SORJ

Volume 14 Issue 2

June/July 2016

SHIP AND OFFSHORE REPAIR JOURNAL

The Official Journal of the International Association of Shiprepair Agents

Ship and Offshore Repair Journal Welcome Welcome to the June/July edition of SORJ (Ship and Offshore Repair Journal), which includes the Offshore Repair Supplement. Although the oil price remains low, there still appears to be a great deal of activity underway in the various yards specialising in this market. The general opinion out in this market is that the oil price will gradually increase in the second half of this year (hopefully). Meanwhile, our new website is now up and running - www. shipandoffshorerepair.com - Your views are more than welcome.

Alan Thorpe

FRONT COVERS

4 16 22 32 42 46 60 64 67

Shipyards

72 Far East 104 Dockgate

Services

Offshore Repair supplement

Paints & Coatings

81 Offshore Oil & Gas 84 FPSOs 88 Offshore Rigs 93 Offshore Yards 98 Machinery 102 Classification

Repairs/Conversions

Underwater Repairs Machinery Repairs Emissions Ballast Water Treatment Arctic

Front Cover: The Front Cover of the Main Issue shows the offshore supply vessel Normand Cutter in Gibdock. This yard has excelled in the OSV repair market of late, especially with this owner - Solstad Shipping. In fact, this is the second time this ship has drydocked at Gibdock, the first being during 2011. Front Cover of the Supplement: The Front Cover (on Page 79) shows the specialised offshore wind farm installation vessel Sea Installer under repair in Damen Shipyard Amsterdam (DSAm), part of Holland’s Damen Shiprepair & Conversion (DSC).pa& Conversion (DSC). 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. Subscriptions: Annual airmail/first class subscription rates are: Europe £55/$114, rest of the world £63/$120. Send remittance to: Subscription Manager, Ship and Offshore Repair Journal, Office Suite 3, Enterprise House, Kings Road, Canvey Island, Essex SS8 0QY, UK. Existing subscribers should send change of address details to this address. 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] EDITOR Alan 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]

FAR EAST BUREAU Contact: Ed Ion Telephone: +65 6222 6375 Mobile: +65 9111 6871 Email: [email protected] ADVERTISING All details are on www.shipandoffshorerepair.com or contact Sue Morson at A&A Thorpe Telephone: +44 (0)1268 511300 Email: [email protected] SORJ WEBSITE www.shipandoffshorerepair.com 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.

Volume 14 Issue 1 – Page 3

Repairs/conversions

The Eagle Louisiana (foreground) and the Tokyo Spirit in Lisnave

Lisnave completes Tokyo Spirit repair During early June this year Portugal’s Lisnave shipyard, Setubal, completed repairs on-board Teekay Marine Services’ 149,996 dwt tanker Tokyo Spirit, which suffered extensive grounding damage during October last year (2015) while en route into Lisnave for a general drydocking and her second special survey. She had arrived at Cascais off the River Tagus and, while at anchor, weather conditions worsened with heavy seas and winds reaching 50 knots causing the tanker to drag her anchors. The Tokyo Spirit ex Princimar Loyalty was blown aground just outside the breakwater. She was one of a fleet of 12 tankers purchased by Teekay Marine from Princimar, seven of which have been drydocked at Lisnave. She finally arrived in Lisnave in November last year, since when some 1,500 t of steel renewal have been required to bring the vessel back to seaworthiness. The main damage occurred Page 4 – www.shipandoffshorerepair.com

to the vessel’s port side, with the rudder and main engine having to be re-aligned. This is the largest amount of steel renewal to be carried out on-board a single ship by this shipyard. Singapore’s Teekay Marine is one of Lisnave’s main customers – 31 repair projects have been completed since 2012. The latest vessel to arrive was the 149,997 dwt Montreal Spirit during June, which is the eighth former Princimar vessel to be drydocked at the yard. Apart from Teekay Marine, the most regular customer of Lisnave is also from Singapore – AET Shipmanagement. The yard has successfully completed some 113 repair projects for this company since 1998. Recently in the yard were the two 107,481 dwt Modular Capture Vessels (MCVs), Eagle Louisiana, and Eagle Texas. These two vessels were built in Japan’s Tsuneishi Shipyard during 2011 and then converted from traditional shuttle tankers to MCVs by Dubai’s Drydocks World. Each vessel has the capability of capturing some 700,000 bbls of oil from the sea. The ships operate in the Gulf of Mexico as shuttle tankers from LOOP

terminal, but have the capability of converting to MCVs with additional equipment currently stored in the New Orleans area. This is the US Governments answer to another Macondo incident. Both ships are assigned via a 20-year agreement to the Marine Well Containment Company (MWCC), a consortium of 10 major energy firms – Anadarko, Apache, BHP Billiton, BP, Chevron, ConocoPhillips, ExxonMobil, Hess, Shell and Statoil – which came together postMacondo to develop a solution to preventing major oil spills as a result of deepwater drilling. Work on-board the Eagle Louisiana, during a 26 day stay in the yard, included a full deck blast and coating, using PPG coatings, overhaul of the Rolls-Royce thrusters and general repair operations. Lisnave also has a regular agreement with Venezuela’s Petroleos de Venezuela SA (PDVSA), some 10 repair contracts being completed over the past two years. Recently in the yard were two tankers from PDVSA - the 99,450 dwt aframax tanker Zeus and the 47,144 dwt products tanker Luisa Caceres de Arismendi. During the first quarter of this year Lisnave successfully completed the repair of 15 vessels, which were six fewer than in the same period last year. These 15 vessels were from nine different owners located in eight countries. The geographical split was led by Greece with four vessels (all the same owner), Germany - three vessels (same owner), Italy - two vessels (same owner) and Singapore - two vessels (from two different owners). Continued emphasis on developing repeat Client business resulted in contracts secured from Tsakos Columbia Shipmanagement (Greece), Teekay Shipping (Canada), E.R. Schiffahrt (Germany), PDVSA (Venezuela) and Augustea Due (Italy). As in previous years, Lisnave’s business during the first quarter of 2016 was focused upon its traditional market segments, dominated by tankers with 12 from a total of 15 vessels. The remaining three vessels were containerships.

Busy summer for N-KOM Qatar’s N-KOM is seeing a busy start to the summer, with all of its three VLCC-sized docks fully booked. Some of the vessels repaired at N-KOM, part of Singapore’s Keppel Offshore & Marine, recently include two chemical tankers

Repairs/conversions from Odfjell Management as well as from new clients Zen Shipping and Zodiac Maritime. Both Odfjell chemical tankers, the 37,369 dwt Bow Flora and 46,047dwt Bow Lind, were drydocked and repairs, such as propeller blade renewal, steel renewal in the cargo and ballast tanks, hydroblasting of water ballast tanks, rudder bulb installation, and modification of the vessel’s 9 t chain locker were carried out. Grit blasting and application of three coats of phenolic epoxy in four of Bow Lind’s cargo tanks was also carried out, for an area of approximately 5,000 m2. N-KOM continues to see strong interest for its services from the Greek market, with a variety of tankers, gas tankers and bulk carriers calling for repairs at the facility over the past year. Not only has N-KOM surpassed its 500th project but also, the shipyard successfully tripled its tanker repair business in the past year, mainly comprising of Greek clients, and signed an agreement with the Angelicoussis Group to be its preferred shipyard in the Middle East for the repairs of all vessels managed by Maran Gas, Maran Tankers and Anangel Maritime Services. Among the shipyard’s growing list of Greek customers are Maran Gas Maritime, Maran Tankers, Euronav, Dynacom Tankers, Eurotankers, Sun Enterprises, TMS Tankers,

Prime Marine, Samos Steamships, Chandris Hellas, Chartworld Shipping, Charterwell Maritime, Navios Shipmanagement, Aegean Bunkering and Consolidated Marine Management (CMM). Other international clients include Odfjell, Mideast (Bahri), V Ships, Donnelly Tankers, STASCo, Teekay, MOL, NYK, Victoria Shipmanagement, Pacific International Lines, Shipping Corporation of India and Anglo Eastern. In 2015 alone, 10 oil tankers were drydocked and repaired at N-KOM for Greek client Dynacom, making them the top customer of the year. Dynacom’s 149,999 dwt crude oil tanker Giannis was the 500th project to be undertaken at N-KOM and coincided with the yard’s 5th anniversary in November last year. Typical repairs undertaken for tankers involve repairs to the vessels’ main engines as well as other routine machinery and mechanical jobs (e.g. turbochargers), overhauling of cargo pumps, valves and alternators, hull blasting and painting, steel renewal, overhauling of ballast, cargo pump and motors, inspection and renewal of various piping systems (e.g. HFO/MGO piping modifications), as well as propeller and shafting jobs. Fuel saving

mechanisms such as Schneekluth, Propeller Boss Cap Fins (PBCF) and MEWIS duct installations are increasingly popular among our Greek tanker clients, and have been installed on their VLCCs, suezmaxes and aframaxes within a very competitive timeframe. Schneekluth and MEWIS ducts are known to significantly reduce vibration and fuel consumption of vessels, thus enhancing their propulsion efficiency and voyage performance. Since last year, repeat customer Eurotankers has awarded two crude oil tanker repairs to N-KOM, the 93,723 dwt Genie and 105,212 dwt Eurostrength, for routine repairs such as engine overhauls, hull treatment and coating as well as other general refurbishments. Schneekluth ducts have been installed for Marine Management Services’ 161,724 dwt tanker United Emblem and Maran Tankers’ 306,085 dwt VLCC Antonis I. Angelicoussis, with a PBCF installation also carried out for the latter. Blasting and painting was also carried out over an area of 17,625 m2 for the VLCC, within a tight timeframe of eight days. Drydocking and repairs were carried out for three Springfield Shipping tankers in 2015, the 309,449 dwt Olympic Liberty, the 155, 039 dwt Olympic Future and the 104,255

Volume 14 Issue 1– Page 5

Repairs/conversions dwt Olympic Sky. Apart from routine repairs, other works carried out were the replacement of the vessel’s bow mooring stopper, fabrication and installation of 650 m of pipelines as well as heating coil repairs to 14 cargo tanks. Cargo crane grab repairs and hatch cover repairs have also been routinely carried out for bulk carriers and containers at the facility. Navios Shipmanagement’s 57,000 dwt bulk carrier Sernitas (ex-King Fraser) was drydocked and repaired at N-KOM. The bulk carrier underwent renewal of slew bearings for its cargo crane, crane pedestal alignment, and a load test of the cranes among other repairs. PIL’s 39,932 dwt containership Kota Kaya, managed by Selandia Shipmanagement, was drydocked and repaired at the shipyard over a period of 12 days. Among the key repairs carried out were machinery and mechanical work, 31 hatch cover repairs, cell guide repairs, engine room pipeline renewal as well as hull blasting and coating. Dynacom was in the yard for routine drydocking repairs with two vessels - the 97,743 dwt tanker Morning Glory and the 296,812 dwt VLCC Polymnia I. Other Greek vessels recently repaired include Marine Management Services’ 161,653 dwt tanker United Dynamic and Eurotankers’ 160,383 dwt crude oil tanker Eurospirit. The shipyard has commenced operations of its brand new VLCC-size floating dock - the world’s largest floating dock - measuring 405 m x 66 m and with a lifting capacity of 120,000 t. This is in addition to the existing two VLCC-size graving docks (400 m x 80 m and 360 m x 66 m), berthing capacity of 3,150 m, mobile boat hoists (300 t and 1,100 t) and comprehensive workshops and facilities, thus increasing its docking capacity and enabling both the shipyard and its clients greater flexibility in scheduling dockings. Gas tankers make up about 25% of the

Greek tankers in N-Kom Page 6 – www.shipandoffshorerepair.com

ship repair business at N-KOM. The shipyard undertook the world’s first MEGI (Main Engine Gas Injection) conversion of a Q-Max LNG tanker to run on LNG as an alternative fuel, and has also completed two ballast water management system (BMWS) installations for electrolysis-type BWMS units. The BWMS installations involved extensive pipe work and installation of about 300 spools of varying diameters and lengths and equipment along with the installation of power and control cables termination and breaker with switchboard modifications. The shipyard has also carried out extensive cargo tank membrane (GTT MKIII) repairs for five LNG tankers, including the scaffolding and welding work inside the cargo tanks. The shipyard has an in-house team of GTT-certified welders to carry out welding works for GTT Mark III and No.96 containment systems, as well as a flying repair squad capable of undertaking repairs during a vessel’s voyage or at anchorage. Several such repairs have already been carried out by the flying squad for LNG tankers, including the installation of an N2 generator for a Q-Flex vessel and ECA modifications for four Q-Max LNG tankers. An agreement has been signed earlier this year to co-operate with Goltens in the provision of services such as overhauls and repairs of main engines, turbochargers, fuel equipment and engine controls. N-KOM also has an agreement in place with Wärtsilä for the latter to provide a wide range of services through its workshop on-site, such as main engine piston crown reconditioning and chrome plating. Wärtsilä is now a resident sub-contractor at the facility, along with other resident service providers such as MAN Diesel & Turbo, Wilhelmsen, Turbo Technik and Cargotec to name a few. In its effort to enlarge its footprint as a global LNG solutions provider, N-KOM also has an existing agreement with DNV GL to

co-operate on LNG and gas-related projects, with DNV-GL providing its advanced R&D consultancy services for LNG applications to complement the shipyard’s sizeable gas-related business. One of the vessels recently repaired at N-KOM was from a new client - Skaugen OSM Ship Management’s 5,800 m3 LNG tanker Norgas Unikum, which underwent drydocking and repairs such as the complete overhaul of cargo pumps and main engine, hull blasting and painting, rudder flap immobilisation works, cargo pipe line pressure testing and cargo safety valves complete overhauling. Routine drydocking repairs had also been carried out for the Shipping Corporation of India (SCI)’s 114,683 dwt product tanker Desh Samman. This is the first tanker from SCI to be repaired at N-KOM following several LNG tanker repairs for the company in the past. Repairs included work on the main engine cylinder cover, auxiliary engine turbocharger overhauling, main engine turbocharger, exhaust gas economiser and main engine carbonisation. Other jobs undertaken were maintenance of the inert gas system, propeller and stern tube, hull blasting and painting, electric motors. The vessel also underwent major steel renewal in ship side, inner steel plating and ballast tanks.

