Serenity to be refitted in Lloyd Werft


Northern Europe - GCE Blue Maritime Cluster

In the meantime, though, the change in direction appears to have paid off. As of June this year, the group had a total of 46 vessels on order, 33 of them based on VARD designs. The group also had a number of offshore retrofit contracts, some of them involving installation of its SeaQ energy storage system. The Far Sun, for example, a platform supply vessel built by VARD and delivered to Farstad Shipping in 2014, was chartered to Statoil. With support from the country’s NOx Fund, the diesel-electric vessel has batteries integrated into its power system, cutting fuel consumption and reducing emissions. Two notable contracts have been signed this year. The Prysmian Group has ordered a high-end cable layer, to be built to a VARD design, capable of deep water installations in water depths of more than 2,000 m. These challenging installations will involve a variety of cable burial systems including heavy-duty ploughs and the very latest positioning and station-keeping systems. Due for delivery from VARD Brattvaag in the fourth quarter of 2020, the 172 m-long hull is being constructed at VARD Tulcea in Romania. The shipbuilding group has also clinched the much-sought-after contract to build the world’s first autonomous electric container ship, the Yara Birkeland. The deal is worth approximately NOK250m and has received NOK133.6m in support from the Norwegian Government enterprise scheme, ENOVA. This time, the hull will be built at the group’s other Romanian shipyard – Vard Braila – before being transferred for completion at Vard Brevik in Norway. Technology company Kongsberg, which is taking over Rolls-Royce Marine, is closely involved in the project, providing sensors and automation systems for remote and autonomous operations. The vessel

itself, owned by Yara, is to be deployed in the carriage of fertiliser from the company’s Porsgrunn plant to the ports of Brevik and Larvik. The radical logistics plan will save more than 100 diesel truck journeys every day, it is claimed, thereby moving cargo transport from road to sea, cutting noise and dust emissions, improving road safety, and reducing NOx and CO2 emissions. Following delivery of the vessel in 2020, she will be operated by a small crew but is likely to commence fully automated operation in 2022. It is thought that development of the Yara Birkeland project and now the start of the ship’s actual construction is likely to spur other short-sea and inland waterway automation projects, particularly in Norway. The country has hundreds of short-sea ferry services which, experts say, lend themselves to a lesser or greater degree of remote and autonomous operation.

The Far Sun has batteries integrated into its power system, cutting fuel consumption and reducing emissions



Innovation key to unlocking Ship of the Year title for Future of The FjordsThe fjord ferry Future of The Fjords, a revolutionary all electric passenger vessel, is designed with an energy efficient carbon fibre hull. Both her sistership, Vision of the Fjords and Future of the Fjords were designed to showcase and protect the unique Norwegian UNESCO World Heritage listed landscape they sail through – delivering an optimal passenger experience, whereby visitors can become at one with nature, without impacting upon it.” However, while Vision, with its hybrid solution, marked the start of that journey, Future, a true zero emission, silent running vessel, really signals the fulfilment of our dream. Other Norwegian companies involved in the Future of the Fjords included Flåm AS and Fjord1 ASA, with key suppliers including Westcon, Servogear AS, Aurland Harbour KF, state run low emission solutions supporter Enova, and energy supplier Aurland. Future of The Fjords is the world’s first all-electric carbon fibre vessel, but this wasn’t the only deciding factor in elevating the vessel above fellow award nominees Antarctic Endurance, a krill harvesting ship owned by Aker Biomarine, and PONANT’s expedition cruise ship Le Lapérouse. The revolutionary ‘power dock’ charging solution was also key to the win, as Rolf Sandvik, CEO of Fjords explains, “Due to the limited local grid capability in our port of Gudvangen we could only access a charging capacity of 1.2 MW/h, just half of what the vessel requires,” he notes. “So we, together with Brødrene Aa, in collaboration with our project partners, had to think a little differently to achieve our aims. Together we came up with the idea of a floating 2.4 MW/h battery bank contained in a 40 m long glass fibre composite body. This could simply and slowly top up capacity from the grid through the day without the need for disruptive and expensive power surges.

“Then we started to think about how else we could utilise the structure. Could we use it to take on black water from the vessels too, so we didn’t have to dump sewage directly into the fjords like other passenger vessels? In this way we could make Future truly zero emissions, both to air and to water. And it didn’t stop there. We ended up fitting the dock with a 40 m3 diesel tank for Vision, alongside storage room for on-board consumables, allowing the vessels to maximise passenger capacity. It’s a one of a kind piece of floating infrastructure, with potential far beyond this project.” The Fjords and Brødrene Aa now believe the dock can be used as a widespread enabler for green transport on land. The idea is that anywhere there’s an electric ferry – often remote rural locations with limited grid capacity – power docks can be used to charge electric cars, buses and other transport modes. In this way they could form cost effective, efficient and easy to install local power hubs, changing the way communities’ move. “As such this project, and this win, is about more than just one ship, it’s about the Future,” concludes Sandvik. “We firmly believe it has the potential to make waves right across the globe. It’s great to see that others, including the award jury, see those possibilities too.” Future of The Fjords launched in May and will now make around 700 round-trip voyages a year, silently sailing between Flåm and Gudvangen, with the highlight of the trip the stunning UNESCO listed Nærøyfjord. Both Vision and Future offer panoramic views from inside, while enabling all passengers, including those of limited mobility, to climb over them outside.

Ship repairers need a reality checkFleet superintendents and seasoned shiprepair men probably don’t have much time for digitalisation. They’d prefer an overall, a hard hat and a set of tools any time. But like it or not, the world is changing fast, and ‘mixed reality’ is likely to have major implications for ship construction and through-life vessel maintenance and repair in the future.

The Future of The Fjords


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That would certainly be the view of Havard Notøy, the founder and chief executive of Fostech, a Norwegian technology start-up, supported partly by Norwegian Government-funded Innovation Norway. Working with a small team out of the Fosnavaag Technology Centre near Ålesund on Norway’s west coast, Notøy says that what he and his team do, like other technology companies within the surrounding maritime and offshore cluster, will have the same impact on the maritime industry as Silicon Valley has had on the global technology sector over recent decades. Mixed reality, he explains, is a combination of virtual and augmented realities which has the potential to transform aspects of ship and offshore construction and regular maintenance procedures undertaken by ships’ crews, riding gangs, or shiprepair yard personnel. The technology is widely applicable, and Notøy is just as happy to demonstrate the internal workings of the human body by walking you round and through the liver or the heart, as he is to show you the inside of one of the engine rooms on a DP3 offshore construction vessel. Fostech’s technology is based on Microsoft Hololens technology in a headpiece, which enables sight of reality, overlayed with digital information. The enables an individual to ‘move around’, talk simultaneously to people on the phone, share the view with other people in different locations, and discuss issues with colleagues whilst also viewing digital information inside the headpiece. Those who are connected in a network can see the same thing at the same time in Singapore, Fosnavaag or Timbuktu. Fostech is already working closely with Kleven, a local shipbuilder recently taken over by Norwegian coastal ferry and cruise firm, Hurtigruten. It is also co-operating with Sperry, a Norwegian compressor manufacturer. As well as offshore and maritime, the company has plans to target the healthcare, security and safety sectors.

Rolls-Royce continues to offer solutionsThe acquisition of Rolls-Royce’s commercial marine business may be only just around the corner, but the pace of research and development over the last few month appears, if anything, to have quickened. A series of recent announcements cover new digital systems for efficiency and

operational gains, additions to the product range, and new contracts. In another clear sign that digitalisation will transform the business models of many repair yards which still operate on a short-term and sometimes even spot basis, Rolls-Royce’s Ship Intelligence team has unveiled the latest equipment health management system (See Machinery section). This is based on using digital ship data and clever algorithms for advance machine-learning technology to provide better information relating to ship or rig equipment installations. Improved decision-making on component wear – to put it simply – should mean less maintenance, reduced downtime and lower lifecycle repair costs. Rolls-Royce’s first contract is significant too. It is to provide health management technology for thrusters, generators and engines on a new semi-submersible rig ordered by Awilco at KeppelFELs. The rig, reported to be costing around $435m, has been designed for operation in harsh environments where any unplanned maintenance requirements are even more expensive and challenging to manage than in other offshore environments. ‘EHM’, as it is known, operates on the basis of a combination of sensor data and IT technology on-board the ship or rig – or across a fleet – which form the basis of the information required for the EHM system. The data is gathered on the cloud and combined with smart machine-learning algorithms. The outcome is accurate feedback for shipboard personnel on the condition of key components as an aid to decision-making. Both Rolls-Royce and equipment manufactured by third parties can be monitored. The company also recently launched a new podded propulsion range, ELegance, based on permanent magnet technology. Rolls-Royce is building a 4.6 MW unit at its facility in Rauma, Finland, and is in discussion with various shipowners on possible test installations. The ELegance pods are relatively small, compact units comprising two units –

The Rolls-Royce ELegance pod propulsion system

Havard Notøy, the founder and chief executive of Fostech


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one open, one ducted – and, the company said, complement the existing electric propulsion range, with a range of benefits. These include the fact that permanent magnet motors in podded propulsion give a high motor efficiency across a broad operating range, resulting in good fuel economy. They are also easy to maintain – the 1A Super and Polar Code 6 ice-class pods, for example, can be lifted, removed and mounted in water, for example. The pod range has a low profile, minimising resistance and helping to reduce cavitation, noise and vibration. An adjustable tilt gives flexibility on propeller size. In June, the company won a contract for one of the largest fishing vessels to be built so far. It will provide a package of equipment for the pelagic trawler worth nearly $20m to the Louisiana-based shipbuilder Thoma-Sea Marine Constructors LLC which is building the vessel for Seattle-based Arctic Storm Management Group LLC. The 100 m trawler, with accommodation for more than 150 people, is the first Rolls-Royce-equipped vessel to be built at a US shipyard, will have a complete processing plant on-board for fillet, surimi, fishmeal and fish oil. Meanwhile, Rolls-Royce has won two contracts from Nordlaks Holding AS. One is to provide equipment for a LNG hybrid fish carrier to be built at Tersan Shipyard in Turkey. The other is to supply components for a vast new offshore salmon fish farm, measuring 385 m by 60 m, currently under construction at the CIMC Raffles shipbuilding facility in China. The company will provide six TT1100 tunnel thrusters for the farm, which is due to be located further offshore than usual to safeguard the health of the fish. The thrusters will be used to circulate water both inside and underneath the cages where the fish are held. The facility will be sited in a stationary position southwest of Hadseløya in Nordland county.

Ulstein Verft – The ability to changeGunvor and Tore Ulstein, the third generation of the shipbuilding family which owns Ulstein Verft, should be pretty pleased with themselves. For the first 15 years of this century, they were designing and building some of the most sophisticated offshore vessels afloat today. Then the offshore crash came and, as had happened before at various stages in the company’s history, it was a question of what to do next. “We have plenty of experience in adapting to change,” said Tore recently, at the shipyard at Ulsteinvik, an hour’s fast ferry ride from Ålesund in the heart of Norway’ offshore maritime cluster on the west coast. In the past, when things got tricky as they do when riding the peaks and troughs of shipping’s markets, earlier generations of Ulsteins faced just the same challenges. Over the years, Norwegian shipbuilders have traditionally turned their hand from fishing vessels to ferries and offshore supply vessels, and more recently from seismic survey ships and deepsea construction vessels to the latest generation of walk-to-work offshore wind support vessels, cable layers and now polar expedition ships. A lot has changed since the present generation of Ulsteins threw a 5,000-person party last year to celebrate the company’s 100th birthday, ironically in an empty building dock. Since then, with a focus on what Tore calls ‘the ocean space’, target markets include offshore wind, aquaculture, cable layers, ro/pax, recreation, exploration cruise and ocean survey vessels and, in all of these sectors, scope to develop algorithms, machine-learning and artificial intelligence. A range of projects booked and in progress since the birthday party show a significant increase in Ulstein’s business pipeline. In early July, the