LNG and cruise vessel projects at Navantia Spain’s Navantia Shiprepairs Ferrol Estuary started the second quarter of 2016 with the drydocking and/or repairs of nine LNGs and two LPGs – over a total of 21 repair projects. Navantia completed work on-board BP Shipping’s 155,000 m3 LNG tanker British Sapphire, Gaslog LNG Services’ 145,000 m3 LNG tanker Methane Rita Andrea and BP Shipping’s 37,651 dwt tanker British Emissary, and continuing alongside maintenance on-board Pronav Ship Managements’ 126,300 m3 LNG tankers LNG Gemini and her sistership LNG Leo, waiting to undergo docking and/or repair works. Also in April, Hyproc Shipping’s 129,767 m3 LNG tanker Bachir Chihani and BP Shipping’s 138,000 m3 LNG tanker British Merchant. The most relevant works in April corresponded to the general docking work,

Repairs/conversions

Cruise vessels in Navantia, Cadiz hull surface treatment, inspection, overhaul and repair tasks usually associated with LNG repairs, including propulsion plant, cargo containment systems, cryogenic equipment, etc. During the month of April 2016 a total of six commercial vessels underwent repair and maintenance work carried out by Navantia Cadiz-San Fernando. The month of April 2016 was a landmark month for the Navantia Cadiz ship repair centre with respect to its specialisation in the large cruise liner repair and maintenance sector. All of the vessels attended by the yard during the period of reference were cruise liners and the shiprepair yard mobilised all of the necessary resources to respond to the repair and maintenance requirements of up to four cruise liners simultaneously. Wind Star Cruises’ 5,307 gt cruise liner Wind Star drydocked in No 1 dock at Cadiz during the period of reference in order to carry out standard drydocking operations, including tank surface coating operations (tank coating) and the yard provided all the necessary support to technicians in the full overhaul of the shaft lines and of rudders of this passenger cruise liner. Cruise America’s 22,496 gt cruise liner Deutschland subsequently drydocked into No 1 dock at Cadiz in order to carry out the standard drydocking works and the installation of additional balconies on Decks Nos 7 and 8 in order to improve the interior decoration on offer on this cruise liner. Wilhelmsen’s 48,188 gt residential cruise liner The World drydocked into No 4 dock to accomplish standard drydocking operations, including the full overhaul of the stabiliser fins. As always with this type of project and client, the yard had to pour significant resources into the logistical requirements of the project, including the installation of temporary enclosures used to provide additional warehouse storage space. TUI Cruises’ 99,526 gt cruise liner Mein Schiff 3 subsequently drydocked into the Cadiz yard to carry out the fabrication and fitting of a block used for the installation of a new thruster. Page 8 – www.shipandoffshorerepair.com

Also worth noting was the arrival and drydocking of the Royal Caribbean’s 69,472 gt cruise liner Splendour of the Seas at Navantia Cadiz at the end of the month in order to carry out a rebranding process, as the vessel is in the process of change of ownership and will become the TUI Discovery. Finally, Carnival Corp’s 125,000 gt cruise liner AIDAprima arrived at the Cadiz for a short stay of four days alongside for some retouches and finishing work before its entry intoservice.

High occupancy at WestSEA Viana Since early April, Portugal’s WestSEA Viana Shipyard, located at Viana Do Castelo had its docks and berths fully occupied. Steermar’s 6,770 dwt general cargo vessel Laura S, built by Espaliers Nava is de Viana do Castelo SA, ENVC, SA (the Yard, which was taken over by WestSEA), arrived in April for hull treatment, removal, repair and remount of two cargo crane jibs, overhaul of various electric motors (bow thruster electric motor included) various pumps and coolers, all overboard and discharge valves and renewal of various plates in hull and inside ballast tanks as well as various pipelines. Also in April, Jan de Nul’s 8,180 dwt trailing suction hopper dredger Francesco di Giorgio drydocked in WestSEA for normal

Portugal’s WestSea Viana Shipyard

docking works, renewal of pipe penetrations in hopper and pumproom, renewal of all discharge lines above hopper, steel repair on both Schottel closing plate, overhaul of both Schottel units and several steel works. Triton Schiffahrts 11,585 dwt reefer Fortuna Bay has recently left the yard where she was berthed for several steelwork repairs on the heavy fuel tank top, removal of contaminated insulation and respective rebuilding. Recently in the yard was Spanish H.J. Barreras 7,500 dwt newbuilding accommodation vessel Reforma Pemex for drydock works before delivery. Also in the Yard from Denmark’s Rohde Nielsen AS were two trailing suction hopper dredgers – the 2,658 m3 Sif R, for tank cleaning and several steel works, and the 1,010 m3 Viking R, for general drydocking works, including hull treatment, steel repairs on the hull, repair of dredging suction pipes, overhaul of dredging valves, renewal of the new bottom gaskets from the hopper, fabrication of new turning gland and overhaul of tailshafts and rudderstock. Another dredger recently in this yard was Jan de Nul NV - the 3,700 m3 split hopper dredger Boussole. In Dock No 2 was the Leixões Monobuoy from The Monobuoy Company, Monaco, undergoing the overhaul and paint of emerged and submerged areas, removal, repair and remounting of 12 chain stoppers and two outboard pipe swivels, dismounting of the existing main slewing bearing and mounting of a new bearing with 4,500 mm diameter, removal, repair and remounting of CPU rotor and mounting of a new tubing for greasing the main slewing bearing.

Repairs/conversions

Maersk vessels in Besiktas

Maersk and Norden projects for Besitkas Turkey’s Besiktas Shipyard recently had three containerships under repair from Denmark’s Maersk Line – the 34,723 dwt Maersk Neston, which underwent steel work and maintenance on hatch covers, overhauling of engine room machinery and main engine, routine dry-docking works, and steel and surface treatment works on hatch covers, the 34,662 dwt Maersk Newbury undergoing removal and transportation of 29 p hatch covers, blasting and painting of cargo holds, renewal of hatch cover rubber gasket (800 m), steel work on various locations (10 t), extensive outfitting works on her hatch covers, cell guide replacement (200 m), and cleaning and painting of cargo cranes, and the 13,759 dwt Maersk Regensburg is undergoing a full blasting on the hull, overhauling of propeller hub and bow thruster, blasting and painting works on hatch covers, and outfitting work inside cargo holds. Besiktas also recently played host to Maersk Tankers’ 29,015 dwt products tanker Britta Maersk, which is undergoing silicone paint application, various outfitting and machinery work on deck, cargo tank recoating, and extensive pipe works in engine room. The yard recently carried out repairs to two vessels from Denmark’s Norden – the 38,289 dwt chemical tanker Nord Snow Queen, which underwent full blasting and painting on her hull, cleaning and painting on ballast tanks, repairing of engine room machinery, overhauling of bow thruster, and floor renewal in accommodation, and the 32,417 dwt bulk carrier Nord Melbourne, which underwent full blasting and painting of her cargo holds, extensive fuel tank cleaning works, and overhauling of main engine and auxiliary engines. The first vessel is managed by Thome Shipmanagement and the second by Anglo-Eastern (Hong Kong).

Other ships recently in the shipyard included Uni-Tankers’ 6,974 dwt chemical tanker Lessow Swan, which was in for cargo tank re-coating works (14 tanks), full blasting and painting on her hull, and routine dry-docking work, Jungerhans’ 8,077 dwt general cargo vessel Industrial Century, which underwent renewal of all rubber packing on hatch covers (300 m), renewal of CPP blades, load testing of cranes (220 t), and extensive outfitting work on deck, and Montanari Navigazione’s 40,218 dwt chemical tanker Valle Di Castiglia, which was in the yard for extensive blasting and painting works on ballast tanks and double bottom, overhauling of main engine and engine room

machineries, hull silicone coating repair, and steel work on various locations (10 t).

Detyens completes ferry refit Bay Ferries Limited has announced that The CAT high-speed ferry Alakai was recently refloated following an extensive period of refit, upgrade, and repair which commenced in early Volume 14 Issue 1– Page 9

Repairs/conversions • Installation of new overhead walkway to the upper deck for foot passengers

The Alakai in Detyens April at Detyens Shipyard in Charleston, South Carolina. Following refloating, final work, including completion of regulatory inspections and dock and sea trials, were undertaken before the vessel departed South Carolina for Yarmouth and Portland. The vessel, under charter by Bay Ferries Limited from the US Navy’s Military Sealift Command, is intended to enter ferry service between Yarmouth, Nova Scotia to Portland, Maine, on June 15th.

Esquimalt completes ferry refit BC Ferries’ 2,662 gt I-class ferry Queen of Cumberland re-entered service on the company’s Swartz Bay-Fulford Harbour route during late April following a major Can$18m mid-life extension project at Canadian West Coast shiprepairer Esquimalt Drydocking Co in Victoria, Vancouver Island. The mid-life refit started on November 25th 2015 and the work package undertaken on the 24 year old vessel, which will give her a further 20 years service life, included the following: • Overhaul of main propulsion system and installation of upgraded propulsion control system Installation of new Marine Evacuation System and replacement of rescue boat Complete overhaul of vessel’s electrical system • Renewal of harbour generator and electrical switchboard • Installation of new pet area • Overhaul of all shipboard elevators • Renewal of seawater piping system Page 10 – www.shipandoffshorerepair.com

Palumbo Malta completes 1,100th project Malta’s Palumbo Malta Shipyard has celebrated, by completing the drydock work on-board Ditas Deniz’s 164,859 dwt tanker Cumhuriyet, its 1,100th repair at its Maltese facility. This milestone is confirmation of Palumbo Group position as a leading provider of repairs/ maintenance/conversion services to any type of vessel in the region, Palumbo strengths include the flexibility provided by the entire yard’s network including Naples, Messina, Marseille, Tenerife and Malta, which makes Palumbo a unique enterprise in the Southern European area. A spokesman said, “The fact that this important achievement has been reached in only six years of operations (the Palumbo Group took over the Maltese drydocks in 2010), without a single day of stoppage, is the best reference we can give to our clients.”

The celbration at Palumbo Malta

Greek market good for Gibdock Recent projects at Gibdock stress the value Greek ferry owners are placing on high quality, reliable ship repair partners in the Western Med in the first half of 2016, with two first time ship visits also emphasising the Gibraltar yard’s ability to meet contrasting ship renewal needs. Hellas Seaways’ 8,126 gt ro/pax ferry Nissos Chios and the Portucalence Shipping’s ro/pax 7,821 gt ferry Express Santorini were both in the yard for the first time recently - the former undergoing a broad spectrum of scheduled repairs and the latter in for emergency structural renewal. Both ships are deployed seasonally in the Western Med, with Nissos Chios operating on the mainland Europe-North Africa route and Express Santorini connecting to the Azores, before returning to Eastern Med services during the winter. “We are delighted to have been working with Greek ferry owners in the run up to Posidonia 2016, at a time when stable, reliable and efficient partners are so critical for them,” says Richard Beards, Gibdock Managing Director. “Gibdock takes pride in its reputation for quality work completed to schedule, while the role of Alkis Koukis and the team at our Greek agent Hellenic Industrial & Marine Agencies Ltd was also vital in securing these projects. It is particularly pleasing to hear from both owners after completion that they see opportunities for further cooperation.” In addition to Second Special Survey work

Repairs/conversions

The Empress Santorini alongside at Gibdock undertaken in Gibdock’s No.2 dock, the Elefsis Shipyards-built Nissos Chios underwent a scheduled stern ramp removal and renewal, including fabrication, bush replacement and pin overhauls. The 141 m length ferry’s bow thruster also needed to be dismantled and removed to the yard’s workshop for blade and seal replacement. Despite the fact that stern ramp work proved more extensive than had been anticipated, the complete job was carried out within the owner’s 15-day time window. Meanwhile, the Express Santorini project highlighted Gibdock’s flexible approach to owner requests, with a slot found between other scheduled dry dockings for emergency repairs to ballast tank number 19 behind the forepeak tank, despite a three-day turnaround at the height of the yard’s seasonal ferry work period. The 42-year old, 115.4 m long vessel went into No. 3 dock, with the timely turnaround requiring 24-hr working patterns, and redelivery accomplished on time, on budget and to class specifications. “These were very different jobs, but one thing they had in common was that they came to us after recommendations from existing ferry clients on our quality and reliability, and the lack of hidden costs in doing business with Gibdock,” says John Taylor, Gibdock Operations Director. “We look forward to strengthening our partnership with both owners in the months ahead.” Page 12 – www.shipandoffshorerepair.com

Viktor Lenac - a modern shipyard with 120 years of tradition After a very successful year with a record number of projects completed and extraordinary high revenues, Viktor Lenac has confidently entered 2016, celebrating its 120th anniversary. Viktor Lenac’s journey started in 1896, when a ship repair facility for merchant, naval and fishing vessels was founded in Rijeka, the largest port on northern coastline of the Croatian Adriatic. In the late 1960s, shipyard was relocated to its present location at Martinscica Bay, having excellent natural characteristics to accommodate deep-draught vessels. Two floating docks and cranes were soon acquired and, with these strategic assets, the yard was able to rapidly increase its repair, conversion and offshore capabilities. Today, with three floating docks, of which the largest can accommodate vessels of up to 160,000 dwt, 21 cranes, more than 1,000 m of berthing space and an offshore construction site of 120,000 m2, we’re fully equipped to compete on a global scale. During the period of 120 years, Viktor Lenac has strongly positioned itself on a global level as a highly competitive and reliable shipyard able to deliver top quality, in a safe way, on time.