company won a contract for a high-end cable layer, CLV Aurora, capable of bundle laying, cable jointing and repair, cable system protection and trenching. Designed by Skipsteknisk of Ålesund, the ST-297 CLV design is equipped for operations in heavy weather with high manoeuvring and position-keeping capabilities. The vessel will have a large turntable with a cable capacity of 10,000 tonnes and a fibre optic basket which can hold 450 tonnes. The 17,000 dwt vessel will be almost 150 m long, 31m wide with capacity for 90 people. Palfinger Marine will supply major deck equipment components including abandon-and-recovery winches, the A-frame, knuckle boom cranes, and overhead travelling gantry cranes. The equipment will be supplied to Ulstein prior to the end of 2020. Meanwhile, the shipbuilder announced that it had signed up Norway’s Brunvoll, headquartered near Ålesund, to provide propulsion and manoeuvring systems comprising three azimuth propulsion units, two tunnel thrusters and a retractable bow-mounted azimuth thruster. All units will be of the controllable pitch propeller type running at variable revs. Control, alarm and monitoring systems for all of the thrusters will be supplied as part of Brunvoll’s most recent redundant bridge system, BruCon-4. The systems, incorporating a high redundancy factor, will give the Aurora a DP 3 rating, enabling effective operation and station-keeping in extreme conditions. Germany’s Bernard Schulte Offshore GmbH has ordered a third

service operation vessel developed in co-operation with Windea Offshore which will operate on the German wind farm Merkur Offshore. The Ulstein SX195 design is being modified to meet GE Renewable Energy tender requirements and the shipowner’s choice of equipment on-board. This includes a large centrally-positioned walk-to-work motion-compensated gangway and elevator tower for personnel and cargo transfers, and a 3D compensated crane capable of two-tonne cargo lifts. The 93.4 m-long vessel has a hybrid drive system including Ulstein’s own battery system and all of the principal equipment will be located aft. Equipped with an X-stern, the ship will be capable of operating astern in heavy weather without slamming, and with minimal noise and vibration. There is accommodation for 120 people and the ship will be suitable for working in challenging sea conditions in operations and maintenance, as well as construction support. In a project involving the analysis of big data with statistics specialist Recogni, OSV operator Remøy Shipping has successfully achieved a 10% reduction in fuel consumption on one of its vessels. Now, the company plans to install the Ulstein Blue Box on-board two more vessels. With cloud access, detailed analysis and smart algorithms supply ship operators with direct information about unfavourable choices, such as engine set-up, operation in DP mode, transit speeds and ballast conditions. Ulstein’s Blue Box can be installed on any type of ship and is not dependent on the supplier. SORJ

(From left to right) Tore Ulstein, SORJ’s Alan Thorpe and Gunvor Ulstein



Ian Nash joins SR&SShip Repairers & Shipbuilders (SR&S) has announced the appointment of Ian Nash as Technical Director. Ian trained as a Royal Navy Engineer before joining Intelligent Engineering, first as a Project Manager for their Sandwich Plate System (SPS) technology and later as Business Manager for the Maritime and Offshore division. Ian will continue representing the interests of SPS Technology as Ship Repairers are agents for the product. Roderick Wordie, MD of SRS, said, “We are very pleased that Ian is coming on-board and his 12 years’ experience in the commercial maritime industry will undoubtedly be an asset to our team. We look forward to continuing our strong relationship with SPS Technology and to developing a wider portfolio of engineering solutions for ship owners and managers.” David Glover, CEO of Intelligent Engineering Holding, said, “Ian’s new role provides an exciting opportunity for SRS and the SPS Technology. Combined with our global network of licensed SPS installers we will be able to deliver a comprehensive set of SPS engineering repair services across the Maritime and Offshore Markets.”

WSR Russia gains Lisnave’sAfter years of successful co-operation, WSR Services Ltd and Portugal’s Lisnave have announced the signing of a new agreement for expansion of representation of Lisnave in the markets of the Russian Federation through the offices of WSR Services in Novorossiysk, Russia during the SMM Expo in Germany. Leonid Savchenko, Russia Business Development Manager of UMAR|WSR Group comments, “Our current and future

customers in Russia will benefit from this expansion of representation of Lisnave to the Russian market. Shipyard is ideally located for their ships operating or passing by Atlantic or Mediterranean waters and provides top of the range drydocking facilities and services to all customers.” Lisnave offers drydock and berth facilities in the Portuguese waters 50 kms South of Lisbon and services that include cleaning and painting, steelwork, piping and machinery repairs, recondition, electrical and electronic repairs, propeller and turbo charger repairs and tank cleaning.

NICO wins NIIGATA awardIn continuing its successful run of offering the best of services worldwide, NICO International has won the prestigious ‘Outstanding Performance Award 2018’ awarded by NIIGATA Power Systems, Japan. The award was presented by Koji Sato - Director of customer service/head of spare parts division - NIIGATA power Systems. NICO International proved its supremacy on the work skill, craftsmanship and dedicated all round performance to win the award. This is a standing testimony to the quality of services which NICO provides to all its clients worldwide. Prakash Kumar, General Manager said, “Wining the important ‘Niigata Outstanding Performance Award 2018’ serves as testament to NICO’s work ethic, dedication and unique Craftsmanship. The award is the result of the all-round performance of all the employees of NICO International which spans more than 45 years in the field of Marine & Industrial Engineering”

A&P Group appoint new Commercial Director Earlier this year A&P Group appointed Andrew Rodden as Commercial Director of A&P North East. Andrew has an established career working across all areas of the marine sector. Andrew joins A&P Group from Babcock International Group, where he held the position of Delivery Director for Commercial Marine. Previously he held positions at V-Ships, Bibby Ship

Management and Technip. Andrew began his working life at sea in the Merchant Navy – working on tankers and offshore construction vessels, before moving ashore with Technip. David McGinley, Group Managing Director, A&P Group said, “Andrew’s experience in the marine sector has given him an understanding of A&P’s existing customers and our target markets in the emerging renewable and civil sectors. I look forward to working with Andrew as we further develop our business.”

New sales manager for FAYARDDenmark’s FAYARD has announced that Lisa Brenneisen is joining the FAYARD Sales team. Lisa is to have the sales responsibility for Central Europe utilising her competent maritime background. Lisa grew up in the wine area ‘Pfalz’ (palatinate) and started the seagoing career in 2001 when joining the first vessel, a multi-purpose carrier, in Australia. She has sailed on bulkers and tankers during her internship time and, during vacation periods, on-board sailing vessels. She completed studies in Elsfleth during 2006 and joined a tanker company in Bremen as a watch officer, with a Master Mariner licence. After having made it all the way up to a Master’s position, Lisa joined a shipowning company ashore as a Superintendent and had the great opportunity to be responsible for both the deck and engine department operations of up to six vessels. Spare part supply, maintenance, class and flag state certification and repairs have been part of responsibilities. Lisa has collected a considerable amount of drydocking experience and has been part of an emergency team ashore. Hull and machinery insurance cases, as well as P&I cargo claims have been handled by Lisa during her time as Superintendent. Lisa is now looking forward to work for FAYARD and its customers with their different expectations. SORJ

Agents/People

Ian Nash

FAYARD’s Lisa Brenneisen


If you are operating a shiprepair yard in Europe and you think business could be better, how do you feel about a change of direction with a new income stream in ship demolition, or recycling, as we are bidden to term the practice? At the end of this year, the European Union Recycling Regulations (which is nothing to do with different coloured bins, old plastic bags, or polystyrene fish and chip containers) comes into effect. This regulation will require all ships flying the flag of an EU member state to be recycled, when they reach the end of their lives, at a facility which has the approval of the Commission. A list of approved recycling yards has been published, and in August, when this was being written, only 21 of these appear, with none available in the three countries where most of the world fleet is presently dismantled – India, Pakistan and Bangladesh. There are a couple to be found in Turkey and one in the United States, although this is a bit notional, as the US will be unlikely to grant an import license for somebody else’s used ship. The remainder, surprise, surprise, are in Europe. But what about the Hong Kong Convention, which was painfully ground out to regulate the recycling of ships some years ago, taking into account the need to make shipbreaking safer for its personnel and less of a burden on the environment where the dismantling takes place? The HKC is still some way from entry into force, but as far as the EU is concerned, with its low opinion of the International Maritime Organisation, it seems to ignore any progress that is being made – and it is substantial – to improve Indian recycling yards to approved HKC standards. This argument has been simmering along for years, with the EU wedded to the notion that a redundant ship is “waste” and as such should be governed by the Basle Convention, which largely exists to stop the 1st world using the 3rd world as a rubbish dump and strictly regulates the trans-boundary movement of waste. Guided by fanatical environmental activists and green MEPs, the EU is also dogmatically opposed to the demolition of ships on open beaches, as is widely done in the sub-continental yards. There is also the political view (some would describe it as delusional) that ships ought to be all recycled in the countries in which they are registered and that a large and prosperous industry might be established to break up ships in Europe. It thinks that the existing EU yards ought to be able to handle at least 2.5m light tonnes of redundant ship per annum and that this can be expanded without difficulty. It has been politely pointed out by European ship owners, who have counted up what is available, that the listed yards can probably manage about 300,000 light displacement tonnes, which is very far short of the figure dreamed up by the European legislators. It will not have escaped the notice of anyone with half a brain that with very few exceptions, the dismantling that does take place around European shores these days is of small craft. It is perhaps a couple of generations ago that this business passed to the far side of the world and it is a trade that moves around a bit. I can recall seeing one of the biggest ships in the world being taken to bits in Taiwan, less than ten years after she had been built, along with a couple of LNG carriers which had never traded. But Taiwan’s huge recycling business closed down almost overnight to accommodate the more profitable activity of handling containers. Chinese recycling tends to come and go with government policy changes and only the yards of the sub-

continent have shown any real consistency and are huge employers. The first demolition yard I ever saw, I stumbled upon by accident, taking a wrong turning on the north bank of the Forth in the 70’s and drove past Thos.Ward’s gruesome facility at Inverkeithing at dusk. It was an appalling sight, with a small bay apparently stuffed with huge, half-dismembered warships, the Royal Navy being in full retreat at the time. Lit by the arcs of oxy-cutters, with the smell of old oil hanging over the scene, it seemed like a vision of hell, with small blackened figures of workers stumbling around in the mess. Some years later I interviewed a chap who bought ships for scrap in Sheffield, and he was convinced that the trade in the UK was on its last legs as there was no way they could compete with the costs of the Asian yards. I can remember he took a telephone call when I was with me and the air turned blue with rage and bad language as he had been told a ship he had bought, ostensibly with a manganese bronze propeller, had turned out to be fitted with a screw of steel. His business depended on the amount of non-ferrous scrap that he could wring out of a ship, and any profit on the daily price of these metals. It seemed not unlike mining. I also met one of the Asian cash buyers of ships for recycling in Hong Kong, at a time when scrap prices were poor. Unfazed by the

Breaking new ground

Dockgate by Michael Grey MBE

Michael Grey

Recycling ships – a contentious subject. This illustration is of Dales Marine’s Leith facility, which is on the EU approved list


downturn, he had turned into a ship owner, trading a fleet of about half a dozen ships which included a VLCC, a couple of capesize bulkers and incongruously, a rail ferry. They were all earning him money, while he waited for the prices to recover. When you meet real people doing proper work it makes nonsense of the EU’s bureaucracy that seems to assume that ships have a finite life, like supermarket vegetables, never change hands or flag and their demise can be set in stone. It’s just not like they seem to think. But if you wanted to do the EU’s bidding and re-establish large scale recycling in Europe, you would have to have some sort of market for all the components of dismantled ships. Once there was a steel industry that would take ship steel for re-rolling and scrap in its furnaces, but that is just part of the product. When I was young there was an outfit on the Tyne that made beautiful garden furniture out of the teak decks that came out of scrapped liners and others who would recycle the furniture and fittings. In the yards of the sub-continent there is a local market for just about everything that is extracted from a ship, with almost nothing wasted. Quite where the European recyclers, once established by the ambitious EC will send all those thousands of porthole glasses and starboard lamps, lifeboats and crankshafts, I cannot imagine. Maybe they could sell it all on Ebay? Anyway, if you are interested in filling a lean repair period with some energetic demolition, try reading ‘The Recycling of Ships’, a small book by Dr Nikos Mikelis, one of the authors of the Hong Kong Convention and a ‘go-to’ person on the demolition business. You can find it on www.gmsinc.net/gms_new/assets/ads/folder.pdf and it is very readable.

Supermen (and women) wanted We shouldn’t be surprised that there is now a growing shortage of marine and technical superintendents, after years of gloomy warnings about the ageing of the workforce and all us old chaps

tottering off to the world’s golf courses. Shipping companies, classification societies, every kind of consultancy, ship management companies – they are all seeking young (but experienced) talent willing to jet off to the uttermost ends of the earth to sort out a ship that won’t go. They are also all fishing from a diminishing pool of fewer potential candidates, with many handicapped by visa regulations. I was talking to a ship manager not that long ago who was finding ship managers from the army, of all places. Other employers are recruiting engineering graduates with no maritime experience and devising training schemes to teach them one end of a ship from another. It’s probably not ideal, when some sweating Chief is being given a hard time by somebody who can barely distinguish the turbocharger from the galley toaster. People, it seems, are not always as desperate to come ashore as they once were. Decent money, tours of tolerable length and long, paid leaves – why become a superintendent - desperate commuter and international trouble shooter - for a moderate salary and Luncheon Vouchers?

Throwaway society We are being encouraged to recycle (see above) in our lives, with fashionable folk now talking about “repurposing” things they would otherwise have taken to the tip. Hanging old drawers on the wall to make useful shelves was one of the ideas I saw in a magazine, (probably phrased more delicately). We are being given an excellent example by the Canadian Government, which, after repurposing a containership to become a cut-price naval auxiliary, has now bought three Swedish anchor-handlers to be converted into icebreakers, of which they have a shortage. It is good for those expert ship conversion specialists, while the Canadian taxpayer will also benefit. SORJ

One of EMCS’ Superintendents’ courses

Dockgate

SORJ (Ship and Offshore Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents


FRANCE, MONACO, SWITZERLAND, ITALY, BELGIUM, SPAIN & PORTUGAL AND BALKAN STATESMMI EUROPE LTDLe Forum, BP 74, 33 Boulevard du General Leclerc’06240 Beausoleil, Provence, FranceTel: +33 (493) 285 334Mobile: +33 661 755 596, +44 7824 415 547Email: [email protected] Web: www.mmi-europe.com Contact: Capt. Latcho StoyanovShipyardsA&P Shipyards – Falmouth, Tyne and Tees, UKAbu Dhabi Ship Building (ADSB) – Abu Dhabi,UAE (IT, MON, CHE, BEL, Balkan only)Bulyard – Varna, Bulgaria Baltyard – Gdynia, PolandCarell SA - Piraeus, GreeceCARENA - Ivory CoastCARIDOC - TrinidadCassar Ship Repair – Malta (FR, IT, MON, CHE only)CIC Shipyards Group – Changxing, Lixin and Boluomiao, ChinaChengXi Shipyard - ChinaDetyens shipyards – USA (FR, IT, MON, CHE only)EBH Shipyards – Durban and Cape Town, South AfricaEBH Namibia – Walvis Bay, NamibiaGZ Dockyards – Guangzhou, ChinaKeppel Shipyard Group - Singapore, Philippines and Qatar (FR, SP, PT, Balkan only)Larsen & Toubro Shipbuilding - Chennai, IndiaMEC Panama - PanamaNavantia – Spain (FR, IT, MON, Balkan only)N-KOM Shipyard - Ras Laffan, Qatar (FR, SP, PT, Balkan only)Shanghai Shipyard Shiprepair Division – ChinaTandanor – Buenos Aires, Argentina (FR, SP, PT, Balkan only)Yiu Lian Dockyards – Shekhou, Shenzen, China Marine ServicesTruMarine Group• PMax One Services – Singapore • TruMarine Dubai• TruMarine Singapore• TruMarine China - Shanghai, Zhoushan, Guangzhou & Tianjin • TruMarine Rotterdam• TruMarine HoustonDongsung Engineering - South KoreaElectro Marine - South AfricaKwang-Youn-Gi Engineering - TaiwanMarine Services and Shipping Ltd - UKMHI Ship Repair & Services - USAPB Asher - UKPort Marine Contractors - South Africa Singatac Engineering - SingaporeVersitec Marine - CanadaOceanSaver (BWTS) – Oslo, Norway(IT, FR, MON, CHE, Balkan only)BIO SEA by BIO UV (BWTS) – Lunel, France(MON, CHE, Balkan only)

HEMPSTEAD MARINE SERVICES31 Mitchell Street,Putney, Sydney, NSW 2112, AustraliaTel: + 61 2980 85851Fax: +61 2980 85851Mobile: +61 419880099Email: [email protected]

Australia

G15 Challenge House, Sherwood Drive, Bletchley, Milton Keynes MK3 6DP, United Kingdom Contact: Mike McMahon Tel: +44 1908 378822 Fax: +44 1908 378828 Email: [email protected] Web: www.shiprepairagents.org

International Association of Shiprepair Agents

Benelux

Baltic States

LITHUANIA, LATVIA, ESTONIA, POLAND, RUSSIA, UKRAINE ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, LithuaniaTel: +370 46 246430 Mobile: +370 650 40900Email: [email protected]: www.orca-marine.euContact: Viktoras CernuseviciusShipyards:ASABA Shipyard (Malabo, Equatorial Guinea);ASMAR Shipyard (Chile);BRODOTROGIR D.D. Shipyard Trogir (Croatia);CARENA (Abidjan, Ivory Coast);CHANTIER NAVAL de MARSEILLE (France);COLOMBO Dockyards (Sri, Lanka);COSCO Shipyards Group:• COSCO Dalian (China);• COSCO Nantong (China);• COSCO Shanghai (China);• COSCO Zhoushan (China);• COSCO Guangdong (China);• COSCO Lyanungang (China);DAVIE (Quebec, Canada);DETYENS Shipyard (N. Charleston, USA);DONG SUNG Engineering & Shiprepair (S.Korea);ELGIN BROWN and HAMER Group:• Durban (South Africa);• Cape Town (South Africa);• East London (South Africa);• Walvis Bay (Namibia);DAMEN Shiprepair Group:• DAMEN Shiprepair Dunkerque (France);• DAMEN Shiprepair Oranjewerf Amsterdam (Netherlands);• DAMEN Shiprepair Brest (France);• DAMEN Shiprepair Den Helder (Netherlands);• DAMEN Shiprepair & Conversion Rotterdam (Netherlands);• DAMEN Shiprepair Vlissingen (Netherlands);• DAMEN Shiprepair Amsterdam (Netherlands);• DAMEN Shiprepair Harlingen (Netherlands);• DAMEN Oskarshamnsvarvet (Sweden);• DAMEN Shiprepair Van Brink Rotterdam (Netherlands);• DAMEN Shiprepair Curacao (Curacao, Dutch Antilles).ENAVI Reparos Navais (Rio de Janeiro, Brazil);FAMA Group (Cyprus);GIBDOCK (Gibraltar);HARLAND & WOLFF (Belfast, UK);SEMBCORP (Singapore);MEC Shipyards (Panama);NARP Shiprepair:• Hidrodinamik (Tuzla,Turkey);

ESMA Marine Agencies B.V.Kuiperbergweg 35, 1101 AE Amsterdam, The NetherlandsTel: +31 20 3121350Email: [email protected]: www.esma.nlContact: Marcus WeggemanDirect: +31 20 3121353Mobile: +31 6 51408082

Contact: Atie WitteDirect: +31 20 3121366Companies Exclusively RepresentedEUROPELisnave – Setubal – PortugalGemak Group – Istanbul -TurkeyRiga Shipyard – Riga – LatviaWest Sea Viana Shipyard – Viana do Castelo – PortugalMIDDLE EASTDrydocks World – Dubai – UAEDrydocks World Global Offshore ServicesDMC Dubai Maritime City, ShipliftFAR EASTPaxOcean Asia• PaxOcean Singapore• PaxOcean Pertama – Batam – Indonesia• PaxOcean Graha – Batam – Indonesia• PaxOcean Nanindah – Batam – IndonesiaCHINACosco Shipyard Group• Cosco Dalian Shipyard• Cosco Nantong Shipyard• Cosco Qidong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan Shipyard• Cosco Guangdong ShipyardPaxOcean Asia• PaxOcean ZhoushanWEST AFRICADakarnave – Dakar- SenegalCNIC – Douala – CameroonSOUTH AMERICAS.P.I. – Mar del Plata – Argentina

PC MARITIME SERVICES BV

PO Box 139, 1740 AC Schagen, NetherlandsTel: +31 224 295 070Mobile: +31 620 011 607Fax: +31 224 297 591Email: [email protected]: Hans StoopShipyardsElgin Brown & Hamer Group• Durban (South Africa)• Cape Town (South Africa)• Walvis Bay (Namibia)East London Shipyard (South Africa)Yiu Lian Dockyards/China Merchants Heavy Industry• Shekou (China)• Hong KongDaeyang Shipyard, Dalian (China)Marco Polo Shipyard, Batam (Indonesia)Western India Shipyard, Goa (India)BLRT Grupp• Western Shiprepair (Lithuania)• Tallinn Shipyards (Estonia)• Turku repair Yard (Finland)A&P Group (UK)Alnmaritec, Blyth (UK)Gibdock (Gibraltar)Tole Tivat Shipyard (Montenegro)Hidrodinamik, Tuzla (Turkey)Besiktas, Yalova (Turkey)Grand Bahama Shipyard, Freeport (Bahamas)Riding repair teamsHenar (Poland)Port repairsHSECO Port Repairs, Pusan (Korea)

Agents Contact Directory

AYS SHIPREPAIRyour local partner for all your worldwide repair matters - we are 24/7 at your service.Slenerweg 108, 7848AK Schoonoord, The NetherlandsContact: Hilka Willms Tel: +31 647 952 452Email: [email protected]: www.aysshiprepair.nlCompanies RepresentedOresund Dry Docks, SwedenKRZ-Terem Flotski Arsenal, BulgariaDetyens, US EastcoastCotecmar, ColombiaIMC-Yongyue, Zhoushan (China)HRDD, Shanghai (China)Qingdao Beihai , Qingdao (China)DSIC , Dalian (China)Orient - Busan, Korea Thales , NS Wales (Australia) Afloat repair - ServicesBMT – Algerciras – Barcelona - ValenciaBludworth Marine - HoustonMapamar – BrazilHSECO - KoreaDivers:Trident – World Wide

• Kuzey Star Shipyard (Tuzla, Turkey);• Kiran/Erkal Tuzla (Tuzla, Turkey);OMAN DRYDOCK (Oman);SIMA (Peru);SAN GIORGIO del PORTO (Genova, Italy);TANDANOR (Buenos Aires, Argentina);TSAKOS Industrias Navales (Montevideo, Uruguay);ZAMAKONA Yards:• Zamakona Pasaia (Spain);• Zamakona Las Palmas (Canary Isl., Spain);Marine Service Companies:ARGO NAVIS (Greece) - Marine consulting & engineering(BWTS, SOxNOx);CHINAPORT CLEANSEAS - de-slopping, cleaning (China);DGS Industrial & Naval (Brazil) - afloat repairs;ELSSI - Drug & Alcohol Testing;ONE NET - satelite communications, bridge equipment service;ONE TECH - technical service;RANDOX - Drug & Alcohol Testing;SYM - afloat repairs & marine services.