Viktor Lenac today is one of the few specialised yards for ship conversions and offshore constructions in the Mediterranean. This position has been strengthened through the recent, complex conversion of the cable laying barge Cable Enterprise. In May 2016, Aljoša Pavelin took the helm as the President of the Management Board & CEO, “I have come to build and further develop the company. My key task is to make the company as resistant to market volatility as possible, ensuring steady revenue streams and enabling sustainable growth. I see a great potential in Viktor Lenac to continue its business of ship repairs and complex conversions, yet to make a step further and explore new opportunities within LNG, offshore wind energy, and other emerging niches. Entering strategic partnerships with global players and forming business ecosystems is the only way forward“. Most of Viktor Lenac’s clients from Germany, Italy, Cyprus, Greece, Norway, UK and US regularly return to the shipyard. Relationships with Russian clients are on the rise again and shipyard expects much from it. During the first half of 2016, a total of 44 ship repair projects have been carried out - the chemical/ oil products tanker Sloman Themis owned by Germany’s SlomanNeptun underwent extensive steel repairs. Large scope repairs were carried on-board the bulk carrier UBC Ohio and the LPG tanker Gaschem Rhone for

Repairs/conversions German’s Hartmann Reederei. Italy’s Adria Ferries entrusted to the shipyard their chemical tanker Falcona, while Marnavi returned with their chemical/oil products tanker Mimmo Ievoli. A successful co-operation with Russia’s Fesco continued through its container ship Fesco Askold. The shipyard continues strong co-operation with Greek ship owners as well, among which Marine Trust with its bulk carrier Nilos and tanker Ce Niriis. US Navy ships marked 2015 as key projects, with extensive repair and conversion works carried out on-board USS Mount Whitney (LCC 20) and joint high speed, aluminium, twinhull catamaran USNS Choctaw County. These two projects confirmed Viktor Lenac as trusted partner of US Navy. “However, we can’t relax, as 2016 has already proved to be a tough year with challenging prospects towards the year end. Global shipping industry seems to be in a state of recession, caused mainly due to over tonnage on the market. This situation forces shipowners to dramatically cut costs and that directly impacts the ship repair industry. Discussions with colleagues from other shipyards prove that we’re all struggling to keep our heads above the water. “The promise of the Ballast Water Treatment

(BWT) boom in 2016 has failed to materialise and it stays to be seen if 2017 will turn the things around. Yet this will not solve the structural problem of shipping, which today seems to be surplus of ships and surplus of shipyards,” Mr. Pavelin says. “Having already completed two BWTS reference cases, Viktor Lenac is fully prepared to grasp these opportunities in years to come. At the moment, BWTS installation on NS Stream, an oil/chemical tanker owned by Russia’s Novoship of the Sovcomflot Group is being completed. In parallel, Viktor Lenac experts gain knowledge and skills through co-operation with two renowned BWTS producers. “Reorganisation of both sales and production business units is in its full swing and it will enable us to do the right things in the right way. Our priority is to get even closer to the clients through joint planning practices. By understanding their business goals and plans and aligning our offers accordingly, we’ll be able to support them even better. This will, of course, enable us to plan our capacities and resources more precisely, thus increasing our efficiency. It’s a win-win approach,” comments Mr. Pavelin. “It’s needless to say that is never enough of efficiency, so significant investments have

Vikto Lenac Shipyard been made during the year to improve the energy efficiency of the shipyard. The project encompassed modernisation of interior and outdoor lighting systems. T5 lights in workshops and halls and outdoor LED bulbs reduced electricity consumption by up to 70%. This resulted in reduction in CO2 emissions by 60 tonnes/year in outdoor lighting and 143 tonnes/year in interior lightning. Temporary ship’s lighting systems have been modernised by Gala LED lamps that can be used in all work phases resulted in large reductions in electricity consumption or annual CO2 emissions by 298 tonnes. With the aim to increase efficiency of production process, the entire shipyard’s area has been networked with centralised carbon

Volume 14 Issue 1– Page 13

Repairs/conversions

Aljoša Pavelin dioxide pipeline, significantly decreasing time lost on equipment relocation and preparation. Another energy saving project includes replacement of an existing steam system with a new thermal energy system, compressor waste heat recovery and central control system, as well as installation of a modern termotech system aimed at reducing fuel consumption and cost of space heating and hot water. Estimated contribution to CO2 emissions reduction is 363 tonnes/year. “We’ll play neither on volumes nor on price, because we can’t win that game. We have to differentiate ourselves through quality, specialisation, reliability and speed. Our key competitive advantage, in that sense, will be our people with their knowledge, skills and passion. I’ll promote the culture of open communication, top quality work and personal responsibility on all levels. Our clients can expect that we’ll be there when they need us“. concludes Mr. Pavelin.

relationship with our existing customers, has enabled us to perform consecutive repairs on several owner’s fleet vessel’s and to get an occupancy rate of 95% in our graving dock (one of the largest private facilities in our region (400 m long x 50 m wide) and about 68% in the floating docks of the group, during the first quarter of 2016.” In Málaga Port two consecutive bitumen tankers from Vroon Shipmanagement (Iver Ships) – the 6,180 dwt Iver Balance and the 12,497 dwt Iver Ability were drydocked. The latter of these two ships is the widest (at 22 m breath) to have been drydocked in this yard. This project also involved the newly Safety, Quality & Environmental standards for the A.C.M. (Asbestos Containing Materials) carried out on-board the Iver Ability prior to entry in the drydock, opening a new market niche and offering the best location in the West Mediterranean area for this kind of demanding procedure. Italy’s Motia Compagnia di Navigazione, which drydocked one of its fleet at Cernaval during 2015, sent two chemical tankers to the yard this year for afloat hot work under ‘inert gas conditions’ - the 37,320 dwt Bauci and the 35,648 dwt Azahar. Denmark’s Team Tankers’ awarded two chemical tankers to Cernerval - the 8,110 dwt Sichem Lily for her second intermediate survey and the 8,807 dwt Sichem Palace with a major afloat boiler repairs Continuing with the Danish market, another large afloat repair, with the main job in the bulbous bow as well as massive mechanical work in the main and auxiliary engines respectively, involved Nordic Tankers’ 1,403 dwt chemical tanker Jette Theresa. Malaga closed the first quarter with the repeating German customer Liberty One drydocking the 9,278 dwt general cargo NBP Island on her first special

Good start for Cernaval Spain’s Cernaval Group Shipyards has announced that the first quarter of this year has started with the best results ever in the company’s history, regarding the number of repairs and the grade of satisfied customers. A total of 24 vessels have been repaired, 15 of which being drydocked - nine vessels in Algeciras six in Málaga and the other nine carried out afloat - one in Algeciras and eight in Málaga. A spokesman for Cernaval said, “The good Page 14 – www.shipandoffshorerepair.com

The MSC Marta in Cernaval, Algeciras

survey, as well as Koole Mammoet Salvage’s barge ANS making a ‘cosmetic’ repair and preparation for her tow to the Middle East. Meanwhile, in Cernaval’s Algeciras facility, which operates one graving dock (400 m x 50 m) and one floating dock (176 m x 26 m), started with the repair of Grimaldi’s 47,365 gt vehicle carrier Grande Marocco. This vessel is the first of the Grimaldi fleet to arrive in this yard, she previously drydocked in Dec 2012. This time she underwent her first special survey. At the same time another Italian companybased in Switzerland - Nova Ship Tech, awarded the 8,637 dwt cement carrier Sider Pamina for her second intermediate survey to the shipyard. Immediately after the undocking of Grimaldi vessel, UK’s Aggregate Industries awarded the 38,997 dwt self-discharging bulk carrier Yeoman Bank to carry out major piping work as well as the hull treatment. Afloat repairs (electrical work in the main engine room) to CMA – CGM 186,528 dwt containership CMA CGM Bouganville were carried out. The ship was forced to call at Algeciras for this emergency work. Other ships in the Algeciras yard included USC Barnkrug’s 11,376 dwt containership Stina, Finnish Bore’s 7,629 dwt vehicle carrier Auto Baltic, Dutch Rolldock Group’s 6,879 dwt semi-submersible heavy-load carrier Rolldock Sea, in for her first special survey, and MSC’s 72,044 dwt containership MSC Marta on for her second special survey and the replacement of her propulsion propeller (65 tonnes). Other ships drydocked include Nordic Tankers’ 5,810 dwt chemical ltanker Nordic Nora with problems in the stern tube and tailshaft coupling and Dannebrog Rederi’s 10,651 dwt general cargo vessel Silkeborg that was required to perform a bottom class inspection. SORJ

Shipyards

The Olympic Gemini leaving EJA

EJA opens its doors Brazil’s Estaleiro Jurong Aracruz (EJA), a subsidiary of Singapore’s Sembcorp Marine has marked a key operational milestone with the successful completion of the yard’s first vessel repair project. The 82,992 dwt Olympic Gemini, a bulk carrier managed by Greece’s Springfield Shipping, left EJA on May 12th after a week of repair to her cargo hatch covers and renewal work on the main deck supporting foundations. A Springfield Shipping representative said, “We are impressed with the comprehensive facilities and dedicated service offered by EJA. We commend the EJA team for their fast turnaround, close collaboration and strong commitment in ensuring a successful repair operation despite the short notice and tight schedule. Springfield Shipping Company looks forward to working with EJA again. EJA is well-positioned to provide integrated marine and offshore engineering solutions to customers in the South Atlantic, in particular Brazil and Latin America, Gulf of Mexico and West African markets. Spanning 82.5 hectares, the integrated yard features a 1.6 kms coastline and a 1 km quay with ample berthage and deep waters of minus 16 m that enable deepdraft vessels and rigs to berth with ease. EJA is well-equipped with warehouse facilities, mechanical, piping and electrical workshops, a highly automated steel fabrication facility, as well as painting, blasting, pre-treatment and sub-assembly capabilities. Page 16 – www.shipandoffshorerepair.com

Supporting the yard’s operation is a Brazilflagged giant floating crane with a lifting capacity of 3,600 tonnes that is capable of modules integration and heavy lifting operations. Upon full completion, the yard will also have a new floating dock with a lifting capacity of 85,000 tonnes. In addition to marine and offshore repairs, modification and upgrading, EJA has capabilities to undertake the construction of drillships, semi-submersible and jack-up rigs, platforms and supply vessels; as well as FPSO integration and topside modules fabrication.

will be sited inside the harbour near the port of Cabedele, in the municipality of Lucena in the State of Paraiba. Initially the new yard will feature two large graving docks of 300,000 dwt (450 m x 80 m x 9 m) and 200,000 dwt (370 m x 60 m x 9 m) capacities and a 5,000 t load capacity hydro shiplift and transfer system. The two graving docks will each have craneage comprising 100 t, 40 t and 25 t capacity cranes, as well as hydraulic dock arms and ramps leading to the dock floors, and 1.9 m keel blocks. Furthermore, two repair quays with a total length of 2,200 m will be provided, with 40 t and 25 t capacity cranes. As expected with such a facility, the yard will also feature a comprehensive array of workshops. Built into the yard’s design is further expansion, which includes a large capacity floating dock (370 m x 60 m) and a further 425 m repair quay. As it stands the new yard will be capable of drydocking the largest commercial vessels currently afloat as well as 75% of the world’s existing and planned semi-submersible rig fleet. The hydro shiplift, using water to lift a vessel as opposed to the more traditional mechanical systems, will have a length of 180 m, capable of accommodating vessels up to a length of 150 m and a beam of 22 m. This facility will be primarily aimed at the offshore oil and gas support vessel sector. Rio de Janeiro-based BBDC is a Brazilian corporation comprising New York-based marine transport advisors McQuilling Services LLC and Brazil’s Promon Engenharia.

New yard in Nigeria EDPI nearing completion The realisation of the largest shiprepair yard in Latin America, the US$700m Empresa de Docagens Pedra do Inga (EDPI) Ship Repair Yard in north east Brazil has taken a major step forward with the yard’s Environmental Impact Assessment (EIA) being submitted to the Paraiba State environmental company SUDEMA last week. A preliminary licence for the start-up of the shipyard is now expected in the coming weeks. The new shiprepair yard is being project managed by Brasil Basin Drydock Co (BBDC), with construction of the 660,000 m2 facility expected to start in early 2017, with the first drydocking scheduled for 2019. The yard

Reports from Nigeria suggest that Nigerian offshore service provider Fairway Offshore is to take over the West Atlantic Shipyard, located in the Onne Oil & Gas Free Zone in Port Harcourt, Nigeria. Finance for this deal is coming from US-based First National Partners of Atlanta, Georgia, at US $62.2m. Fairway Offshore intends to develop and expand the shipyard. West Atlantic Shipyard, a joint venture between French shipbuilder Piriou Group and Nigeria’s Orlean Invest Africa Ltd, is claimed to be the only modern shipbuilding and shiprepair and maintenance facility in the Gulf of Guinea. The yard started life building offshore crew boats and now specialises in all types of offshore support vessels. It has two floating docks with lifting capacities of 4,500 tonnes and 5,000 tonnes. Part of Fairway Offshore’s

Shipyards Damen signs agreement with Australian yard

Work at Reimerswaal’s new yard development plans are to invest in a third, larger capacity, floating dock.

Ground-breaking ceremony for Shipyard Reimerswaal The ground-breaking ceremony for Holland’s new Shipyard Reimerswaal in Vlissingen took place during mid-June, with Carla Schönknecht, delegate of the Province of Zeeland, ceremoniously driving the first pile in the ground. The repair company has outgrown its current location in Hansweert and by moving to Zeeland Seaports, it can continue to grow, which has a positive effect on the employment in the region. The construction period of the yard will take some 300 days. The new yard will be built on the old Zalco factory site. The new wharf can accommodate ships with much greater depths (up to 9 m) than at the old location in Hansweert. Mrs. Schönknecht said the Province is delighted with the move of the shipyard and praised the efforts of all concerned to maintain the yard in Zeeland. The maintenance and repair yard can now expand operations, providing permanent employment for the region’s manufacturing industry. Port Director Jan Lagasse mentioned that with the arrival of the shipyard, the international position of the maritime and Page 18 – www.shipandoffshorerepair.com

offshore maintenance cluster in Zeeland is further strengthened. The new state-of-the-art site will include a new maritime quay with a length of approximately 300 m and a 355 m long runway. In addition, two docks of 108 m and 120 m will be moved from Hansweert to Vlissingen. In addition, the former pontoon and access bridge of the Olau Line terminal will be reused for accessing the docks in Vlissingen. The scaffolding of the former ferry service will be dismantled for re-use at the shipyard.