Web: www.hempsteadmarine.comContact: Iain HempsteadCompanies RepresentedSembcorp Marine, SingaporeSES Marine, SingaporeSembawang Kakinada Ltd, Kakinada, IndiaES Offshore and Marine Engineering, Thailand



HOLLAND MARITIME SOLUTIONSOffice addressJohan van Twickelstraat 1 7431 GG Diepenveen, The NetherlandsPostal addressPO Box 5143, 3295 ZG ‘s-Gravendeel, The NetherlandsTel: +31 6 52415991Web: http://www.homaso.nlEmail: [email protected]: [email protected]: Paul van DijkCompanies RepresentedArab Shipbuilding and Repair Yard (ASRY ) – (Bahrain, Hidd)Atlantis Marine Service Ltd – (Turkey, Istanbul)Astilleros de Santander SA (Astander) – (Spain, Cantabria)Astilleros Canarios SA (Astican) – (Spain [Canary Islands],Las Palmas)Caribbean Dockyard & Engineering Services Limited (CDESL) –(Trinidad & Tobago, Port of Spain)Ciramar Shipyards International Trading Co., Ltd. (CITCL) –Carell S.A (Greece)ENA Entreprise Nouvelle Antillaise (Martininque)(Dominican Republic, Santo Domingo)Colonna’s Shipyard, Inc. – (USA, Norfolk)Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan)Dormac Marine & Engineering – (South Africa, Durban, CapeTown, Saldanha Bay, Walvis Bay)Fama Group Shipyards - (Cyprus, Limassol Division)Fama Group Shipyards - (Egypt, Alexandria Division)Malaysia Marine & Heavy Engineering – (Malaysia, PasirGudang and Johor)MTG - Dolphin - (Varna, Bulgaria)MEC Repairs - (S.A. Balboa, Veracruz)Naval Shipyard (Poland, S.A. Gdynia) Shanghai Willing – (China, Shanghai)- Chengxi Shipyard Co. Ltd. – (China, Jiangyin)- Daeyang Shipyard Co. Ltd. – (China, Dalian)- Guangzhou Dockyards Co. Ltd. – (China, Guangzhou)- Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. – (China, Qingdao)- Shanhaiguan Shipbuilding Industry Co. Ltd. – (China, Qinhuangdao)- Dalian Shipbuilding Industry Marine Services Co. Ltd. (DSIC)– (China, Dalian)Shin Kasado Dockyard Co., Ltd. – (Japan, Kudamatsu City)Tsakos Industrias Navales S.A. – (Uruguay, Montevideo)Vancouver Shipyards – (Canada, Vancouver)Victoria Shipyards – (Canada, Victoria)

AIMSSBavelselaan 26, 4835 GM Breda, The NetherlandsTel: +31 76 889 20 42Email: [email protected]: www.aimsseurope.comContact: Sami GolestanianEmail: [email protected]: +31 6 28 96 38 48Contact: Onno KramerEmail: [email protected]: +31 6 27 28 90 98Shipyards• AGH- Bandar Abbas, Iran• Bugwang Shipyard- Busan/ Mokpo/ Yeosu, Korea• IMC-YY- Zhoushan, China• Nico International- Fujairah, UAE• PaxOcean- Zhoushan, China• TNG- Veracruz, Gulf of Mexico• World Marine- Mobile, AlabamaRepair Services & Supplies• BAS Marine- Panama

COMBITRADE GMBH

Burchardstraße 8, 20095 Hamburg, GermanyTel: +49 40 80 80 110 600Fax: +49 40 80 80 110 699Email: [email protected]: Andreas Schou (+49 172 453 5135)Contact: Timo Schultze (+49 172 453 9610)Contact: Marco Löffelholz (+49 172 443 3578) Contact: Stella Philipsen (+49 172 434 2812)Shipyards RepresentedEUROPEA&P Tyne (UK)A&P Tees (UK)A&P Falmouth (UK)Desan Shipyard (Turkey)Gibdock (Gibraltar)Nauta Shipyard (Poland)Mykolaiv Shipyard ‘OKEAN’ (Ukraine)MIDDLE EASTArab Heavy Industries (U.A.E)AFRICAElgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia)Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) –(Durban – Capetown – East London) (South Africa)SINGAPORESingapore Technologie Marine (Singapore)INDIAN OCEANColombo Dockyard (Sri Lanka)FAR EASTCIC Changxing Shipyard (Shanghai)

A. P. & A. LTD (CHINA)No. 9 Block1, Feng Quan Yuan, Guang Yuan East RoadXing Tang, Zheng Cheng, Guangdong 511340, P.R. ChinaTel: +86 20 8280 7680Email: [email protected]: Haojun LiaoCompanies Represented (in China and Hong Kong)Gdansk Shiprepair Yard Remontowa (Poland)

WSR SERVICES LTD

234 Ayias Fylaxeos, CY 3082 Limassol, CyprusTel: +357 25344418Email: [email protected]: www.umarwsr.comCompanies Represented – ShipyardsASRY - BahrainChengxi Shipyard - Shanghai & GuangzhouCiramar - Dominican RepublicColombo Dockyard Ltd - Sri LankaDakarnave - Dakar, SenegalDetyens Shipyards - Charleston, USADormac Marine & Engineering - South AfricaEDR Antwerp - BelgiumFAYARD A/S - Munkebo, DenmarkGerman Dry Docks - Bremerhaven, GermanyGemak Shipyard - TurkeyHRDD Dockyard - Shanghai/ChinaLisnave Estaleiros Navais - Setubal, PortugalLoyd Werft - Bremerhaven, GermanyMarina Barcelona 92 - SpainMTG Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedRiga Ship Yard - LatviaZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaSembcorp Marine Repairs & Upgrades - SingaporeShanhaiguan Shipyard - North ChinaSociber - Valparaiso, ChileViktor Lenac - Rijeka, CroatiaZhoushan IMC YY - ChinaWeihai Huadong Shipyard - North ChinaHarland and Wolff Heavy Industries - Belfast , N. IrelandCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and Afloat

JML SHIPYARDS & MARINE ABNorra Hamngatan 38, 45740 FjällbackaSwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyAfloat RepairGlobal Offshore Service, Dubai UAEOffshore Inland, US Gulf/Mexico

Germany

ChinaDenmark

Cyprus

Finland

JML SHIPYARDS & MARINE ABNorra Hamngatan 38, 45740 Fjällbacka, SwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyAfloat RepairGlobal Offshore Service, Dubai UAEOffshore Inland, US Gulf/Mexico

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Cromwell CIA - Buenos Aires, ArgentinaAvalontec Engineering - SingaporeJobson Italia - Italy, MoroccoNico International - UAEZener Maritime - India, SingaporeDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaSubsea Global Solutions - Brazil, Curacao, Los Angeles, Malta,Miami, Panama, TrinidadLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceTrident BV - The Netherlands, Las Palmas , Italy

• Brightsun Marine- Singapore• Walco Repair (Facta)- Spijkenisse, The Netherlands• Global Marine Power- Houston, USA• Nico International- Dubai, UAE• Zebec Marine- India & Singapore




CIC Lixin Shipyard (Shanghai)CIC Boluomiao Shipyard (Guangzhou)CSBC Kaohsiung (Taiwan)CSBC Keelung (Taiwan)Huangpu Wenchong Shipbuilding - CSSC (Guangzhou)Mitsubishi Heavy Industries (Japan)Shanhaiguan Shipyard (Qinhuangdao)CENTRAL AMERICACaribbean Drydock (Cuba)SOUTH AMERICATsakos Industrias Navales (Uruguay)Special ServicesEdilcom Ou – worldwide (Thickness Measurement, Flying Squad),Entirely Shipping & Trading - Romania (afloat voyage repair/main engine overhaul),Marine Technical Services (MTS) - worldwide (Port Repair,Voyage Repair),Marcontrel – worldwide (Port Repair, Voyage Repair and ElectricCargo Crane Automation),Marship (afloat repair with own berth/voyage repair in European ports/yards),STEP Consolidated – workshops in Brazil, Portugal and SouthAfrica(Port Repair, Voyage Repair incl Flying Squads)M.M. Shipping - Whole Indian Coast(port/voyage repair/spares supply)Seagull Marine – SE Asia (Port Repair, Voyage Repair,specialised in PBCT propeller)Dai Hwa Engineering – Korea (Port Repair, Voyage Repair),Shanghai Ocean Credence – Chinese coast (Port Repair, Voyage Repair),Guangzhou Xinwanghai Shipping Services – Chinese coast (PortRepair, Voyage Repair incl In-Water Surveys/Cleanings),Kwang-Youn-Gi Engineering Co. Ltd – Taiwan (Repair workshopwith flying squad),Alnmaritec (Aluminium-Workboats),Port Marine Contractors (PTY) LTD – South Africa (Port Repair, Voyage Repair)Pasras - Balboa(port repair, specialised in ship’s automation/main engine remote & safety)Yards Represented by Ernst Russ Reederei GmbH & Co KG (Mother Company)Tel: +49 40 80 80 110 600Email: [email protected] Shipyard (North of Spain)MTG Dolphin (Bulgaria)PERSIAN GULFHEISCO (Kuwait)FAR EASTHyundai Vinashin (Vietnam)CENTRAL AMERICACuracao Drydock Company (Curacao)Curacao Drydock (Netherlands Antilles)

GERMANIA SHIPYARD AGENCY GMBH

Schauenburgerstr. 35, 20095 Hamburg, GermanyTel: +494030087799Fax: +494030382 607Email: [email protected]: www.shipyard-agency.comContacts: Christof Gross, Heinz Gross, Thomas Meyer-StockShipyardsNorth America/Central America/CaribbeanChantier Davie Canada Inc. Quebec ,CanadaDetyens Shipyard Charleston,USACiramar Shipyards International Trading Co., Ltd, Dom.RepMare Island Dry Dock, LLC, USA, California MEC Repairs, S.A., Panama Seaspan Vancouver Drydock, CanadaSeaspan Victoria Shipyards Company Ltd, CanadaTNG Talleres Navales del Golfo, Veracruz MexicoFar East

DDW-PaxOcean Shipyard Pte. Ltd, SingaporeDDW-PaxOcean Asia – Pertama, Indonesia DSIC Dalian ShipyardHuarun Dadong Dockyard Co.,Ltd, ChinaPaxOcean Engineering Zhoushan Co Ltd, ChinaQingdao Beihai Shipbuilding Heavy Industry Co. Ltd, ChinaYiu Lian Dockyards Limited, HongkongYiu Lian Dockyards (Shekou) Limited, China Zhoushan IMC YY ShipyardPersian GulfDrydocks World – Dubai LLC, UAEMed/Black SeaCarell S.A., Greece Chantier Naval der Marseille, FranceSan Giorgio del Porto Genoa, ItalySefine Shipyard, TurkeyEurope Atlantic/BalticAstander, Santander,SpainAstican , Gran Canarias,Spain Baltyard, Gdynia Bredo Bremerhavener Dock GmbH, GermanyBlohm&Voss Repair GmbH,Hamburg GermanyHarland&Wolff HI. Belfast, UKHSOG LTD. UK Oresund Drydocks, SwedenPregol Shipyard KaliningradAfloat CompaniesBludworth Marine, USABMT Repairs, SpainDrydocks World Global Offshore Services, UAEHON Marine, MalaysiaLongkong Marine Engineering Co., Ltd, ChinaOceantrans Marine Services Co. Ltd, ChinaOffshore Inland Marine & Oilfield, LLC, USAMarineService Hirthals A.S., DenmarkROG Rotterdam Offshore Group, Netherlands Subsea Global Solutions Miami, USASubsea Global Solutions Los Angeles, USASubsea Global Solutions Seattle, USASubsea Global Solutions Tampa, USASubsea Global Solutions Houston, USASubsea Global Solutions PanamaSubsea Global Solutions Curacao Netherlands AntillesSubsea Global Solutions Trinidad , Trinidad and TobagoTrident BV. NetherlandsTrident ItaliaTrident MaltaUMA Marine Group,IndiaSpares and EquipmentBrightsun Marine Pte. Ltd, SingaporeSunRui Marine Environment Engineering Company, ChinaSenda Shipping Engineering & Service Ltd, China Terragon Environmental Technologies Inc, Canada

A. P. & A. LTD (GREECE)Bona Vista Plaza, 3 Xanthou Street, 166 74 Glyfada, Athens, GreeceTel: +30 210 8983 463Fax: +30 210 8983 434Email: [email protected]: Ingrid Papadakis, Nikolaos AlmyroudisShipyards RepresentedASL Batam Shipyard (Indonesia)Astilleros Cernaval Shipyard (Spain)Bredo Shipyard (Germany)Chengxi Shipyard (China)Chengxi Shipyard (Guangzhou) (China)China Shipping Industry (China)Ciramar Shipyard (Dominican Rep)COSCO Shipyard Group (China)• Dalian• Guangdong

Greece

• Lianyungang• Nantong• Shanghai• ZhoushanCuracao Drydock Company (Netherland Antilles)Gisan Shipyard (Turkey)Jurong Shipyard (Singapore)Paxocean Zhoushan Shipyard (China)Santierul Naval Constantza ShipyardShanhaiguan Shipyard (China)Talleres Navales Del Golfo Shipyard (Mexico)Tuzla Shipyard (Turkey)Tsakos Industrias Navales (Uruguay)Yiu Lian Dockyards (China)

T J GIAVRIDIS MARINE SERVICES CO LTD

1 Kanari Str. & 79 Akti Miaouli 18537, Piraeus, GreeceTel: (0030) 210-4516 195, (0030) 210-4180 593Fax: (0030) 210-4182 432Email: [email protected]: www.giavridisgroup.grContact: Mr John GiavridisMobile: +00306936201988Contact: Mr Nikolaos GiavridisMobile: +00306936766165List of Shipyards and Ship Repairers RepresentedAFRICAElgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia)East London Ship Yards (Pty) Ltd. – (Elgin Brown & HamerGroup) (South Africa)Electro Marine (Pty) Ltd. (Elgin Brown & Hamer Group) (South Africa)Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – (Durban – Capetown – East London) (South Africa)Port Marine Contractors Pty. Ltd. (Elgin Brown & Hamer)

(South Africa) AMERICASCiramar Shipyards (Dominican Republic)Detyens Shipyard Inc. (DSi) (USA) G.C. Maritime Services (USA)L.A. Maritime Services (USA)Mapamar (Brazil)Marine Hydraulics International (Mhi) (USA) Proios S.A. (Argentina)Talleres Industriales S.A. (Panama)Tandanor – Talleres Navales Darsena (Tandanor Shipyard)

(Argentina)Tru - Marine HoustonWashington Marine Group Shipyards (Canada)Vancouver Drydock Co. (Washington Marine Group) (Canada)Vancouver Shipyards Co. Ltd. (Washington Marine Group)

(Canada) Victoria Shipyards Co. Ltd. (Washington Marine Group) (Canada) ASIAArab Eagle Marine Engineering Llc.

(Keppel Offshore & Marine Group) (UAE) Arab Heavy Industries –

(Keppel Offshore & Marine Group) (UAE)Cic Shanghai Changxing ShipyardCosco Total Automation Co. Ltd. (China)Cosco Shipyard Group (China)Cosco Dalian Shipyard (China)Cosco Guandong Shipyard (China) Cosco Nantong Shipyard (China) Cosco Zhou Shan Shipyard (China)Cosco Shanghai Shipyard (China) Cosco Lianyungang Shipyard (China) Cosco Xiamen Shipyard (China)Cosco Shipyard Qingdao Co. Ltd (China)Dalian Cosco Rikky Ocean Engineering Co. Ltd. (China)Dong Sung Engineering (S. Korea)Keppel Philippines Marine Inc.

(Keppel Offshore & Marine Ltd. of Singapore) (Philippines)Keppel Batangas Shipyard (Keppel Group) (Philippines)Keppel Offshore & Marine Ltd Group (Singapore)Keppel Shipyard Ltd. Benoi Yard (Singapore)Keppel Shipyard Ltd. Gul Yard (Singapore)Keppel Shipyard Ltd. Tuas Yard (Singapore)Kwang Youn Gi Engineering (Taiwan)Nakilat Keppel Offshore & Marine (Keppel Group) (Qatar) Long Kong Marine Engineering (China)Shanghaiguan Shipyard (China)Sasebo Heavy Industries Co. Ltd (Japan)Subic Shipyard And Engineering Inc. (Keppel Group)

(Philippines) Tru - Marine Pte. Ltd Tru - Marine SharjahYiu Lian Dockyards (She Kou) Ltd (China)EUROPEAdriatic Shipyard Bijela (Montenegro)Astilleros Canarios S.A. (Astican Shipyard) (Spain)Astilleros De Santander (Astander Shipyard) (Spain) Biga Group Ltd (Croatia) Odessos Shiprepair Yard S.A. (Bulgaria)Brodotrogir Shipyard (Trogir) (Croatia)Fincantieri – Cantieri Navali Italiani S.P.A. (Italy) Fincantieri Muggiano Shipyard (Italy) Fincantieri Palermo Shipyard (Italy) Fincantieri Trieste Shipyard (Italy) Gryfia Shipyard (Poland)Keppel Verolme B.V. (Keppel Offshore & Marine Group)

(Netherlands) Marineshaft Hirtshals A.S. (Denmark)Naval Shipyard Gdynia S.A. (Poland)Navikon Ship Repair Yard Ltd (Poland)Riga Shipyard (Latvia)Tru - Marine RotterdamTyzla Shipyard (Turkey)OCEANIABabcock Fitzroy Ltd (New Zealand)

RESOLUTE MARITIME SERVICES INC. 233, Syngrou Avenue, 171 21 N. Smyrni, Athens - GreeceTel: +30 211 182 9000 or +30 211 182 8991Fax: +30 211 182 9002Email: [email protected]: www.resolute.grContact: Alex Scaramangas & Nikos PappasPrincipalsAsry (Bahrain)Dakarnave (Senegal) Lisnave (Portugal)Gemak/TGE Shipyards (Turkey)CAPPS International UKCo-operation with Ciramar (Dominican Republic)CL Marine - Caribbean Dockyard (Trinidad and Tobago) Dalian Daeyang Shipyard (China) Daishan Haizhou Shipyard (China)Fujian Huadong Shipyard (China)Signal Ship Repair (Mobile, Alabama, US Gulf)

WSR SERVICES LTD

Klisovis 1, 18538 Piraeus, GreeceTel: +3021 0428 2552Email: [email protected]: www.umarwsr.comCompanies Represented – ShipyardsChengxi Shipyard - Shanghai & GuangzhouCiramar - Dominican Republic




CAMBIASO RISSO SERVICES SAMGildo Pastor Center, 7 Rue du Gabian, MC 98000, MonacoSwitchboard: + 377 98801360Fax: + 377 97987848Email: [email protected]: www.cambiasorissoservice.comContact: Massimiliano (Max) IgueraDirect Line: +377 98 801361Mobile: +33 640 623327Private email: [email protected]: Andrea MignoneDirect Line: + 377 98801363Mobile: +33 640616595 /+39 338 6627504Contact: Giovanni PalumboDirect Line: + 377 98801362Mobile: +33 640616602 /+39 335 5961324Contact: Marco BorzianiDirect Line: + 377 98801364Mobile: +33 640623184Companies RepresentedASMAR, ChileChina Shipbuilding Corporation (Taiwan)• Kahosiung Shipyard• Keelung ShipyardCosco Shipping Heavy Industry• Cosco Dalian Shipyard• Cosco Guangdong Shipyard• Cosco Nantong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan Shipyard• Cosco Qidong Offshore• Cic Changxing Shipyard• Cic Boluomiao Shipyard• Nacks • Dacks• Cic JiangsuDakarnave (Senegal)Detyens Shipyard (USA)Drydocks World Dubai (United Arab Emirates)Drydocks World SingaporeElefsis Shipyards and Neorion Shipyard (Greece)Elgin Brown & Hamer (South Africa)Elgin Brown & Hamer Walvis Bay (Namibia)Enavi (Brasil)Fincantieri Group (Italy)Gdansk Shiprepair Yard (Poland)GMD SHipyard (New York)Grand Bahama Shipyard (Bahamas)Halifax ShipyardHong Kong United Dockyard (HK)IMC – Yy Zhoushan (Zhoushan, China),Keppel Philippines• Batangas Yard• Subic ShipyardKeppel Verolme (The Netherlands)Lisnave Estaleiros Navais SA (Portugal)MEC PanamaOdessos Shiprepair Yard (Bulgaria)Qingdao Beihai Shipyard (China)Santierul Naval Costanta (Romania)Scamp Network Ltd (Gibraltar)Smit International (Rotterdam)Todd Pacific Shipyard (Seattle)Tsakos Indusrias Navales (Montevideo, Uruguay)Tuzla Shipyard (Turkey)Unithai Shipyard & Engineering (Thailand)Western India Shipyard (India)

MARLAND TECHNICAL SERVICES LTD.

702 Fortress Tower; 250 King’s Road, Hong KongTel: (852) 2571 9322Fax: (852) 2806 3153Email: [email protected]: www.marland.com.hkContact: Tony Ip, Director and Marketing ManagerContact: CK Yim, Managing DirectorShipyards RepresentedArab Shipbuilding & Repair Yards – ASRY (Bahrain)ASL Shipyard Pte. Ltd. (Indonesia Batam)Dong Sang Engineering & Shipreapir Co. (Korea South)Hong Kong Yiu Lian Dockyard (Hong Kong SAR)Shan Hai Guan Shipyard (China North)Shekou Yiu Lian Dockyard (China South)Zhoushan Longshan Shipyard (China East)

BANCHERO COSTA & C.Agenzia Marittima S.p.A., 2 Via Pammatone, 16121 Genoa, ItalyTel: +39 010 5631 626/629/634Fax: +39 010 5631 602Email: [email protected]: www.bancosta.itContact: Fabio BertoliniMobile: +39 335 8078217Contact: Daniele PerottiMobile: +39 335 7366801Contact: Giovanna XimoneMobile: +39 335 7366802Companies RepresentedArdent Salvage (The Netherlands)Astilleros Cernaval, Algeciras (Spain)Astilleros Mario Lopez, Malaga (Spain)Chengxi Shipyard (China)CMR Tunisie (Tunisia)Colombo Dockyard (Sri Lanka)Cromwell & C. (Argentina)Damen Shiprepair & Conversion•Damen Shiprepair Amsterdam (The Netherlands)•Damen Shiprepair Oranjewerf, Amsterdam (The Netherlands)•Damen Shiprepair Brest (France)•Damen Shipyards Den Helder (The Netherlands)•Damen Shiprepair Dunkerque (France)•Damen Shiprepair Harlingen (The Netherlands)•Damen Oskarshamnsvarvet (Sweden)•Damen Shiprepair Van Brink Rotterdam (The Netherlands)•Damen Shiprepair Rotterdam (The Netherlands)•Damen Shiprepair Vlissingen (The Netherlands)•Damen Shipyards Sharjah-Albwardy Marine Engineering (UAE)• Damen Curacao shipyardDIANCA Astilleros (Venezuela)EST Engineering Ship Technology (Singapore)Gemak Shipyard (Turkey)General Naval Control (Italy)Guangzhou Dengtai Shipyard (China)Hyundai Mipo Dockyard (South Korea)Hyundai Vinashin Shipyard (Vietnam)Komas-Korean Maritime Repairs Service (South Korea)Malaysia Marine & Heavy Engineering (Malaysia)MSR Gryfia Shiprepair Yard (Poland)Pregol Shiprepair Yard - Kaliningrad (Russian Federation)Qingdao Beihai Shipyard (China)Riga Shipyard (Latvia)Sasebo Heavy Industries (Japan)Shanghai Shipyard (China)Sociber (Chile)SYM (Barcelona, Spain - Santo Domingo, Dominican Republic)ST MarineUnderwater Shipcare, Singapore,Zhoushan Xinya Shipyard (China)

CAMBIASO RISSO SERVICES SAMGildo Pastor Center, 7 Rue du Gabian, MC 98000, MonacoSwitchboard: + 377 98801360

INTERLINKS MARINE ENTERPRISESPVT. LTD.607, Raheja Chambers, Nariman Point,Mumbai 400 021 , IndiaTel: +91 22 62216798Fax: +91 22 62216799Email: [email protected]: www.interlinksmarine.comContact: Vijay Jain, Chairman & MDMobile: +91 9867695525Shipyards RepresentedASRY (Bahrain)Brodotrogir Shipyard (Trogir – Croatia)Odesso Shiprepair Yard (Varna – Bulgaria)Serdijn Ship Repair (Rotterdam – Netherlands)

Hong Kong

Italy

India

DGS Industrial & Naval Ltd, BrazilMetalships & Docks (Vigo - Spain)Marine Services CompaniesInterlinks Marine Services Ltd. London(For Air Compressors Spares of European origin)Interlinks Marine Europe Inc(For Spares of Far Eastern origin)

Fax: + 377 97987848Email: [email protected]: www.cambiasorissoservice.comContact: Massimiliano (Max) IgueraDirect Line: +377 98 801361Mobile: +33 640 623327Private email: [email protected]: Andrea MignoneDirect Line: + 377 98801363Mobile: +33 640616595 /+39 338 6627504Contact: Giovanni PalumboDirect Line: + 377 98801362Mobile: +33 640616602 /+39 335 5961324Contact: Marco BorzianiDirect Line: + 377 98801364Mobile: +33 640623184 Companies RepresentedASMAR, ChileChina Shipbuilding Corporation (Taiwan)• Kahosiung Shipyard• Keelung ShipyardCosco Shipping Heavy Industry• Cosco Dalian Shipyard• Cosco Guangdong Shipyard• Cosco Nantong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan Shipyard• Cosco Qidong Offshore• Cic Changxing Shipyard• Cic Boluomiao Shipyard• Nacks • Dacks• Cic JiangsuDakarnave (Senegal)Detyens Shipyard (USA)Drydocks World Dubai (United Arab Emirates)Drydocks World SingaporeElefsis Shipyards and Neorion Shipyard (Greece)Elgin Brown & Hamer (South Africa)Elgin Brown & Hamer Walvis Bay (Namibia)Enavi (Brasil)Fincantieri Group (Italy)Gdansk Shiprepair Yard (Poland)GMD SHipyard (New York)Grand Bahama Shipyard (Bahamas)Halifax ShipyardHong Kong United Dockyard (HK)IMC – Yy Zhoushan (Zhoushan, China),Keppel Philippines• Batangas Yard• Subic ShipyardKeppel Verolme (The Netherlands)Lisnave Estaleiros Navais SA (Portugal)MEC PanamaOdessos Shiprepair Yard (Bulgaria)Qingdao Beihai Shipyard (China)Santierul Naval Costanta (Romania)Scamp Network Ltd (Gibraltar)Smit International (Rotterdam)Todd Pacific Shipyard (Seattle)Tsakos Indusrias Navales (Montevideo, Uruguay)Tuzla Shipyard (Turkey)Unithai Shipyard & Engineering (Thailand)Western India Shipyard (India)