Holland’s Damen Shipyards Group and Australia’s Sydney City Marine have signed a Memorandum of Understanding (MoU) outlining the future co-operation of the two companies concerning the repair and maintenance of Damen-built vessels in Australia and New Zealand. The Agreement will create an expansion to existing Services network for Damen clients. The MoU lays the groundwork for expansion of Damen’s Services network in Australia. Detailing the future working relationship between the two companies, the MoU’s principle agreement states that Sydney City Marine will perform repair and maintenance works of Damen vessels. This will involve scope such as steel works, painting, boiler making, pipe fitting and carpentry, in addition to the supply of construction materials. Damen’s role will include the provision of specialist technical assistance, engineering capacity, parts and equipment. “We will be able to supply turnkey solutions to customers regarding docking and repair, or just send specialist engineers capable of taking on hydraulics, Praxis, ICAF and winch jobs, for example,” explains Damen Regional Service Manager Onno Piesens. “The yard will also

The Sydney City Marine contract signing - Jaap de Lange (Director Damen Services), Brenton Fischer (Director Sydney City Marine)

Shipyards have our full range of parts, equipment as well as expertise from our headquarters in The Netherlands at their disposal.” Sydney City Marine is a modern shipyard that provides comprehensive repair and maintenance services for a wide range of vessels. With ISO 9001:2015 certification, the yard has deep water access and an 800-tonne capacity ship lift. Covered and open repair facilities can accommodate vessels up to 60 m in length. Sydney City Marine Director Brenton Fischer said this agreement is a logical progression for Sydney City Marine, “With our facilities, workforce and efficiencies, and Damen’s technical knowledge, our collaboration will create a full service commercial hub for the commercial operators in our region. On behalf of the Board of Directors and staff of Sydney City Marine, we welcome the formalisation of our relationship which will benefit existing clients and enable both Sydney City Marine and Damen to grow our presence in the region.” The first steps in the working relationship between Sydney City Marine and Damen have already been taken. The Australian yard recently completed the engineering of an ASD tug cradle, the configuration of which has been fully approved by Damen’s representatives.

Furthermore, Sydney City Marine is currently carrying out repairs to the first Damen vessel to visit Sydney City Marine. “Following the opening our first Australian Service Hub in 2013, this latest development continues the expansion of our services in Australia,” says Jaap de Lange, Damen Services Director. “By forming this working relationship with Sydney City Marine, our clients can benefit from a local repair, maintenance and spare parts service. Furthermore, there are quite a few Damen owners in the area whose vessels are approaching the five-year special survey stage. Sydney City Marine is in the perfect position to offer them safe, reliable and cost-effective turnkey docking solutions.”

Dormac Dock 1 is on the way It has always been Dormac’s serious intention to own and operate a drydock. This has been a strategy going back to its beginnings when Dorbyl Marine Durban and Imac (a Southey

Holdings Company) decided to merge their businesses back in June 2000. Some 16 years later and Dormac is about to realise that dream by way of a new multimillion rand composite Floating Dock in the Port of Durban, which will go a long way toward meeting the demand for ship repair in South Africa’s busiest harbour. During late April 2016, the Floating Dock named Dormac Dock 1 left the Pallada Shipyard in the Ukraine under tow by the tug Fairplay 33 and has now arrived in South Africa following an 8,344 nautical mile journey via the Atlantic seaboard. Unique to all other floating docks in operation in South Africa and neighbouring Namibia, Dormac Dock 1 is brand new with the latest state-of-the-art technologies, which will include two brand new 7.5 ton cranes. The dock will be placed alongside a specially designed and constructed quay which has been partly reclaimed from Dormac’s leased land, making this unusual by reversing the usual order and adding to the water area of Durban Bay. The new dock has a reinforced ferro-concrete pontoon with steel sides and, having paid particular attention to the design of the dock and quay, green energy-efficient technology will be adopted for all floating dock operations.

Volume 14 Issue 1– Page 19

Shipyards The unit is fixed to the new quayside by two accurately-driven 25 m deep pylons on which the floating dock will raise or lower with connection pawls. The dock is equipped with modern computerised levelling and load equipment introducing a levelling process of great stability and speeding up the docking or undocking process. With the Floating Dock alongside a newly built repair quay, as opposed to the more common ‘Mediterranean-mooring’ type of placement, shiprepair will become more efficient with close access to Dormac’s adjacent state-of-the-art workshop facilities. Permanent site establishment will be in place for docking needs and reduce set up times such as blasting equipment. Alongside the quay is a newly hardened work area created by covering an old derelict slipway that has not been in use for over 30 years, thus making efficient use of valuable harbour land. This land is ideal for back end quay space ideal for on location fabrication and laydown area for equipment close to the docked vessel. The yard has an office block available for project personnel within 50 meters of the dock entrance. The dock will also have full electronic biometric access control to not only enhance our ISPS commitments but to improve productivity measures. There is a significant need for additional docking capacity in South Africa and particularly so in the port of Durban, where

Dormac’s new floating dock. Page 20 – www.shipandoffshorerepair.com

the Transnet-owned floating dock has been out of commission for many years while the graving dock has also until now suffered from a lack of maintenance and repair. The result has been the loss of numerous ship repair opportunities “The Business Case for this project is absolutely sound and the revenue generated is expected to be a major expansion to the Dormac bottom line,” say Dormac Management. “The Dormac shipyard will be a centre of excellence for ship repair business and is certainly a huge stimulus to not only Durban but to the South African market as well.” The business case is one that is based on attracting additional docking opportunities into the port of Durban. Dormac Management says that South Africa has always been a popular drydocking destination for ships passing the African coastline and drydocking in Durban goes back to when the existing graving dock was built in 1926. “We are confident that the international market will take serious note of this addition to South Africa and Durban’s port facility. Several of Dormac’s large international clients have expressed resounding delight at the prospect of this stimulus and we are encouraged by the fact that the Ports in South Africa are taking heed of the initiatives of the government’s Operation Phakisa, which seeks to leverage the capacity of the South African maritime industry.” Management said that in addition to improving the Dormac balance sheet, the new Floating Dock, based on the regular through-

put of envisaged dockings, would create an additional 80 new direct jobs. “The spin offs to Dormac’s business partners will ensure that those contractors and suppliers will also create additional jobs. This significant investment will hugely increase our throughput with over 45 drydockings/year predicted as additional projects. “We are also proud to announce that Dormac’s excellent award winning Artisan training program is being extended to include dry docking skills and we have already begun recruiting apprentices. Just the dry docking training will amount to a class of 25 apprentices per annum. All in all, the Dormac project fits in perfectly with the intentions of Operation Phakisa.” Some 12 000 ships call at South Africa’s ports each year, while over 30,000 vessels sail along the South African coastline annually. The ship repair industry is estimated at well over R 1bn in Durban in normal trading conditions - this with all docks working and no other challenges! Given the intensive use of shipping it is logical to think of increased opportunities for ship repair, provided the suitable facilities are available. By introducing Dormac Dock 1 at Durban, Dormac will be well positioned to take advantage of these opportunities. The new dock is the single largest investment in the history of Dormac, which is a division of Southey Holdings (Pty) Ltd. SORJ

Services

Foreship’s Teenu Tanninen

Living and breathing HVAC For some, it would be daunting to face large teams of contractors needing instant decisions on complex HVAC system refit work aboard one of the world’s most expensive cruise ships. For Teemu Tanninen, Design Manager, HVAC, Foreship, it is all in a day’s work. Being the right man in the right place at the right time is a way of life for Foreship’s Teemu Tanninen, whose schedule when we caught up with him in Week 10 of 2016 had already taken in 27 days of work travel, as well as Finland’s traditional short winter break. A graduate in Naval Architecture from Turku University of Applied Sciences, and now taking a second degree, Foreship’s Design Manager HVAC nonetheless takes a hands-on approach, prizing real engineering solutions for working ships as highly as the design work he coordinates at head office. Perhaps the ‘no nonsense’ outlook has been nurtured through routine client contacts with the marine engineers who become HVAC superintendents and Technical Managers for owners. Foreship’s many and varied projects call for a willingness to meet new challenges; one project might involve HVAC needs in the sumptuous theatre of a newly-built cruise ship, while another could focus on the bridge environment as part of tug conversion. Given that an early project involved piping design on Oasis of the Seas, the building Page 22 – www.shipandoffshorerepair.com

blocks were in place for a continuous career at Foreship, whose reference list makes it the most widely used cruise ship design and engineering consultancy in the industry. Foreship’s repair and conversion reference list extends beyond 1,000 projects, with its conversion workload in early 2016 including Azamara Journey and Azamura Quest, Carnival Fantasy, and NCL Pride of America. “At first, I learned from colleagues and customers – and from my mistakes. I concentrated on detail and work shop design, but I felt I needed to know more,” Teemu says. By 2013, he was convinced that further study would be helpful and he applied for a second degree course at Turku, this time in HVAC Studies. Almost immediately after he secured an academic place, Foreship won a sizeable cruise ship conversion project involving extensive HVAC basic design work. “I have been fortunate in a way in being able to apply the things I learn at work to my studies, and vice versa,” he says. His elevation to Foreship Design Manager, HVAC in 2014, heading Foreship’s specialised HVAC team of five designers and two project managers, indicate that his progress has not gone unnoticed. The job demands the ability to focus on a range of concerns: on a given day, Foreship’s Design Manager, HVAC could be distributing work to designers, inspecting drawings, making calculations, overseeing estimating work, communicating with contractors or clients, or on board ship and involved in all of the above. At the same time, Teemu has been tasked with growing Foreship’s HVAC business, where he strikes a balance between investing in training for the core team and targeting promising new hires. Teemu said that his next tasks included finishing an HVAC quotation, uploading some technical documents for a shipowner, distributing documents to contractors, then enrolling for a drydock event and booking his travel for Singapore. And, sometimes, the challenges can be unexpected: a recent project saw an in-service conversion of crew cabins on board a wellknown (and brand new) cruise ship, where piping did not match needs, and the planned routing was impossible due to possible collisions with other systems. “We had to do the redesign on-board, while the contractor was waiting for the decision on how to proceed”, says Teemu. Another recent high profile ship project at an unspecified yard proved intensely challenging simply because of difficulties in delivering the required quality of workmanship within the

agreed project time. With a day job based on such variable challenges, night classes three times a week, a dissertation due and graduation a few months ahead in the summer, Teemu also needs time to focus on two young children (a daughter aged four and a three year old son). It is hardly surprising that he prefers hobbies of the physical variety. Weightlifting two to three times a week and a weekly Jiu jitsu session “get things out of my head”, he says. “Otherwise I’d be running around”.

IE pushes the attributes of SPS The 127,500 dwt Solitaire, one of the world’s largest pipe-layers, has completed some of the most challenging projects, in which heavy pipe has been laid in very deep waters. Originally built in Japan as a mini-Capesize bulk carrier, the Lloyd’s Register (LR)-classed vessel was converted to lay pipe in 1998. She has full dynamic positioning and can carry a pipe payload of 22,000 tonnes. Recently, however, the vessel’s operator Allseas decided to repair parts of the 550 m2 tank top in hold No. 6 which had corroded. After a detailed assessment was carried out, Allseas opted for SPS technology instead of steel renewal. “Such a project undertaken in steel was neither practically nor economically feasible,” explains IE’s Ian Nash. “It would have taken too long and would probably have proved too expensive. However, using SPS technology, we were able to complete the tanktop upgrade successfully in just 15 days - far less time than an equivalent steel repair would have taken. Off-hire was significantly reduced.” The project, undertaken with LR class approval at United Stevedores in Amsterdam, involved blasting the existing tank top, attaching and welding bars and adding an additional layer of steel plate to create a cavity. This was then injected with Intelligent Engineering’s super-strong polymer which has a range of properties offering superior performance to mild and high-tensile steels. Allseas’ Manager Technical Department, Quirien Grul, commented that the company was very pleased with the outcome and the professional and efficient execution of the work undertaken by IE personnel. “I am very pleased with the performance and will consider using

Services He continued, “I like the fact that the new deck is much stronger because the old deck is still there with a new deck on top bonded by the elastomer core. I recommend this process to anyone who has to replace steel on board ships where the SPS system can be used.”

SPS work on the Solitaire IE again should a similar project have to be undertaken in the future.” IE has also recently repaired the deck of a Ueushuk Fisheries-owned fixed gear vessel – the Atlantic Optimist.  The existing steelwork onboard the vessel was badly corroded, access tight and a crop-and-replace repair was an unattractive option. When IE personnel arrived in Canada in mid-April, the 40 m2 of deck requiring steel reinstatement had already been grit blasted. Solid perimeter bars that form the boundary of the cavity and top plates were welded into place and the resulting cavity injected with the elastomer core to form the new composite deck (existing deck - 3/4” (19.05 mm) elastomer core - 1/4” (6.35 mm) steel top plate). The SPS deck reinstatement was substantially quicker than an equivalent conventional steel repair. Captain Rex Simmonds, Ueushuk Fisheries Ltd commented, “Cutting out the deck and replacing it would have delayed our fishing season and lost revenue. SPS was recommended to us and it was an excellent choice.  The deck was completed four weeks faster and cheaper than if we had to cut out the old deck and put in a new one. IE’s on-site project manager was very amenable and ensured we were on schedule, whilst management were excellent to deal with and very fair when it came to project administration.”

The Atlantic Optimist Page 24 – www.shipandoffshorerepair.com

VersaDock appoints Middle East distributor Marsol International has been appointed to expand beyond its current territories as the central Middle East distributor by VersaDock, the UK manufacturer of modular docking systems for commercial, defence and leisure applications.  Marsol, which has been the distributor for VersaDock for the last six years, is now expanding its collaboration with VersaDock into the Indian Ocean, including the Maldives and Seychelles.  The company will continue to cover the UAE and Gulf States. Based in Dubai, Marsol specialises in commercial and technical marine service solutions for SPM and offshore terminals.  Marsol’s experience in the offshore industry provides an engineering platform to provide VersaDock into the market as a leader in the commercial and industrial applications where the requirement is either a short term solution or permanent requirement. The blocks have been engineered to support these heavy duty applications. The company offers the VersaDock range of modular dock solutions as part of its specialist product offer, focusing on commercial, defence, leisure and residential applications. VersaDock’s VPS (VersaDock Performance System) Air-Assisted Docking System, the advanced modular drive-on dock for heavy duty stern drive performance craft, is a core product for Marsol, ideal for defence and offshore applications.  The superior system, which pumps air to supporting floats for vessels out of the water, was recently showcased by the company at DIMDEX 2016, the international maritime naval defence and security exhibition held in Qatar. Marsol will also focus on sales and hire to the increasingly significant commercial and leisure marine sector following the growth of high profile corporate sailing activities in the region such as Oman Sail, Extreme Sailing Series, world championships and youth training.  VersaDock’s range of systems are suitable

The VPS dock with a US navy vessel for keeping vessels from youth dinghy fleets to rescue and defence craft out of the water, and for temporary and permanent dockside hospitality, and other solutions. “We are pleased to be able to include VersaDock’s modular systems as an important part of our product offer and identified a need within the commercial market for such a product,” comments Marsol’s Francois Coetzer.  “The versatility of the layouts and choice of dock system, along with the advanced design and integrity of the systems means VersaDock is highly suited to the challenges of demanding maritime operations here in the Middle East.”

WSS conducts welding inspections Norway’s Wilhelmsen Ships Service (WSS) has conducted safety inspections of on-board welding equipment and consumables at 26 ports throughout the world. Its findings reveal how a lack of maintenance, respect and care for this essential, yet highly dangerous, technology is putting safety, efficiency and even lives at risk everyday. WSS offers inspections at a network of key international shipping hubs, including New Orleans, Dubai, Rotterdam, Panama and Shanghai. These involve approved port representatives systemically working through a list of 75 checkpoints to assess the safety of all electric arc and gas-welding equipment. These inspections, usually lasting for one to two hours, reveal a litany of safety risks and non-conformances, most of which can be easily remedied. “Welding work is obviously dangerous in its own right and must be conducted by qualified crew in accordance with all necessary safety procedures and regulations,” comments Leif Andersen, Technical

Services WSS says the majority of the issues highlighted under inspection are often ‘housekeeping’ ones that can be remedied with improved handling, storage and maintenance of equipment. Recommendations on how to address these areas, along with details of any repair work or necessary spare parts, are included in the confidential reports that inspectors compile for shipowners and operators after their visits. “This is an easy way to ensure that all equipment is in good order and address any potential issues before they put safety, and operational efficiency, at risk. Welding equipment non-conformances are often not front of mind for crews and operators until an incident occurs. Unfortunately, by that time it’s too late. High quality inspections will deliver the peace of mind, and safety, that every vessel deserves.”

The product is reliable as well as quick and easy to install by the ship crew aboard all types of vessels inside existing tanks when they are opened for routine inspection or cleaning. The Turbulo Sludge Buoy is essentially a ‘fit and forget’ solution, requiring almost no maintenance and because it is entirely mechanical it does not require electricity for its operation. The solution is a one-time investment as it eliminates the need for consumables or spare parts for the lifetime of the system and the payback time is particularly short, normally less than a year. The system can be used at higher temperatures of up to 90°C and it is available in two sizes – the Turbulo Sludge Buoy and the Turbulo Sludge Buoy Mini – which can be specified depending on the available space in the tank.

SKF introduces new tank skimming equipment

New water-jetting unit from Hughes

Sweden’s SKF has launched a new mechanical device for the fast and easy separation of oil and water in tanks in marine and offshore applications. Sludge oil is a term commonly used to describe the waste oil mainly derived from the process of purifying fuel oils and lubricating oils in order to ensure proper operation of ship’s machinery. During the process, the separated water from the purifying process mixes with the waste oil in the sludge tank. The SKF Turbulo Sludge Buoy has been developed to eliminate the need for laborious and time consuming manual drainage processes as it floats inside on-board tanks for constant, hassle-free and effective separation. In operation, the oil in the tank flows into the Turbulo Sludge Buoy’s lower compartment at a maximum rate of 6 m³/ hr It is then either pumped out or flows out under gravity depending upon whether the drain is below or above the surface of the water. This separation at the source enhances environmental performance according to ISO 14001. The resulting water left in the tank is much cleaner and easier to process in the bilge water separator, boosting its efficiency and reducing costs. Meanwhile, the free water content of the separated oil is quite low, typically less than 5%. Consequently, it requires no further treatment and can be disposed of either in an on-board incineration plant or ashore.

Leading UK high-pressure water-jetting equipment manufacturer Hughes has launched a new crash frame mounted, high-pressure water-jetting unit, which boasts a range of innovative features in one of the most userfriendly UHP units available. Hughes Pumps Ultrabar 30 DC (4) is driven by a Tier 4, emissions compliant diesel engine and operates at 6.2 g/m at 43,500 psi (24 litres/min at 3,000 bar). Mounted in an open crash frame with forklift pockets and overhead lifting points, this unit is ideal for the shipyard environment. Typical applications include surface preparation, coatings removal, tube/pipe cleaning and hydro-demolition. An innovative modular pump-head design allows individual cylinders to be worked on without disturbing the other two particularly useful in the field when downtime is

WSS says the majority of the issues highlighted under inspection are often ‘housekeeping’ Product Manager Welding, WSS Marine Products. “However, what is often overlooked is basic care and maintenance of the equipment itself and this can result in serious, and totally unnecessary, risks.” Andersen highlights common issues such as cracked gas hoses, missing or makeshift hose clips (allowing highly flammable gas to escape), earth/ground cables that are connected to the hulls of ships during electric arc welding (feeding the return current into the surface that the welder may be standing or lying on) and industrial welding machines where the Open Circuit Voltage (OCV) exceeds 70 V, and are therefore not in compliance with the MCA’s Code of Safe Working Practices for Merchant Seamen. One of the most dramatic, and most dangerous, risks, he explains, is from ‘flashbacks’. “In short, this happens when the equipment’s combustion velocity is higher than the gas exit velocity, causing the flame to burn into the equipment.  This can cause damage to the hose and regulator and in worst cases trigger decomposition and an explosion of the acetylene cylinder. It goes without saying how serious this can be, for operators, and entire vessel operations.” “Poorly maintained cutting nozzles and welding necks are a main cause of this phenomenon, as they lead to turbulent gas flow and disturb the gas mix exit velocity, increasing the risk of flashback. It’s therefore vital to inspect nozzles and welding necks regularly, making sure they’re clean and replacing damaged nozzles. Welding shanks must also be fitted with non-return valves and regulators fitted with flashback arrestors. These are simple measures, to avoid very serious incidents.” Page 26 – www.shipandoffshorerepair.com

The Hughes Twin Gun system

Services critical. The pump can be quickly converted to 10, 15 or 20 k (700, 1000 or 1,400 bar). Hughes Pumps offers a number of Ultrabar 30 DC (4) build variants, including a fully enclosed, partial flame proofing of the engine or Zone 2 explosion proof engine. UK based Hughes Pumps has over 45 years-experience in the design and for heavy-duty cleaning and surface preparation applications. The company is also delivering critical flushing and subsea cleaning solutions to hundreds of metres depth for some of the World’s leading contractors, delivering exceptional performance and reliability in some of the harshest environments imaginable.

Achilles FPAL appoints HOS Hydraulic & Offshore (HOS) has announced that it is now an approved supplier with Achilles First Point Assessment Limited (FPAL). Achilles FPAL offers buyers industry-specific supplier information which is subject to assessment and site audit. This improves industry performance and reduces risk within the supply chain. Achilles FPAL ensures that suppliers’ information is accurate via data validation and desktop and physical audits. With such a rigorous checking process, FPAL provides a trusted ‘shop window’ where buyers can easily access pertinent information about potential suppliers, including performance feedback reviews. HOS’ Managing Director, Don Fenwick commented, “We felt with recent large contract wins, our registration to FPAL was the next logical step to ensure our continued growth. “Prospective buyers can see how our existing clients rate us, view our company information including quality, health and safety, financials and supply history in one place. This in turn saves all parties time, resources and costs. We look forward to a successful business relationship with FPAL.”

Cruise and leisure market for Flynn Merseyside’s Flynn Refrigeration is targeting the Mediterranean cruise and leisure marine Page 28 – www.shipandoffshorerepair.com

market through a strategic partnership with Cypriot firm – UMAR Shipping Services. Flynn Refrigeration managing director Alex Flynn said the relationship is enabling the firm to strengthen its offering and help build on strong existing ties with ship owners and ship managers in south east Europe. Mr Flynn said international partnerships with likes of UMAR give the firm a strong competitive edge ensuring a consistent presence in key areas, client trust and local Alex Flynn knowledge. Flynn Refrigeration provides the complete supply package for all aspects of refrigeration and air conditioning systems working with world-leading manufacturers including Bitzer, Danfoss, Sperre and Mitsubishi. Its European representation is further supported by trading partners in Italy and Latvia. It is also targeting growth in more exotic territories such as the Asia Pacific Rim, through a partnership in Singapore. Meanwhile, a further trading relationship in the Middle East has generated work in Oman and Dubai. “Our export growth is underpinned by a growing network of international agents, said Mr Flynn. “These partnerships instil trust in existing customers and open the door to many new opportunities. We are now stepping up our work with UMAR Shipping Services and recently returned from an intensive visit meeting many contacts across Cyprus. This partnership combined with our Greek alliance will enable us to ramp up activity in the cruise and leisure marine sector specifically, and build on our existing relationships in the southern Mediterranean. “UMAR’s expert knowledge of the local area and its unique financial situation gives us a strong competitive advantage and ensures we have a profile in the local market. It is a partnership which benefits both Flynn Refrigeration and our customers equally. The local point of contact is essential for ensuring the highest levels and customer service and support, while the connection makes monitoring activity in the marketplace much easier for our team. “Flynn Refrigeration has a strong track record in both Cyprus and Greece. We have a number of committed clients, who we provide a broad range of refrigeration products, service tools and air-dryers, as well as air conditioning products, compressors,

spares and marine controls. Previous work in the region has involved the delivery of refrigeration and air-conditioning servicing - including spare parts and replacements – for the likes of Pullmantur and Crystal Cruises. “Our ability to deliver a fast, efficient and consistent service helped us to secure meetings with leading cruise operators, and continues to open the door to initial supply contracts. We have since been able to build relationships through the delivery of tailormade solutions to suit their individual needs.”

Relaunch at V&A UK’s V&A Hydraulics, Birkenhead, is relaunching its product supply and bespoke assemblies division to drive worldwide trade. V&A hydraulics managing director Vic Seddon said the firm has built a strong reputation for hydraulics inspection, manufacturing, installation, maintenance and troubleshooting services. However, he believes few competitors can match the knowledge and expertise within the firm’s product supply division which delivers a complete range of hydraulic fittings, tubings, clippings, flexible hoses as well as component valves, motors and pumps. Mr Seddon said V&A’s mature supply chain and extensive partner network built around the Liverpool City Region along with global transport links make it ideally suited to national and international trade. “Our product supply division currently accounts for around 10% of total turnover but we believe our relaunched offering could contribute closer to 50% of total sales,” said

Services Mr Seddon. “We have restocked our storage containers with popular products in anticipation. We have recently received orders from India, China, South Korea and Iran and are now looking to drive greater awareness of the service we can provide worldwide. “Through a combination of unique factors V&A Hydraulics is able to identify, source and supply any form of hydraulics equipment with great accuracy, speed and efficiency,” said Mr Seddon. “As well as straight forward product supply we also have the expertise to manufacture bespoke hydraulic assemblies made to each customers’ own requirements. “V&A is among the most skilled and knowledgeable hydraulics companies in Britain and we are keen to use this core strength to drive our newly launched product supply division. We have a team of 12 engineers who all have more than 25 years’ experience in the trade. “Historic industry knowledge is crucially important when it comes to product supply. For instance, the maritime ship repair sector relies heavily on sound, trustworthy, reliable and competent subcontractors. We frequently come across equipment which people cannot identify due to the fact a great deal of older hydraulics equipment is no longer in production. “Part identification can be a complex, convoluted web, and this historical knowledge cannot be bought or found on the internet. With the average age of the global

vessel fleet between 15 and 30 years old, there is a high demand for engineers who have knowledge of parts dating back to this time. Our longevity in the marketplace has also helped us to develop a strong supply chain and partner network which enables us to deliver a consistent and reliable service. We further benefit from first class transport and logistics services with a variety of land, air and sea freight feeder services.”