STUDIO TECNICO LONOCEVia G. D’Annunzio, 2/48, 16121, Genova, ItalyContact: Mr. Alfredo LonoceTel: +39 010 541794Mobile: +39 3356061912Email: [email protected] RepresentedKeppel ShipyardN-KomPaxocean Engineering Zhoushan

MonacoEDR Antwerp - BelgiumBLRT GRUPP - Estonia, Lithuania, FinlandMilaha Maritime & Logistics - QatarFAYARD A/S - Munkebo, DenmarkGerman Dry Docks - Bremerhaven, GermanyHRDD Dockyard - Shanghai/ChinaLoyd Werft - Bremerhaven, GermanyMTG Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaShanhaiguan Shipyard - North ChinaViktor Lenac - Rijeka, CroatiaWeihai Huadong Shipyard - North ChinaZhoushan IMC YY - ChinaHarland and Wolff Heavy Industries - Belfast , N. IrelandCIC Boluomiao Shipyard - S. ChinaCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaAvalontec Engineering - SingaporeJobson Italia - Italy, MoroccoNico International - UAEZener Maritime - India, SingaporeDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaSubsea Global Solutions - Brazil, Curacao, Los Angeles, Malta,Miami, Panama, TrinidadLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceGarant Diving - LithuaniaROG Ship Repair - RotterdamTrident BV - The Netherlands, Las Palmas , Italy




VICTORIA MARITIME SERVICES

7 Avenue des Papalins, MC 98000, MonacoTel: +377 99995160Fax: +377 99995161Email: [email protected]: www.victoriamaritime.comContact: Luca Spinelli-Donati,

Maurizio Taviani, Julia SandmannShipyards RepresentedASRY (Bahrain);ASTANDER (Spain);ASTICAN (Spain);Besiktas Shipyard (Turkey);BLRT Group:• Tallinn Shipyard (Estonia)• Turku Repair Yard (Finland)• Western Shipyard (Lithuania)Chantier Naval de Marseille (France)Donsung Engineering & Shiprepair (Korea)Dormac (South Africa and Namibia)German Dry Docks (Germany)Huarun Dadong Dockyard (China)International Ship Repair & Marine Services (USA)Oresund Drydocks (Sweden)San Giorgio del Porto (Italy)SEMBCORP MARINE REPAIRS & UPGRADES (Singapore): • Sembcorp Marine Admiralty Yard ;• Sembcorp Marine Tuas Boulevard Yard;• Sembcorp Marine Benoi Yard;• Sembcorp Marine Tuas Road Yard;• Sembmarine Kakinada (India);• Estaleiro Jurong Aracruz (Brazil).Shanhaiguan Shipyard (China)TANDANOR (Argentina)Talleres Navales del Golfo (Mexico)Viktor Lenac Shipyard (Croatia)Yu Lian Dockyards (Hong Kong)Marine Service Companies RepresentedHarris Pye Group (UK)SES Marine Services (Singapore)Timmerman Industrial Repairs (The Netherlands)Turbo-Technick Repair Yard (Germany)

ESMA MARINE AGENCIES B.V.Kuiperbergweg 35, 1101 AE Amsterdam, The NetherlandsTel: +31 20 3121350Email: [email protected]: www.esma.nlContact: Marcus WeggemanDirect: +31 20 3121353Mobile: +31 6 51408082Contact: Atie WitteDirect: +31 20 3121366Companies Exclusively RepresentedEUROPELisnave – Setubal – PortugalGemak Group – Istanbul -TurkeyRiga Shipyard – Riga – LatviaWest Sea Viana Shipyard – Viana do Castelo – Portugal

The Netherlands

MIDDLE EASTDrydocks World – Dubai – UAEDrydocks World Global Offshore ServicesDMC Dubai Maritime City, ShipliftFAR EASTPaxOcean Asia• PaxOcean Singapore• PaxOcean Pertama – Batam – Indonesia• PaxOcean Graha – Batam – Indonesia• PaxOcean Nanindah – Batam – IndonesiaCHINACosco Shipyard Group• Cosco Dalian Shipyard• Cosco Nantong Shipyard• Cosco Qidong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan Shipyard• Cosco Guangdong ShipyardPaxOcean Asia• PaxOcean ZhoushanWEST AFRICADakarnave – Dakar- Senegal CNIC – Douala – CameroonSOUTH AMERICAS.P.I. – Mar del Plata – Argentina

PC MARITIME SERVICES BV

PO Box 139, 1740 AC Schagen, NetherlandsTel: +31 224 295 070Mobile: +31 620 011 607Email: [email protected]: Hans StoopShipyardsElgin Brown & Hamer Group• Durban (South Africa)• Cape Town (South Africa)• Walvis Bay (Namibia)East London Shipyard (South Africa)Yiu Lian Dockyards/China Merchants Heavy Industry• Shekou (China)• Nantong (China)• Hong KongMarco Polo Shipyard, Batam (Indonesia)Oman Drydock Company, OmanBLRT Grupp• Western Shiprepair (Lithuania)• Tallinn Shipyards (Estonia)• Turku repair Yard (Finland)Harland and Wolff (Ireland)Gibdock (Gibraltar)Tole Tivat Shipyard (Bulgaria)Besiktas Shipyard, Yalova (Turkey)Hidrodinamik, Tuzla (Turkey)Grand Bahama Shipyard, Freeport (Bahamas)Davie Shipyard, Quebec (Canada)

HOLLAND MARITIME SOLUTIONS

Office addressJohan van Twickelstraat 1 7431 GG Diepenveen, The NetherlandsPostal addressPO Box 5143, 3295 ZG ‘s-Gravendeel, The NetherlandsTel: +31 6 52415991Web: http://www.homaso.nlEmail: [email protected]: [email protected]

Contact: Paul van DijkCompanies RepresentedArab Shipbuilding and Repair Yard (ASRY ) – (Bahrain, Hidd)Atlantis Marine Service Ltd – (Turkey, Istanbul)Astilleros de Santander SA (Astander) – (Spain, Cantabria)Astilleros Canarios SA (Astican) – (Spain [Canary Islands],Las Palmas)Caribbean Dockyard & Engineering Services Limited (CDESL) –(Trinidad & Tobago, Port of Spain)Ciramar Shipyards International Trading Co., Ltd. (CITCL) –Carell S.A (Greece)ENA Entreprise Nouvelle Antillaise (Martininque)(Dominican Republic, Santo Domingo)Colonna’s Shipyard, Inc. – (USA, Norfolk)Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan)Dormac Marine & Engineering – (South Africa, Durban, CapeTown, Saldanha Bay, Walvis Bay)Fama Group Shipyards - (Cyprus, Limassol Division)Fama Group Shipyards - (Egypt, Alexandria Division)Malaysia Marine & Heavy Engineering – (Malaysia, PasirGudang and Johor)MTG - Dolphin - (Varna, Bulgaria)MEC Repairs - (S.A. Balboa, Veracruz)Naval Shipyard (Poland, S.A. Gdynia) Shanghai Willing – (China, Shanghai)- Chengxi Shipyard Co. Ltd. – (China, Jiangyin)- Daeyang Shipyard Co. Ltd. – (China, Dalian)- Guangzhou Dockyards Co. Ltd. – (China, Guangzhou)- Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. – (China, Qingdao)- Shanhaiguan Shipbuilding Industry Co. Ltd. – (China, Qinhuangdao)- Dalian Shipbuilding Industry Marine Services Co. Ltd. (DSIC)– (China, Dalian)Shin Kasado Dockyard Co., Ltd. – (Japan, Kudamatsu City)Tsakos Industrias Navales S.A. – (Uruguay, Montevideo)Vancouver Shipyards – (Canada, Vancouver)Victoria Shipyards – (Canada, Victoria)

AIMSS NLThoornseweg 924854 EH BavelThe NetherlandsT +31 76 889 20 42E [email protected] aimss.nlContacts: Sami GolestanianE [email protected] | M +31 6 2896 3848Onno KramerE [email protected] | M +31 6 2728 9098Shipyards:• Asmar- Chile• Cammell Laird- UK• Nanyang Star- China• Oman Drydock- Oman• Southern African Shipyard- South Africa• TNG- Mexico• Viktor Lenac- Croatia• Wooseung- KoreaMarine Services:• Atlantida- Spain (Underwater Services)• Brightsun- Singapore (Afloat Repairs)• Jobson Italia- Italy (Afloat Repairs)• Macor- France (LSA Services)• Nico International- UAE (Afloat, Underwater & Voyage

Repairs)• Unity Maritime- Panama (Afloat Repairs)• Van Bodegraven- The Netherlands (Electric Motors)• Winkong- China (Afloat, Underwater & Voyage Repairs)• Zebec Marine- India (Marine Consultancy)

JML SHIPYARDS & MARINE ABNorra Hamngatan 38, 45740 Fjällbacka SwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyAfloat RepairGlobal Offshore Service, Dubai UAEOffshore Inland, US Gulf/Mexico

LINDSTRØM MARINE AGENCIES AS

Thorøyaveien 32, 3209 Sandefjord, NorwayTel: +47 3344 6567Fax: + 47 3345 4371Mobile: +47 9188 5803Email: [email protected]: Tom E. LindstrømShipyards RepresentedSembcorp Marine Ltd Repairs & Upgrade, Singapore Admiralty Yard

Tuas Boulevard Yard Benoi Yard Tuas Road Yard

Sembcorp Marine Kakinada, IndiaFincantieri, ItalyOceanus Marine, Malta

Norway

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A. P & A. POLAND LTDul Jaskowa Dolina 112, 80-286 Gdansk, PolandTel: +48 58 341 7988Fax: +48 58 345 4801Email: [email protected]: Kostas MilionisCompanies RepresentedCOSCO Shipyard Group (China)• Dalian• Guandong• Lianyungang• Nantong• Shanghai• ZhoushanChengxi Shipyard (Guangzhou) (China)Pallion Shipyard (UK)Shanhaiguan Shipyard (China)

Poland

ULRIK QVALE & PARTNERS AS

Hoffsveien 11b, 0275 Oslo, NorwayTel: +47 22 51 16 16Fax: +47 22 51 16 08Email: [email protected]: www.uqp.noContact: Oivind QvaleShipyards RepresentedA&P Falmouth (UK)A&P Tees (UK)A&P Tyne (UK)Asmar (Chile)Bredo (Germany)Cabnave Synchrolift (Cap Verde)Colombo Dockyards Ltd (Sri Lanka)Cosco Dalian Shipyard (China)Cosco Guangzhou Shipyard (China)Cosco Nantong Shipyard (China)Cosco Shanghai Shipyard (China)Cosco Xidong (China)Cosco Zhoushan Shipyard (China)Dakarnave (Senegal)Dormac Marine & Engineering (South Africa)Enavi (Brazil)Forgacs Dockyard (Australia)Gemak Shipyard (Turkey)Grand Bahamas Shipyard (Bahamas)Japan Marine United Corp (Japan)Lisnave Mitrena (Portugal)Nauta Shipyard (Polen)Seaspan Vancouver Shipyard (Canada)HSD Marine (Singapore)

LITHUANIA, LATVIA, ESTONIA, POLAND, RUSSIA, UKRAINE ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, LithuaniaTel: +370 46 246430 Mobile: +370 650 40900Email: [email protected]: www.orca-marine.euContact: Viktoras CernuseviciusShipyards:ASABA Shipyard (Malabo, Equatorial Guinea);ASMAR Shipyard (Chile);BRODOTROGIR D.D. Shipyard Trogir (Croatia);CARENA (Abidjan, Ivory Coast);CHANTIER NAVAL de MARSEILLE (France);COLOMBO Dockyards (Sri, Lanka);COSCO Shipyards Group:• COSCO Dalian (China);• COSCO Nantong (China);• COSCO Shanghai (China);• COSCO Zhoushan (China);• COSCO Guangdong (China);• COSCO Lyanungang (China);DAVIE (Quebec, Canada);DETYENS Shipyard (N. Charleston, USA);DONG SUNG Engineering & Shiprepair (S.Korea);ELGIN BROWN and HAMER Group:• Durban (South Africa);• Cape Town (South Africa);• East London (South Africa);• Walvis Bay (Namibia);DAMEN Shiprepair Group:• DAMEN Shiprepair Dunkerque (France);• DAMEN Shiprepair Oranjewerf Amsterdam (Netherlands);• DAMEN Shiprepair Brest (France);• DAMEN Shiprepair Den Helder (Netherlands);• DAMEN Shiprepair & Conversion Rotterdam (Netherlands);• DAMEN Shiprepair Vlissingen (Netherlands);• DAMEN Shiprepair Amsterdam (Netherlands);• DAMEN Shiprepair Harlingen (Netherlands);• DAMEN Oskarshamnsvarvet (Sweden);• DAMEN Shiprepair Van Brink Rotterdam (Netherlands);• DAMEN Shiprepair Curacao (Curacao, Dutch Antilles).ENAVI Reparos Navais (Rio de Janeiro, Brazil);FAMA Group (Cyprus);GIBDOCK (Gibraltar);HARLAND & WOLFF (Belfast, UK);SEMBCORP (Singapore);MEC Shipyards (Panama);NARP Shiprepair:• Hidrodinamik (Tuzla,Turkey);• Kuzey Star Shipyard (Tuzla, Turkey);• Kiran/Erkal Tuzla (Tuzla, Turkey);OMAN DRYDOCK (Oman);SIMA (Peru);SAN GIORGIO del PORTO (Genova, Italy);TANDANOR (Buenos Aires, Argentina);TSAKOS Industrias Navales (Montevideo, Uruguay);ZAMAKONA Yards:• Zamakona Pasaia (Spain);• Zamakona Las Palmas (Canary Isl., Spain);Marine Service Companies:ARGO NAVIS (Greece) - Marine consulting & engineering(BWTS, SOxNOx);CHINAPORT CLEANSEAS - de-slopping, cleaning (China);DGS Industrial & Naval (Brazil) - afloat repairs;ELSSI - Drug & Alcohol Testing;ONE NET - satelite communications, bridge equipment service;

WSR SERVICES LTD

Chernomorskiy Center 249, 42 Sovetov Street, NovorossiyskTel: +749 9918 4307Email: [email protected]: www.umarwsr.comCompanies Represented - ShipyardsASRY - BahrainCiramar - Dominican RepublicColombo Dockyard Ltd - Sri LankaDetyens Shipyards - Charleston, USADormac Marine & Engineering - South AfricaEDR Antwerp - BelgiumFAYARD A/S - Munkebo, DenmarkChengxi Shipyard - Shanghai & GuangzhouSembcorp Marine Repairs & Upgrades - SingaporeRiga Ship Yard - Latvia Gemak Shipyard - TurkeyGerman Dry Docks - Bremerhaven, GermanyHRDD Dockyard - Shanghai/ChinaLoyd Werft - Bremerhaven, GermanyMTG Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaShanhaiguan Shipyard - North ChinaSociber - Valparaiso, ChileZhoushan IMC YY - ChinaWeihai Huadong Shipyard - North ChinaHarland and Wolff Heavy Industries - Belfast , N. IrelandCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaAvalontec Engineering - SingaporeJobson Italia - Italy, MoroccoNico International - UAEZener Maritime - India, SingaporeDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaSubsea Global Solutions - Brazil, Curacao, Los Angeles, Malta, Miami, Panama, TrinidadLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceGarant Diving - LithuaniaROG Ship Repair - RotterdamTrident BV - The Netherlands, Las Palmas , Italy

Russia

WSR SERVICES LTD

18 Boon Lay Way #10-118, Tradehub 21, Singapore 609966

Tel: +65 315 81050Email: [email protected]: www.umarwsr.comCompanies Represented - ShipyardsBLRT GRUPP - Estonia, Lithuania, FinlandEDR Antwerp - BelgiumMTG Dolphin - Varna, BulgariaHRDD Dockyard - Shanghai/ChinaZhoushan IMC YY - ChinaWeihai Huadong Shipyard - North China

Singapore

ONE TECH - technical service;RANDOX - Drug & Alcohol Testing;SYM - afloat repairs & marine services.

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Shanhaiguan Shipyard - North ChinaChengxi Shipyard - Shanghai & GuangzhouZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceGarant Diving - LithuaniaTrident BV - The Netherlands, Las Palmas , Italy

JML SHIPYARDS & MARINE ABNorra Hamngatan 3845740 FjällbackaSwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyBALTICGryfia Shipyard, PolandAfloat RepairGlobal Offshore Service, Dubai UAERotterdam Offshore Group, HollandOffshore Inland, US Gulf/Mexico

Sweden

ENCOMPASS MARINE LIMITED

26 Flour Square, GrimsbyNE Lincs, DN31 3LPUnited KingdomTel: +44 (0) 1472 245500Fax: +44 (0) 1472 245511Email: [email protected]: www.encompassmarine.com

Switzerland




Davie Shipyard (Quebec) Diesel Marine International (Worldwide) Drydocks World Dubai (UAE) Drydocks World Dubai Global Offshore Services (UAE)

German Dry Docks AG (GERMANY) Greens Power

Henar Polish Riding Squads (Poland) MC Zhoushan - Yongyue Shipyard (China) Houston Ship Repair (USA) Lisnave Shipyard (Portugal) Nauta Shiprepair (Gdynia, Poland) Offshore Inland Marine & Oilfield Services (Alabama, USA)

Pan Asia Company Ltd, South Korea PaxOcean Graha (Indonesia) PaxOcean Nanindah (Indonesia)

PaxOcean Offshore Zhuhai PaxOcean Pertama (Indonesia)

PaxOcean Shipyard Zhoushan PaxOcean Singapore Shanhaiguan Shipyard (North China) Seatec Repair Services – (Worldwide) Reimerswaal Shipyard (Hansweert) Tersan Shipyard – (Tuzla, Yalova) Worldwide Underwater & Marine Services Vancouver Shipyard - (Vancouver) Victoria Shipyard – (Victoria) Yiu Lian Dockyards (Hong Kong) Yiu Lian Dockyards (Shekou) Young & Cunningham Valves (North Shieldd Zhoushan Asia Pacific Dockyard (China)

SEADOCK MARINE AGENCIES LTD123 Minories, London EC3N 1NT, United KingdomTel: +44 (0) 20 7680 4000Fax: +44 (0) 20 7553 0001Mobile: +44 (0) 77 10 327 004Email: [email protected]: www.seadockmarine.comContact: George D. SkinitisCompanies Represented Blohm+Voss B.V. &. Co. KG (Hamburg, Germany)TURBO-TECHNIK GmbH & Co. KG (Wilhelmshaven, Germany)Dynamic Co. (Athens, Greece)Metalships & Docks S.A. (Vigo, Spain)

ENCOMPASS MARINE LIMITED

26 Flour Square, Grimsby, NE Lincs, DN31 3LP, United KingdomTel: +44 (0) 1472 245500Fax: +44 (0) 1472 245511Email: [email protected]: www.encompassmarine.comContacts: Peter Smith, Kevin Jarvis, Paul GeorgesonDiving & Marine: Kath Ridley, Simon ClarkeShipyards RepresentedArab Heavy Industries (UAE)Asaba Shipyard (Malabo, Equatorial Guinea) Besiktas Shipyard (Yalova, Turkey)BLRT Group• Tallinn Shipyard (Tallinn, Estonia)• Turku Repair Yard (Turku, Finland• Western Shipyard (Klaipeda, Lithuania)Cammell Laird Shiprepairers (Merseyside, UK)Chantier Naval de Marseille (Marseille, France)Chengxi Shipyard (Jaingyin & Xinrong, China)Damen Schelde MarineGuangzhou Wenchong Dockyard (Guangzhou, China) Hidrodinamik Shipyard (Tuzla, Turkey)

A. P. & A. Ltd32 The Mall, London W5 3TJ, United KingdomTel: +44 20 8840 8845Fax: +44 20 8840 8843Email: [email protected]: www.apanda.comContact: Andreas PapadakisCompanies Represented (Exclusive)BREDO (Germany)Coimbra Shiprepair (Brazil)COSCO Shipyard Group (China)• Dalian• Guangdong• Lianyungang• Nantong• Shanghai• ZhoushanGdansk Shiprepair Yard Remontowa (Poland)Hellenic Shipyards Skaramanga (Greece)International Repair Services (Panama)Odessos Shiprepair Yard (Bulgaria) Pallion Engineering (UK)Signal Ship Repair (Mobile, Alabama, USA)Tuzla Shipyard (Turkey)Companies Represented (Other)Adriatic Shipyard Bijela (Montenegro) ASL Batam (Indonesia)Tsakos (Uruguay)

CALVEY MARINE LIMITED

Broomers Barn, Merrywood Lane, Storrington, West Sussex RH20 3HD, United Kingdom Tel: +44 (0) 1903 748860 Fax: +44 (0) 1903 743390 Email: [email protected] Web: www.calveymarine.co.uk Contact: Steven Black Mobile: +44 (0) 7885 217869 Contact: David Eagle Mobile: +44 (0) 7802 231938 Companies Represented AMI Exchangers (Hartlepool) Adriatic Shipyard (Bijela Montenegro) Beihai Shipyard (Qingdao) Beihai Lifeboats (Qingdao) Cape Midia Shipyards (Constanta) Cassar Ship Repair (Malta) Chengxi Shipyard (Guangzhou) Chengxi Shipyard (Jiangyin) Changxing Shipyard (Shanghai) CIC Shipyards Ciramar Shipyard (Dominican Republic)

TURMAR Marine Survey Consultancy and Shipping Inc.Inonu Cad. Turaboglu sok. Hamdiye Yazgan Is Merkezi No.4 Kat.3 Kozyatagı 34742 Istanbul, TurkeyPhone : +90 216 411 45 75Fax : +90 216 302 50 87Email: [email protected]: www.turmarmarine.comContact: Burc Canga +90 533 266 31 00 Igor Sumchenko +90 532 212 74 81

Companies RepresentedGoltensDMIOptimarinNorwaterAMI Heat ExchangersDalian Cosco Rikky Ocean Engineering Co. Ltd.

Shipyards Represented (Exclusive)Astander Shipyard – SpainAstican Shipyard – Canary IslandsBesiktas Shipyard – TurkeyChantier Naval De Marseille – FranceCosco Shipyard Repair Group – ChinaHeisco Shipyard - KuwaitHyundai Mipo Dockyard Co. Ltd. – South KoreaHyundai Vinashin Shipyard – VietnamSan Giorgio Del Porto – Italy

United Kingdom

Turkey

Contacts: Peter Smith, Kevin Jarvis, Paul GeorgesonDiving & Marine: Kath Ridley, Simon ClarkeShipyards RepresentedAsaba Shipyard (Malabo, Equitorial Guinea) Cammell Laird Shiprepairers (Merseyside, UK)Chengxi Shipyard (Jaingyin & Xinrong, China)Damen Schelde Marine Grand Bahama Shipyard (Freeport, Bahamas) Guangzhou Wenchong Dockyard (Guangzhou, China) Hidrodinamik Shipyard (Tuzla, Turkey)Keppel Philippines Marine (Philippines)• Keppel Batangas Shipyard (Batangas) • Subic Shipyard (Subic) Nakilat-Keppel Offshore & Marine (N-KOM) (Ras Laffan, Qatar)Navantia (Spain)• Cadiz Shipyard (Cadiz)• Cartagena Shipyard (Cartagena) • Ferrol-Fene Shipyard (Ferrol)• San Fernando Shipyard (San Fernando) Orient Shipyards (Busan/ Gwanyang, Korea)Shanhaiguan Shipyard (Qinhuangdoo, China)Zamakona Group (Canary Isles & Pasajes, Spain)Zhoushan IMC-YongYue Shipyard (Zhoushan, China)Zhoushan Xinya Shipyard (Zhoushan, China)Diving & Marine Service Companies RepresentedAtlantis Marine Services (Fujairah, UAE)Komas (Korea)KET Marine (The Netherlands)Link Instrumentation (UAE & Singapore)NARP Ship Repair (Turkey) Rentong Marine (China)South Bank Marine Charts (Grimsby, UK)Underwater Shipcare (Singapore)Underwater Contractors Spain (Spain)VICUSdt - (Vigo, Spain)Over 200 diving stations worldwideZener Maritime (Rotterdam, Mumbai, Singapore)