Recalibration of AKF’s facilities Damen Anchor & Chain Factory (AKF) has announced the successful recalibration of its Lloyd’s Register-approved testing facilities. With the certification, the company can continue to offer proof load testing of lifting and towing gear to supplement its supply of anchors, chains and towing equipment for diverse maritime sectors. The annual calibration involved AKF’s four testing benches: with capacities of 100, 300, 900 and 2,000 t. The procedure was executed according to NEN-EN-ISO 75001 international standards by independent testing and certification specialist NMi. Once again, AKF’s test facilities passed with flying colours: all four test benches

AKF has announced the suxxessful recalibration of its testing facilities Page 30 – www.shipandoffshorerepair.com

maintained their Class-1 certification. This means that the test benches had a deviation of maximum 1% during the examination. Bearing in mind the facilities that the company has at hand, AKF General Manager Laurens van Gelder sees great potential for offshore customers to make significant cost savings in what still is a very calm market. “Our independent Lloyd’s Register-approved testing facilities are a perfect complement to offshore service suppliers in their search for a competitive pricing strategy. Many companies bought brand new lifting and towing equipment for projects that have now been completed. Inspection and testing of such equipment is a very cost effective way to see if they can still be utilised for future projects.” Besides proof loads, clients can turn to AKF for break load testing of their equipment. “This gives our clients the opportunity to actually witness the break load procedures together with the classification society,” continues Mr Van Gelder. It must be noted that this most recent certification is just one aspect of AKF’s quality control policy. In March 2016, the company regained its ISO 9001 and ISO 3834 certificates – the latter being the highest possible guarantee of welding quality. “We are also getting ready to add EKH certification to our portfolio. With this in place, we will be able to further serve our clients in the examination and certification of their lifting equipment.” SORJ

Paints & Coatings

Hempel anti-fouling being applied to a VLCC

Guarantees from Hempel Every fouling control or anti-fouling coating promises to save you fuel. But in the cold realities of operation at sea, very few deliver. Hempaguard from Hempel is different. Not only is fouling performance guaranteed, but Hempaguard maintains its fuel-saving ability at low speeds and despite extended idle periods, giving fleet operators unrivalled flexibility in how they utilise their fleet. Despite its seemingly innocent appearance, marine fouling has always been a challenge for shipping. In the old days, vessels in fouling aggressive warm waters could become so bogged down by barnacles and biological slime that they could barely move. Today, advanced hull coatings do much to combat the anti-hydrodynamic effects of fouling and the increases in fuel consumption and CO2 emissions that come with it. But, the benefits of a truly efficient hull coating cannot be underestimated. Fuel is the number one expense for most marine vessels. A supramax bulk carrier, for example, can burn around 25 megatons of fuel/day. Even with today’s low oil prices, this puts a significant hole in a company’s operating profit. For just a small upfront investment, the best hull coatings promise fuel savings of 4-8%, but choosing the right Page 32 – www.shipandoffshorerepair.com

hull coating is rarely as simple as it seems. Most hull coatings use either the controlled release of biocides or the friction-reducing properties of silicone to combat fouling. In both cases, the coating is carefully specified for each vessel, based on its expected trading routes, speeds and activity levels. The vessel must maintain this operating level over the entire docking interval in order to ensure the promised fuel savings. This is not always easy or ideal. A fleet operator may feel the need to switch a vessel’s trading pattern partway through the docking interval in order to accommodate changing market demand, for example, or may want to use lower speeds on certain routes in order to save fuel. When it comes to overall fleet efficiency, therefore, a hull coating that can enable this type of flexibility without losing fuel-saving performance is extremely useful. Unlike conventional hull coatings, Hempaguard combines both siliconehydrogel and advanced biocide control in a single coating. Developed on the back of Hempel’s 100-year long experience in the marine industry, this unique formulation means that Hempaguard retains its effectiveness when switching between slow and fast steaming and is proven to maintain performance even if a vessel is idle for up to 120 days. Claes Skat-Rørdam, Marketing Manager, Fouling Control at Hempel, explains,

“Regular anti-fouling coatings with high fuel-saving potential are designed for high speed or high activity, so they often build up fouling during idle periods and lose their fuel-saving capability. Thanks to its best-ofboth-worlds formulation, Hempaguard offers significant fuel savings under both slow and fast steaming, as well as during extended idle periods. This is particularly interesting for larger container vessels and tankers that, for example, may wish to increase speed on one route to meet schedules and slow steam on the other to achieve extra fuel savings. It also means an operator can lay up a vessel for up to four months without having to clean the hull in order to maintain fuel efficiency.” Thanks to this consistency of performance, Hempaguard delivers average fuel saving of 6% across the entire drydocking interval, significantly higher than conventional selfpolishing anti-foulings. It also releases 95% less biocide into the marine environment than biocide control coatings, which means vessel operators can improve fleet efficiency, while also diminishing their impact on the environment. Hempel is so confident in its coating system that it offers a performance satisfaction guarantee. These are not hollow promises. Back in 2011 when Hempaguard was still in development, Euronav agreed to patch test the coating on its 298,412 dwt VLCC Famenne. The Famenne mainly trades in fouling aggressive warm waters in Asia and the Middle East, but over the 45-month test period it traversed most of the globe, including stints in southern Europe and North America. In addition, Famenne experienced a number of relatively long idle periods during the test. Despite this, the 300 m2 Hempaguard test patch was still fouling free after 45 months. “A diving inspection after 23 months in service and after 45 months in service confirmed and documented by video mapping that Hempaguard is still showing a smooth and fouling-free performance,” said Theodore Mavraidis, Fleet Technical Manager at Euronav Ship Management (Hellas), at the time. “We have a positive view of Hempaguard’s fouling prevention capabilities, which have been remarkable despite some periods with relatively many idle days.” Following the positive results of the test and the expected fuel savings that Hempaguard can deliver, Euronav decided to switch a number of vessels to Hempaguard,

Paints & Coatings including the 159,600 dwt Suezmax Devon and two more VLCCs – the 302,624 dwt Hakone and the 302,550 dwt Hirado. Other companies that have used or tested Hempaguard have experienced similar results. Danish-based Uni-Tankers applied Hempaguard X7 to its 15,609 dwt A2 double-hulled oil and chemical tanker Fionia Swan in 2013. Since then, the company has carefully monitored the vessel’s performance. After more than two years in service, it was clear that Hempaguard had improved the vessel’s hull performance and fuel efficiency considerably. “We estimate Hempaguard has led directly to average fuel savings of approximately 4% compared with other conventional antifouling systems that we have used,” explains Jan Rindebæk, CTO at Uni-Tankers. “Due to these good results, we have decided to use Hempaguard on most of our other vessels. Four vessels received full Hempaguard coating systems in 2015, and all these vessels have already registered the same fuel saving patterns as Fionia Swan.” Since Hempaguard was launched on the market in September 2013, it has passed over 500 full-ship applications and has developed a reputation in the industry for reliable fuel-saving performance. All this means is that there is finally a hull coating that performs as promised. Not only that, but it will continue to deliver fuel and emissions savings over the entire docking

The Seri Amanah in drydock Page 34 – www.shipandoffshorerepair.com

interval, regardless of whether or not the vessel changes trading patterns or sits idle for a number of months. As a result, shipping operators can finally utilise their fleets as the business demands, without sacrificing fuel efficiency.

Petronas contract for Jotun Malaysia’s Petronas has selected Jotun’s Hull Performance Solutions (HPS) anti-fouling system for two LNG tankers chartered from MISC. Advanced anti-fouling coatings and a full suite of performance measurement sensors will now be applied to the LNG tankers – the 145,000 m3 Seri Amanah and the 130,405 m3 Puteri Zamrud in a move that will increase vessel efficiency, substantially cut fuel costs and reduce CO2 emissions by 10%. Jotun is an established leader in antifouling coatings that limit the growth of organisms on hulls and HPS provide measurable hydrodynamic performance gain. This delivers complete insight into longterm hull performance – including fuel and emission savings - demonstrating proof

of (ROI) Return on Investment. “As a responsible energy company, we are committed to meet the world’s energy needs in a sustainable way and minimising our impact on the environment,” comments Ahmad Adly Alias, Vice President of LNG Marketing & Trading of Petronas. “By choosing the right anti-fouling coating, we can enhance the efficiency of our vessels, helping us in our continual effort to reduce fuel cost and the carbon footprint of our operations worldwide.” Morten Sten Johansen, Jotun’s Regional Sales Director HPS, says the documented proof of HPS’ efficacy is a compelling proposition for ship operators concerned with both environmental and business performance. He explains, “We recently released details of the first five year drydocking for the very first vessel to be treated with HPS, the 51,414 dwt bulk carrier Penguin Arrow. The data from its 60-month operational period showed that CO2 emissions were cut by some 12,055 t, translating to a total fuel saving of US$1.5m. This is real proof of real performance. “HPS’ combination of silyl methacrylate coating technology and a ISO 19030 compliant measurement system delivers significant, and proven, emission and cost savings. We, and a growing number of ship operators, see this as ‘low hanging fruit’ when it comes to increasing vessel efficiency and safeguarding the environment.”

Paints & Coatings Petronas has operations in over 50 countries around the world and is a fully integrated oil and gas company responsible for Malaysia’s national oil and gas resources. The firm is committed to applying the latest technological solutions to improve performance as it moves towards achieving a sustainable energy future. Johansen notes, “Major industry players like Petronas represent a growing cluster of environmentally responsible operators who recognise the value and benefits of advanced anti-fouling coatings. They, like us, are focused on contributing to a more efficient and sustainable industry. Improving hull coatings and performance is a fundamental part of that push.” Meanwhile, its taken 12,000 hours of development work, involving 53 expert stakeholders, across more than three years, but ISO 19030 is finally nearing publication, in a move that has the potential to save the shipping industry as much as $30bn in annual fuel costs. In response Jotun, a global leader in marine anti-fouling coatings, has adapted its HPS guarantee to ensure it is fully ISO/DIS-19030-2 compliant. The standard, which prescribes practical methods for measuring changes in shipspecific hull and propeller performance, has now been approved by the ISO’s Draft International Standard (DIS) ballot, with 93% of country representatives voting in its favour. This resounding approval rate paves the way for final publication, with ISO 19030 expected to be publically available at the end of the third quarter of 2016. Geir Axel Oftedahl, Jotun’s Business Development Director, HPS, managed the project on behalf of the International Organisation for Standardisation (ISO) and is clear about its importance. “Poor hull and propeller performance is estimated to account for around 10% of the world fleet’s energy costs ($30bn),” he notes. “There are very effective solutions for improving performance but, until now, no globally recognised and standardised way for measuring this and providing return on investment for ship owners. ISO 19030 satisfies that demand, prescribing measurement methodology and defining performance indicators for hull and propeller maintenance, repair and retrofit activities. “We believe this will provide much needed transparency for both buyers and sellers of fuel saving technologies and solutions, and, in doing so, enable the industry to operate with genuinely enhanced efficiency and environmental performance.” Page 36 – www.shipandoffshorerepair.com

Oftedahl has, since 2013, managed a project involving 53 experts in an ISO working group convened by Svend Søyland of Nordic Energy Research in a bid to develop a standard that is comprehensive, accurate and workable worldwide.  This wide-ranging group encompasses ship owners, ship builders, class societies, paint manufacturers, performance monitoring companies and research institutions. With the standard now on the cusp of final approval, Jotun is moving to ensure that the HPS offering is fully compliant. “The standard gives customers peace of mind and we’re acknowledging that by refining our HPS High Performance guarantee,” he comments. HPS is Jotun’s market leading solution combining SeaQuantum X200 silyl methacrylate antifouling coating technology with a full suite of sensors to measure hull performance and speed loss. “Previously we used our own methodology as the basis for the guarantee, promising to refund customers the cost of the HPS upgrade if their vessel hulls failed to meet performance targets,” Oftedahl explains. “However, now that a universal standard is so close to publication, we will use it as the foundation for the guarantee, effectively leading the industry with the first ISO/DIS 19030 compliant performance promise.” HPS, which launched to the market in 2011, has proved its efficacy in delivering long-term efficiency and performance gains.

Greek owner receives carbon credits from IP Greece’s Neda Maritime Agency has become the world’s first shipowner to be awarded carbon credits through landmark methodology developed by AkzoNobel’s Marine Coatings business (International Paint). A total of 13,375 carbon credits, potentially worth around US$60,000, have been presented to Neda Maritime via the award-winning programme.  Launched in 2014, it is the first scheme of its kind that financially rewards ship owners for using sustainable hull coatings that improve operational efficiencies and reduce emissions. The carbon credits were accrued by the 319,180 ULCC Argenta, which was converted from a biocidal anti-fouling system to a premium, biocide-free advanced hull coating from AkzoNobel’s Intersleek range – part of the company’s  International brand – that is proven to reduce fuel consumption and CO2 emissions on average by 9%. Costas Mitropoulos, Technical Director at Neda Maritime, said, “We are proud to be the world’s first ship owner to receive carbon credits from AkzoNobel’s carbon credits initiative. As the shipping industry faces more pressure to improve its sustainability, we continue our commitment to further increase

Carlos Soler, AkzoNobel’s Business Director for Southern and Eastern Europe (left) presenting 13,735 carbon credits to Costas Mitropoulos

Paints & Coatings our environmental performance standards. To that respect we see a great potential in AkzoNobel’s pioneering carbon credits initiative as part of our strategy to deliver sustainable and successful business.” Oscar Wezenbeek, Managing Director of AkzoNobel’s Marine Coating’s business added, “This is a landmark moment for AkzoNobel, Neda Maritime and the wider shipping industry. It demonstrates how our carbon credits initiative can incentivise investment in more sustainable practices, accelerating carbon reduction within the shipping industry and enabling owners to gain from operational, environmental and bottom-line benefits from clean technologies.” Neda Maritime will use its carbon credits to voluntarily offset other sources of CO2 emissions within its business, as part of its commitment to reducing its impact on the environment. Each carbon credit accrued represents the avoidance of 1 tonne of CO2 being emitted to the atmosphere, meaning that the company has offset a total of 13,735 tonnes of CO2 from its business. AkzoNobel’s carbon credits initiative was developed in conjunction with The Gold Standard Foundation and Fremco Group. In total, the issuance of the first carbon credits to be awarded through AkzoNobel’s initiative has seen more than 126,000 carbon credits awarded to Neda Maritime and a second ship owner, which has 15 vessels enrolled in the scheme. The name of this second ship owner will be announced shortly.