ISR Repair & Marine Service (Tampa, USA)Keppel Shipyard (Singapore)Keppel Philippines Marine (Philippines) • Keppel Batangas Shipyard (Batangas)• Subic Shipyard (Subic)Keppel Verolme (Rotterdam, Netherlands)Nakilat-Keppel Offshore & Marine (N-KOM) (Ras Laffan, Qatar)Orient Shipyards (Busan/ Gwanyang, Korea)San Giorgio del Porto (Genoa, Italy)Shanhaiguan Shipyard (Qinhuangdao, China)West Sea Viana Shipyard (Viana de Castelo, Portugal)Zhoushan IMC-YongYue Shipyard (Zhoushan, China)Zhoushan Xinya Shipyard (Zhoushan, China)Diving & Marine Service Companies RepresentedAtlantis Marine Services (Fujairah, UAE)Komas (Korea) KET Marine (The Netherlands)Keyser Technologies (Singapore)Link Instrumentation (UAE & Singapore)Malin International Ship Repair (Texas, USA)Metalock Brasil (Brasil)Metalock Engineering DE (Germany)NARP Ship Repair (Tuzla, Turkey)Rentong Marine (China)South Bank Marine Charts (Grimsby, UK)Underwater Contractors Spain (Algeciras, Spain)Underwater Shipcare (Singapore)VICUSdt - (Vigo, Spain)Over 200 diving stations worldwideZamakona Group (Las Palmas, Canary Isles)Zener Maritime (Rotterdam, Mumbai, Singapore)

EMCS INTERNATIONAL LTD(MLC 2006 Approved) Marion House9 Station RoadPort Erin, Isle of Man IM9 6AEUnited KingdomTel: +44 1624 833955Fax: +44 1624 837173Group email: [email protected]: www.emcs.co.imContact: Steve George/Richard GeorgeMobile: +44 7624 492 716Contact: Amanda Green (North East UK Representative)Tel: 0191 5160010Mobile: +44 77363 18126Services ProvidedLabour supply for afloat/shipyard/offshore repairsand maintenanceDiving Services Worldwide - (For all diving enquiries contactLouise Cowell on central phone/email)Consultancy Services/Vessel InspectionsCompanies RepresentedAllmode (vessel security services)Electro Partners NV - Electrical/Electro Mechanical Repairs (Antwerp/NW Europe)Engine Partners Group - STX/MAN Spares (Europe)Navicom Marine Limited – Radio/Navigation Equipment Repairs and Spares (Malta)EPSCO Cyprus Ltd – Marine Safety Systems and Servicing (Worldwide)Marine Marketing Int (agent for IOM only)Course ManagedShip Superintendents’ Training Course. (For all enquiries andreservations contact Cheryl Reeday on central phone/email)Sister CompanyRamsey Shipping Services (Isle of Man based workshop repairsand vessel agency services)

GEORGESON ASSOCIATESMarine Consultant50 Highthorpe CrescentCleethorpes , North East LincolnshireDN35 9PY, United Kingdom

Tersan Shipyard – TurkeyYardgem Shipyard- Turkey

Shipyards Represented (China)Xixiakou shipyardGuangzhou Wenchong shipyardCIC Changxing shipyardHRDD shipyardZESCO shipyardZhoushan Changhong International




Tel: +44 (0)1472 236 536 (All hours)Email: [email protected]: www.marineconsultant.co.ukContact: Paul J GeorgesonMobile: +44 (0) 7710 297535

L&R MIDLAND (UK) LTD.3 Bolt Court (2nd Floor)London EC4A 3DQ Tel: +44 (0) 20 3856 6520D: +44 (0) 20 3856 6521Mobile: +44 (0) 77 1214 8881Fax: +44 (0) 20 7936 2237Email: [email protected]: www.lrmidland.comContact: Jon HollowayShipyards RepresentedAstander (Spain)Sembcorp Marine (Singapore)Sembcorp Marine Admiralty Yard Sembcorp Marine Benoi Yard Sembcorp Marine Pandan Yard Sembcorp Marine Tanjong Kling Yard Sembcorp Marine Tuas Boulevard Yard Sembcorp Marine Tuas Crescent Yard Sembcorp Marine Tuas Road YardOresund Drydocks - Sweden Cantieri del Mediterraneo - Italy

LLOYD WERFT UK Karnak, Kearsney Court, Alkham Road, Temple Ewell, Kent KT16 3EBContact: Steve BuhlmanTel: +44 (0) 1304 275865Mobile: +44 (0) 7803 179640Email: [email protected] RepresentedLloyd Werft (Bremerhaven)Rickmers Werft (Bremerhaven)

MARINE MARKETING INTERNATIONAL LTD

Unit G15 Challenge HouseSherwood Drive Bletchley,Milton Keynes MK3 6DPUnited KingdomTel: +44 (0) 1908 378822Mobile: +44 (0) 7720 074113Email: [email protected]: www.marine.marketingContact: Mike McMahon, Janet Cook, Katie McMahon Companies RepresentedShipyardsAbu Dhabi Ship Building (UAE)Baltyard (Gdynia)BREDO Shipyards (Bremerhaven)Carell SA Piraeus, GreeceCARENA (Ivory Coast)CARIDOC (Trinidad)

Chengxi Shipyard (Shanghai)CSBC Corporation (Taiwan)CIC Shipyards Group Changxing, Lixin & BoluomiaoCMR Tunisia Shiprepairs (Tunisia)Cotecmar, ColumbiaDetyens Shipyard Inc (US)DCD Marine Services CapeTown (South Africa) EBH Shipyards South Africa (CapeTown & Durban)EBH Shipyards Namibia (Walvis Bay)Larsen & Toubro Shipbuilding, Chennai, (India)Malaysia Marine & Heavy Engineering (Malaysia)MTG Dolphin, Varna BulgariaNavalrocha SA (Lisbon)Offshore Inland Marine (Pensacola, USA)Oman Drydocks Company, Duqm, (Oman)Qingdao Beihai Shipyard (N. China)Shanhaiguan Shipyard, Qinhuangdao Wenchong Dockyard, GuangzhouMarine ServicesBIOSEA Ballast Water Treatment (France)Dongsung Engineering (South Korea)Estonian Rope Access Solutions (ERAS) - (Estonia)Electro Marine (South Africa)Kwang-Youn-Gi Engineering (Taiwan)Laser Cladding Technologies (UK)Marine Services & Shipping Ltd Oceansaver BWMS (Norway) ON SITE ALIGNMENT – (Rotterdam and Louisiana) PB Asher (Southampton, UK)Port Marine Contractors (South Africa)Singatac Engineering (Singapore)Sinco Automation (Singapore & Malaysia)Tru-Marine Group• Tru- Marine Houston• Pmax One Services (Singapore) • Tru- Marine Middle East • Tru- Marine Singapore• TruMarine China (Shanghai, Guangzhou, Zhoushan & Tianjin)• TruMarine RotterdamWilling (Shanghai) Trading ChinaZhoushan Haitong Tank Cleaning (China)ROG Ship Repair (Rotterdam)Versitec Shaft Seals (Canada)

SHIP REPAIRERS & SHIPBUILDERS LTDFirst Floor, 3 The Clockhouse, Burford Road, Carterton, Oxfordshire, OX18 3AA, United KingdomTel: +44 (0) 1367 860 050Mobile: +44 (0) 7767 690 704Email: [email protected]: www.shiprepairers.co.ukContact: Roderick WordieTel: +44 (0) 7767 690704 Contact: Marie McClureTel: +44 (0) 7765 228984Companies RepresentedAsmar (Punta Arenas, Chile)Asmar (Talcahuano,Chile)Asmar (Valparaiso, Chile)ASRY (Bahrain)BAE Systems Southeast Shipyards (Mobile, Alabama)BAE Systems Southeast Shipyards (Jacksonville, Florida)BAE Systems (Norfolk)BAE Systems (San Francisco)Barkmeijer Shipyards (Netherlands) Dakarnave (Senegal)Dormac Cape Town (South Africa)Dormac Durban (South Africa)Dormac Walvis Bay (Namibia)NICO (Fujairah, Dubai & Abu Dhabi)Gemak (Turkey)Gibdock (Gibraltar)Hong Kong United Dockyard (HK)

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Huarun Dadong (Shanghai)MEC (Panama)ST Marine (Singapore)Tsakos (Uruguay)AgenciesCleanship SolutionsDamen Schelde Marine ServicesEMCS & SESmarineLagersmitIntelligent EngineeringKET Marine

AIMSS UK91 Henry Boteler RoadCoventry CV4 8FGUnited KingdomE [email protected] aimss.co.ukContacts: Sami GolestanianE [email protected] | M +44 74 72 40 40 21Onno KramerE [email protected] | M +44 74 75 542 642Shipyards:• AGH- Iran• Cernaval Group- Spain• Nanyang Star- China• Southern African Shipyard- South Africa• TNG- MexicoMarine Services:• Atlantida- Spain (Underwater Services)• Brightsun- Singapore (Afloat Repairs)• Hasytec Electronics- Germany (Dynamic Biofilm Protection)• Jobson Italia- Italy (Afloat Repairs)• Macor- France (LSA Services)• ROG- The Netherlands (Afloat Repairs)• Unity Maritime- Panama (Afloat Repairs)• Van Bodegraven- The Netherlands (Electric Motors)• Winkong- China (Afloat, Underwater & Voyage Repairs)• Wortelboer- The Netherlands (Anchors & Chains)• Zebec Marine- India (Marine Consultancy)

L&R MIDLAND INC.788 W Sam Houston Pkwy NorthSuite 200Houston, TX 77024USATel: + 001 713 680 0909 Fax: +001 713 680 9704Email: [email protected]: www.lrmidland.comContact: Tom McQuilling

Ryan Smith Stephen Willrich

Shipyards RepresentedSembcorp Marine (Singapore) Sembcorp Marine Admiralty Yard

Sembcorp Marine Benoi Yard Sembcorp Marine Pandan Yard Sembcorp Marine Tanjong Kling Yard Sembcorp Marine Tuas Boulevard Yard Sembcorp Marine Tuas Crescent Yard Sembcorp Marine Tuas Road Yard

Damen Shiprepair & Conversion Amsterdam Rotterdam Vlissingen Dunkerque (France) Brest

Fincantieri (Italy)Grand Bahama Shipyard (Freeport)Odessos Ship Repair Yard (Bulgaria)

United States




VOGLER MARINE AGENCIES LLC

20 Bartles Corner Road, Flemington New Jersey 08822, USATel: +1-908-237-9500Fax: + 1-908-237-9503Email: [email protected]: Donald W VoglerShipyards Exclusively RepresentedASRY Arab Shipbuilding and Repair Yard (Bahrain)DORMAC Pty. Ltd. (Durban, Cape Town, Richards Bay,Saldanha Bay, Walvis Bay South Africa)SOCIBER (Chile)ASMAR Shipyards CHILE (Talcahuano, Punta Arenas and Valparaiso)Shiprepair Companies Exclusively RepresentedMetalo ck do Brasil Ltda. (Brazil)

SIMPLEX AMERICAS LLC

20 Bartles Corner Road, Flemington, New Jersey 08822, USATel: +1-908-237-9099Fax: +1-908-237-9503Mobile: 24/7/365 +1-908-581-0900Email: [email protected]: www.simplexamericas.comContact: Donald W Vogler – PresidentFactory Service, Spares and SalesJastram GmbH: Rudder Propellers and ThrustersNakashima Propeller Co. Ltd. CPP, Thrusters and CPP ThrustersNiigata Power Systems Co. Ltd. Z-Pellers and Marine Diesel EnginesRiverTrace Engineering Ltd. Oil Content Monitors, Bilge Alarm MonitorsSimplex Compact Stern Tube Seals Service performed in drydock, afloat, as well as underwaterSKF Coupling Systems AB: OKC and OKCS Shaft Couplings, OKF Flange Couplings, Supergrip BoltsTurbulo Oily Water SeparatorsService, Spares and SalesControllable and Fixed Pitch Pitch Propellers, Thrusters,Couplings, Gearbox, Z DrivesFull Propulsion PackagesTotal Shafting SolutionsSales and Service of Diesel Engines,CPP, Thrusters, Gearboxes,& CouplingsShaft Alignment, In-Situ Machining, Chocking andMounting ServiceUnderwater Repairs and Service

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