Greek use of Ecoshield In the last 2.5 years the rudders and nozzles of 10 tankers owned by Greece’s Pleiades Shipping Agents have been coated with Ecoshield. Several of the vessels have since drydocked again without needing a recoat on these areas much to the satisfaction of the owner. At the end of 2013 Pleiades had the rudder of the 61,281 dwt crude oil tanker Evrotas coated with Ecoshield. It then went on to coat the rudders of other ships. As of April of this year 10 tankers had their rudders coated with Ecoshield. Seven of these ships also had the coating applied on their nozzles at the same time, two more had the nozzles coated when they came in for a scheduled drydocking last year after sailing with Ecoshield on their rudders for two years. No Ecoshield repaint was needed on these vessels, nor will it be during future dockings. At the most, quick and easy touch-ups amounting to less than 1% of the surface area will be required. Pleiades’ Technical Director Miltos Synefias commented that the decision to apply the coating on the first vessel was not an easy one, but that the obtained results made the choice to extend the coating to the other vessels obvious. Ecoshield will prevent corrosion damage from reoccurring on an existing ship or can protect the rudder(s) of a newbuild vessel against cavitation and corrosion damage for

the life of the vessel. Ecoshield is guaranteed for ten years. More and more owners have Ecoshield applied on the rudders and other running gear of a large part of their fleet or have it included in the rudder specs of their newbuild vessels. These owners invest in the right coating system for protection because they know the savings it will bring them. Meanwhile, Subsea Industries has recently announced a new product for filling and building up a corroded and pitted steel surface to its original form prior to recoating with Ecoshield. Ecofix is as tough as the steel itself, machinable, and can be used to repair most pitting or corrosion damage on rudders, stabiliser fins, thrusters and other underwater gear. Ecofix is used in combination with Ecoshield, the ultimate rudder protection coating. When a rudder or other piece of underwater ship gear has not been properly protected, the surface will become corroded. Cavitation damage can cause severe pitting. 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. And because it is part of the Ecospeed/Ecoshield family, it is fully compatible with the coating.

Nippon Paints forms new European company in Germany

One of the Pleidas’ ships in drydock Page 38 – www.shipandoffshorerepair.com

Japan’s Nippon Paint Marine Coatings, Kobe and Wilckens Farben GmbH of Glückstadt, Germany have announced the formation of Nippon Paint Marine (Europe) GmbH. The new company is a joint venture of the two partners, who have been working together in the marine paint market for the last 10 years. The company will be based in Glückstadt/Elbe near Hamburg. It will be responsible for all of Nippon Paint’s marine sales activity in Europe and Turkey. With around 35 experienced marine coating sales professionals based all over the continent as

Paints & Coatings well as a dedicated team of coating advisors the new company will ensure the continuity of both companies track record of success, technical innovation and service. “Our unique and advanced coating systems have already been used to satisfy some of the world’s most reputable and well known customers. Now, as we have joined our forces in Europe, we are sure that we can expand our activities and become a major marine paint supplier also in Europe,” states Michel Wilckens, the new Managing Director of the company. “Our customers in Europe can only benefit from this new set-up and from the strengthening of our position within the Nippon Paint Marine network.” Yoshiaki Kuroda, President of Nippon Paint Marine states, “We look forward to welcoming new European customers to discover the technical advantages of Nippon Paint’s world-leading technology.”

EU funding for PPG Holland’s PPG’s protective and marine business has received EU Funding for an exciting new project which aims to produce an innovative fouling protection system for commercial vessels.  A project development group including PPG, MACtac, Meyer Werft/ND Coatings, VertiDrive and Hamburg Ship Model Basin HSVA are currently working together to establish an automatic application process for allowing an innovative selfadhesive/fouling release film to be used on commercial sea-going vessels. This process will allow shipowners and operators to enjoy the superior fouling release properties and drag reduction capabilities of the PPG Sigmaglide self-adhesive film. PPG Product Manager Christophe Cheikh says, “The eSHaRk (eco-friendly Ship Hull film system with fouling Release and fuel saving properties) project aims to bring to the market a fouling protection technology which not only maintains the current state-of-the-art fouling protection standards but is superior to existing paint-based solutions in terms of eco friendliness, easiness of application, robustness and drag reduction effects, all of which will lead to fuel savings and the reduction of GHG emissions.” Page 40 – www.shipandoffshorerepair.com

The system incorporates a fine-tuned fouling release system, based on PPG’s premium 100% silicone binder technology, and a selfadhesive film specially designed by MACtac for underwater use. As part of the eSHaRk project, new, robotised application technology is being developed by VertiDrive which will be used to apply the film on large commercial vessels in an automated way. Furthermore, the surface morphology of the film will be optimised to enhance drag reduction, fuel savings and emissions reduction benefits to a level previously unattainable. After extensive laboratory testing, including flow channel drag reduction experiments conducted in a state of the art flow channel at HSVA, several small scale in practice applications have been successfully conducted and PPG is now looking for full scale testing and validation in operational conditions before market entry with the support of ND Coatings/Meyer Werft. The number of trial applications is continuously growing and the advantages of the system are being clearly demonstrated. To date, the film system is offering clear advantages at newbuild stage. These advantages can be grouped under two categories: Productivity improvement with an easier and faster application of the fouling release system without the traditional constraint of overcoating intervals; Minimum impact on Environment, Health and Safety requirements, waste reduction, no VOC emission, minimising the need for safety equipment at time of application. Going forward, both the number of trials, as well as the size of trial vessels will be increased in order to validate the system thoroughly prior to full scale commercial launch. This validation phase will confirm the benefits for the ship operator in terms of fuel consumption and greenhouse gas emission reduction.  Cheikh continues, “Fouling is a constant challenge for the shipping industry. A number of fouling protection technologies currently exist, the most widely used being spray-on antifouling and fouling release coatings. However, these solutions face a number of challenges concerning their environmental impact, the efficiency of their application on ship hulls, and their effectiveness in protecting vessels against fouling. The new eSHaRk technology applies state of the art PPG silicone fouling release technology

PPG’s Christophe Cheike specially tailored for fully controlled industrial application onto a self-adhesive film specially designed for underwater exposure. This enables PPG and partners to deliver an environmentally friendly and easy to apply fouling release solution that exceeds the performance of fouling release technology currently available on the market. “The eSHaRk solution is expected to have superior drag reduction properties compared with existing anti-fouling and fouling release technologies (up to 10% drag reduction as compared to currently available maximum 5%). This new film-based technology thus has the potential to set a new standard in the market for fouling protection products.” The PPG Sigmaglide fouling release film solution under development within the eSHaRk project has a targeted launch date of 2018. SORJ

Page 42 – www.shipandoffshorerepair.com

Underwater Repairs attendance were technicians from Stone Marine and Nakashima Propeller.  Fortunately the broken chain link was the only damage found on the bow thruster and no foreign debris was found in the bottom of the gear case after being inspected by the dive team. The bow thruster was fully tested on completion of the operation and the diver observed the controllable pitch blades cycling port to starboard as operated by the vessel during SME Award Winner these final checks. • A COMPREHENSIVE SERVICE WITH PROVEN EXPERTISE • All parties were very pleased with 1 SUNVIEW ROAD • #02-40 • ECO-TECH@SUNVIEW • SINGAPORE 627615 TEL: (65) 6861 4711 • FAX: (65) 6862 4711 the results and AFTER HOURS - TEL: (65) 6251 6191 • HP: (65) 9638 4024 commented that E-mail: [email protected] Website: www.uwsc.com.sg the operation had been ‘well planned and carried out. Every blade on the propeller executed’ by the One Ocean team. had been damaged and would require UMC’s One Ocean network was various repair procedures to be carried out. also approached for a propeller repair The repairs included cold static straightening after a vessel made contact with a buoy of the deflections, removal of fractures whilst in transit. The propeller blade tips on the mechanical edge using grinding were damaged by the buoy and a UMC techniques and rebalancing the propeller Technician was flown out to Las Palmas on completion. All repairs followed the to access the damage and decide what 2013 ABS rules and the limits of technology repairs were needed. As soon as the UMC brief ‘underwater straightening of marine Technician arrived a full inspection was

HullWiper available in Rotterdam GAC EnvironHull, part of global shipping, logistics and marine services provider GAC Group, has announced that its pioneering hull cleaning system, HullWiper, will be available to shipowners berthing in the Port of Rotterdam from the summer. Christer Sjödoff, GAC Group Vice President, Commercial, says, “As the gateway to the European market and a port that pioneers new thinking around the environment, Rotterdam is the perfect location for HullWiper. We believe that European ship owners will continue to see the commercial and environmental benefits of the technology, as already seen in Norway, Denmark, Sweden and Spain. “Our upcoming launch event and panel discussion, organised in conjunction with the Port of Rotterdam, further underlines GAC EnvironHull’s commitment to the service in the Netherlands, and sends the message that the GAC Group is pushing the boundaries of innovation and environmental compliance.”

Activities at UMC UMC recently attended a vessel in Amsterdam alongside its One Ocean partner All-Sea Enterprises to carry out a replacement of a chain link to the pitch feedback indicator on the vessels bow thruster. The enquiry came in via the propeller manufacturer. It was reported that the vessel’s thruster was working well but the ship was unable to tell the pitch of the propeller and it’s positioning. The issue appeared to be with the bow thruster chain link to the pitch feedback indicator, however, replacement of the chain had not been performed underwater before so presented UMC with a new challenge. In

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Work by UMC on the replacement of a chain link to the pitch feedback indicator Volume 14 Issue 1– Page 43

Underwater Repairs propellers’. Meanwhile, UMC were recently asked to replace a PBCF on a vessel during its scheduled stops at Antwerp and Rotterdam. The UMC dive team and project manager removed the old cap and seal during the call to Antwerp in order for the machining of the cone cap flange to be completed before the installation of the new cap in Rotterdam. The new cap was positioned and the new seal was installed along with the securing bolts. The seal showed good compression and there were no visible gaps. The securing bolts were then tag welded for the final installation. Grease was then injected into the cone and the plug was re-positioned.  Flow Enhancing Propeller Caps can be retrofitted to existing propellers whilst the vessel is afloat and this is proving to be very popular due to its significant cost saving. This can be done quickly and efficiently leaving next to no disruption to a vessels schedule. The PBCF is essentially a modified propeller boss cap with fins. The number of fins reflects the number of propeller blades as they rotate with the propeller.

Hydrex operates world-wide A ro/ro vessel recently suffered corrosion damage to the aft starboard side shell plating. Hydrex mobilised a team from Tampa Bay to Palm Beach to perform a Class-approved permanent underwater insert repair.   The divers installed a cofferdam over the waterside of the affected area. Because the damage was situated in the turn of bilge it was essential that the cofferdam was modified to fit perfectly over the rounded shape of the hull. The frame covering the damage was then removed. This allowed the team to cut away the damage and the surrounding area. Next they positioned a new insert plate, which was welded. An independent inspector carried out ultrasonic testing and the repair was approved by the classification surveyor who was present during the operation. A team of Hydrex diver/welders also recently blanked all underwater openings of four offshore vessels to keep them safe during a cold stacking period in Dunkerque. Page 44 – www.shipandoffshorerepair.com

Two hydrographic survey vessels, an oceanographic vessel and an offshore installation vessel were laid up in Dunkerque for a long period. It is essential that they are kept safe during this period, especially the underwater part of the ships, which needed additional protection against the constant Hydrex divers at work in New Zealand exposure to salty seawater. For this reason Hydrex was asked performed by Hydrex. Immediately after the to develop a fast and complete solution operation was confirmed Hydrex’s technical to close off all the underwater openings of department arranged for a rapid mobilisation the vessels including sea chests, overboard of a team of Hydrex diver/technicians to the valves and box coolers. container vessel’s location in New Zealand, Once the operation was approved, together with all the needed equipment. Hydrex mobilised a larger team to the The diving team first set up a monitoring vessels to carry out the plan. One by one station. The operation then started with a the underwater hulls were completely closed thorough underwater inspection of the stern off. Between 30/40 blanks were installed on tube seal assembly. The inspection revealed each ship, ranging from small 10 cm x 10 that the rope guard had gone missing and cm plates up to very large 4 m x 4 m. that the bolts were broken off. Recently a Hydrex team carried out afloat The divers installed the flexible mobdock propeller operations on vessels in Belgium around the stern tube seal assembly creating and the Netherlands. In Antwerp the a dry underwater environment so that they damaged blades of a 190 m ro/ro vessel could work in drydock-like conditions. The were cropped, while in Amsterdam and split ring was then disconnected and brought Rotterdam the propeller blades of two 229 m to the surface to be cleaned. After cleaning bulkers were modified to allow the ships to the entire assembly, the team removed the save fuel while sailing at lower rpm. damaged seals one by one and replaced A ship with bent or cracked propeller them with new ones. blades might experience severe vibrations All parts of the stern tube seal assembly while sailing. The classification society might were then reinstalled and secured. Leakage demand a repair before the vessel is allowed tests were carried out with positive results, to sail on. By straightening the blades or after which the divers removed the flexible cropping them, Hydrex can restore the mobdock. propeller’s balance, resulting in a green light from the class for the vessel. In April a Hydrex team carried out underwater stern tube seal repairs on a containership in Tauranga, New Zealand. The ship was suffering from an oil leak and was not allowed to sail. Because no drydock was available close by an on-site repair was necessary. Taking advantage of the Hydrex flexible mobdock technique the team Oslo’s Miko Marine has introduced a was able to carry out the entire operation magnetic sledge that is capable of retrieving underwater. ferrous objects small as a fingernail from The following case study gives an account underwater. Measuring 2 m x 1 m, the sledge of a recent underwater stern tube seal repair is made from aluminium and equipped with

Miko Marine introduces magnetic sledge

Underwater Repairs 10 powerful permanent magnets. When towed over the seabed the sledge can pick up objects that may be covered by sand or silt and achieve results that would be difficult or impossible for divers to equal. Each magnet is suspended independently beneath the sledge from a flexible mount that enables it to pass over rough or broken ground without damage or becoming snagged. Capable of working at any depth, the sledge can be equipped with a video camera and an acoustic positioning system such as a Sonardyne Scout linked to a GPS chart plotter. This enables it to follow an accurate search pattern and ensure that nowhere is missed.  The sledge is typically fitted with buoyancy to offset the weight of the magnets so it can be handled efficiently and for the height at which it is towed above the seabed to be precisely controlled. The Miko magnetic sledge is a potentially useful tool for police and accident investigations. One was recently used to successfully recover parts from a Super Puma helicopter that tragically crashed into the sea near Bergen, Norway in April. The aircraft went down with the loss of two crew

and 11 passengers during a flight from the Statoil Gulfaks-B platform. It went into relatively shallow water close to the shore near Turoey and subsequently caused the world’s fleet of Super Puma helicopters to be grounded until the cause of the accident is known.  Although much of the wreckage was quickly recovered, accident investigators were anxious to study the helicopter’s transmission. The Accident Investigation Board of The Miko Marine sledge being lowered into the water Norway consequently commissioned Miko 700 m, working 12-hour shifts over a period Marine to design and of two weeks ending on May 20th. By the build a sledge that could be used to recover ferro-magnetic debris hidden beneath the end of the search a number of metal objects seabed around the crash site. had been recovered for analysis including The sledge was operated from a 12 m the vital components from the helicopter’s workboat catamaran that surveyed an area transmission system. of seabed measuring some 400 m by SORJ

Volume 14 Issue 1– Page 45

Machinery repairs Napier Turbochargers achieves ISO Standard Napier Turbochargers, Environmental Management System has recently achieved accreditation to ISO 14001:2004. The initial commitment to achieving accreditation was made in February 2015 and after a long and extensive project, culminating in a week-long audit undertaken by BSI, the application was approved and accreditation was achieved. ISO 14001 is an internationally agreed standard that sets out the requirements for an environmental management system. It helps improve environmental performance through more efficient use of resources and reduction of waste, gaining a competitive advantage and the trust of stakeholders. An environmental management system helps organisations identify, manage, monitor and control their environmental issues in a holistic manner. It also includes the need for continual improvement of an organisation’s systems and approach to environmental concerns. In addition to the primary reason of helping the organisation become more environmentally friendly, additional benefits are gained by consistent delivery, reduction in errors and re-work, reduced use of raw materials, and production of less waste, achieving positive commercial benefits to both the organisation and its clients. Ewen Hamilton, Head of Sales and Marketing, Napier Turbochargers, commented, “We are delighted to announce that Napier Turbochargers Ltd, as part of Wabtec UK Holdings, has achieved ISO14001 certification awarded by BSI. This is recognition that Napier has an effective environmental management system in place in order to address our environmental responsibilities and impacts whilst at the same time striving to meet and exceed stakeholder expectations in terms of sustainable growth and corporate social responsibility.”

Federal-Mogul simplifies lube oil challenge by Charlie Bartlett With the onset of a multi-fuel market, the necessity to carry various different cylinder oils has become a major concern – and cost – for ship operators. But a system of specially Page 46 – www.shipandoffshorerepair.com

contoured piston rings designed by FederalMogul Powertrain, holds cylinder lubricant for much longer and distributes it over a wider area, driving down lube oil use over time. Working in tandem, the three eWAVE twostroke piston rings apply oil over an area of the bore ten times larger with up to 20% less lubricant. The geometry of the uppermost piston ring is able to scoop lube oil down away from the combustion chamber, where cylinder lubricant is usually and ineffectually burned off. The lowest ring smears lube oil upwards and away from the crankcase. Using this technique, the smoothly lubricated cylinder reduces friction and saves fuel. The four-stroke counterpart to eWAVE, LKZ, is a single patented ring, stepped in a specific geometry to scrape downwards, towards the crank, but not up. “Typical piston rings apply equal pressure to the cylinder bore on the downstroke and the upstroke,” says Head of Application Engineering Peter Schmidt. “By providing a greater effect during the downstroke, our LKZ ring is so effective in pulling oil away from the combustion chamber that we are able to reduce ring tension and friction, so improving the fuel efficiency of the engine and at the same time improving oil consumption.” Like Federal-Mogul’s other piston rings, eWave and LKZ rings are manufactured in an apple shape – what the company calls “negative ovality” – which reduces pressure on the ring during the expansion and contraction processes at either end of the cylinder. “Negative ovality helps the ring conform evenly to the deformed shape of the hot cylinder liner, reducing oil consumption and wear, in both two-stroke and four-stroke engines,” says Schmidt. While this extends the lifespan of the piston rings themselves by 15-30,000 running hours, the sulphur in HFO is highly corrosive and requires a number of other strategies, says Schmidt. “It’s a question of what is the future. High sulphur fuels give us the challenge of more corrosion in the system. You have to protect the side faces of the piston rings. Scrubbers would allow the engine to continue burning HFO. For the piston rings we would add side face coatings to protect these.” With regard to new materials, the company has made some impressive strides in materials technology, using advanced metals to extend the lives of its products. “Our CKS 36 (chrome ceramic) or GDC 50 (chrome diamond) galvanic coating are often used in corrosive environments. Some hours with fuel

The Federal-Mogul eWAVE two-stroke piston ring with high sulphur content with a too low TBN in the lube oil will not damage the piston rings,” Schmidt explains. Will new low-sulphur fuels have a more detrimental effect on the piston rings? “The rings are too far away from the flame,” Schmidt responds, “so I do not see a risk. If ships are running on low-sulphur fuel, this would be beneficial for us.” But the Federal-Mogul piston rings used in two-stroke MAN engines take still a different approach. Comprised of the element molybdenum, coatings are applied through thermal spraying at between 3,100 and 20,000 °C. As sulphur attacks the coating, Schmidt explains, the heat forms molybdenum sulphide, a lubricant, which actually increases the lifespan of the piston and other engine components. “These coatings like the sulphur. We see the sulphur as both an enemy and a friend.” This cutting-edge materials science extends to other areas of the ship too. Federal-Mogul’s DEVA brand, which makes hard-wearing industrial bearings for many industries, including mining, farming and construction, could now provide an alternative answer to the US Coast Guard Vessel General Permit (VGP) regulations. Deva bearings use metal carefully impregnated with a solid lubricant, applied in a combined sintering/rolling process. The lubricant, if applied to a ship stern tube or a controllable pitch propeller, enables a vessel to cut down or completely do away with expensive VGP-mandated biodegradable oils. Stocking of various oils on-board is not only a problem for deepsea shipping, however. A new type of specially machined piston head called Monosteel EnviroKool, for high-speed engines, features a combination

Machinery repairs of coolant oil and inert gas, sealed inside the coolant chamber or “gallery” for the lifetime of the component. Having the ability to cool itself effectively not only reduces the amount of engine lube oil required to keep the pistons cool, but it also allows the pistons to run at temperatures 100°C higher than they otherwise might, making for more efficient combustion and lower fuel consumption.

Greek contract for MAN’s Kappel propellers MAN Diesel & Turbo (MAN) has won the order to supply Greece’s Danaos Shipping with fixed pitch Kappel propellers, propeller boss caps with fins, and Engine-Power Limitation for two containerships – the 101,612 dwt (8,500 teu) sisterships CSCL Europe and CSCL America. Dimitrios Vastarouchas, Technical Director & Deputy Chief Operating Officer of Danaos said, “At Danaos we look forward to have the vessels upgraded. Our R&D Department has conducted very thorough investigations before concluding what the right upgrade solutions for these vessels are and we are confident that the vessels will be highly competitive in the market once upgraded.” Both containerships are powered by MAN B&W 12K98MC-C main engines rated at 68,520 kW at 104 rev/min. In connection with the propulsion upgrade the main engines will be limited to 44,000 kW at 89.7 rev/min, however, top speeds of more than 23 knots will still be available. Along with the upgrade of their propulsion systems, the vessels will also enter drydock to rebuild their bulbous bows. Combined with the already installed Turbo Charger Cut Out, these comprehensive upgrades are expected to reduce fuel consumption at the new optimisation speed of 18 knots by a total of more than 15% compared to the vessels as they were delivered from the new building shipyard in 2004. The upgrade packages will make the Danaos container vessels among the most competitive mid-size container vessels in the market. Most mid-size container vessels were often originally designed and built to operate at much higher speeds than it is the case today and accordingly, their propulsion characteristics can be optimised. To this end, MAN PrimeServ’s Retrofit & Upgrade Departments in Copenhagen Page 48 – www.shipandoffshorerepair.com

and Frederikshavn started up a ‘Vessel & Engine Specific Study’ in 2015. The project researched 12 different potential solutions for optimising propulsion using diverse MAN technologies and products individually and in various combinations. Concurrently, Danaos ran some 35 concept studies on the optimisation of its vessels at their in-house R&D department before concluding on how to proceed. Before the final choice of solution was made, exhaustive CFD-simulations and model tank tests were also carried out at the Krylov State Research Centre (KSRC) in St. Petersburg, Russia. Besides verifying the performance of the new Kappel propellers and the new bulbous bow design a primary reason for carrying out model tests was also to ensure that the new propellers for the CSCL Europe and CSCL America would have the correct light running margin (LRM). A temptation with optimisation projects can be to deliberately reduce the LRM below the optimal in order to give the propellers a slightly higher efficiency. Ultimately, a propeller layout with a reduced LRM will however be at the expense of the engine’s SFOC whereas the full potential of the propulsion upgrade will not be exploited in full scale. Instead, the philosophy at MAN is to avoid looking at individual components alone and to look at the complete propulsion drive train in a holistic fashion where components are viewed in terms of the mutual influence they have on each other.

MAN’s Kappel propeller

Apart from the new Kappel propeller and propeller boss cap with fins – both designed for the reduced engine output – the containerships will also, while in dock, have their bulbous bows altered to a design that better matches their future operation profile – an operation popular known as a ‘nose job’. The new propellers will be of the highly efficient Kappel design from MAN. The unique design of the Kappel propeller with its forwardly swept propeller blade tips reduces the tip vortex and consequentially the drag of the blades through the water. An additional effect of the Kappel design is lower pressure pulses induced to the hull allowing a smaller clearance between the hull and propeller blade tips. As a result of this the propeller diameter can be enlarged which increases the efficiency of the Kappel propeller even further. The Kappel propeller design concept was originally developed by the Danish inventor Jens Julius Kappel and after a decade of close cooperation overtaken by MAN Alpha at Mr. Kappel’s retirement. Combined with the knowledge from MAN Alphas more than 100 years of propeller design and refined to today’s concept the Kappel propeller design is among the most efficient propeller designs in the world. With a diameter of approximately 9 m the five-bladed propellers will be the largest fixed pitch Kappel propellers delivered to date. They will be manufactured by MAN Diesel & Turbo licensee, Zhenjiang Tongzhou Propeller Co. Ltd in China along with the

Machinery repairs new propeller boss caps with fins – an efficiency improving device for reducing the hub vortex and drag behind the propeller hub. The new Kappel propellers and propeller boss caps with fins contribute with an efficiency gain of 6% which can be directly transferred to reductions in fuel oil consumption and emission. Kjartan Ross, Business Development Manager of MAN said, “I started my career in the maritime industry in 2004 – same year as these vessels were delivered. Taking the fairly high top speed of more than 23 knots still available after the upgrade into consideration I am continuously impressed by how much technology has leaped forward in the maritime industry just during these last 12 years.” The propellers will be delivered directly to the shipyard where installations of the new propellers and bulbous bows have already been tentatively scheduled for July and September 2016. Engine Power Limitation (EPL) is a simple way of reducing the power output of the engine by changing the governor settings. Indirectly, EPL has a fuel oil saving effect as a reduced power output can have a positive

effect on other efficiency improving initiatives such as propeller upgrade and engine tuning. As an example the Kappel propellers in this upgrade have been designed for a reduced engine power of 44,000 kW at 89.7 rev/min, whereas a limitation of the power output is needed. By doing so the Kappel propeller can be optimised better for the new optimisation speed of 18 knots adding additional fuel oil saving to the upgrade package. Combining EPL with a propeller upgrade does however not only enable a better optimisation of the propeller efficiency; it also allows weight reductions of the propellers and hence reduces both the propeller cost and the overall cost of the upgrade package. Vessel and engine upgrades often have an impact on torsional vibration and NOx. When a low-load tuning method such as a Turbo Charger Cut Out or a propeller upgrade is installed, the torsional vibrations’ impact and the NOx level have to be taken into account to ensure that the vibrations’ impact is not harming the propulsion drive train and that the NOx level is in compliance with IMO regulations. All the required

calculations and class approvals are included in the MAN upgrade package.

Improved support via Wärtsilä Genius service The Wärtsilä Genius service offering now supports customers’ business even better than before. The newly launched Wärtsilä Offline vibration analysis service monitors the health of propulsion and other rotating equipment. In addition, Wärtsilä Engine efficiency monitoring service is now available for dual-fuel engines. Wärtsilä Condition based maintenance service has been updated to allow daily follow-up of equipment condition, enabling Wärtsilä to take a more proactive role in supporting the customers’ business. During November 2015, Wärtsilä launched Wärtsilä Genius services, a new area of expertise designed to help customers optimise their operations and seize the opportunities offered by digitalisation. The service concept is based on comprehensive

Volume 14 Issue 1– Page 49

Machinery repairs

The Wärtsilä Genius customer support service optimisation of customers’ business and entire installation instead of focusing on maintenance and servicing alone. Wärtsilä has signed several maintenance agreements that benefit from Wärtsilä Genius services, using real-time data and analytics. “The main concerns for all our customers are uptime and cost-efficiency, both of which have a direct impact on profitability. We are developing Wärtsilä Genius services with these concerns in mind - we want to ensure that our customers can get the most out of their assets, while operating in a safe and environmentally friendly way,” says MikkoTepponen, Director Digitalisation, Wärtsilä. Wärtsilä Offline vibration analysis service is a new service for propulsion and other rotating equipment. This expert service analyses measurement data from the equipment to determine their condition and possible maintenance needs. With it, component defects, alignment issues and balance problems can be detected and remedied before they have a chance to cause significant damage. “With Wärtsilä Offline vibration analysis, our customers can avoid costly downtime and enhance the reliability of their equipment. By observing and analysing the health of propulsion equipment we can help them extend the lifecycle of their assets and thereby improve their profitability,” Tepponen says. The Wärtsilä Engine efficiency monitoring service is now available for dual-fuel engines. With this service, customers can optimise their fuel consumption by adjusting their operations according to real-time data. The service includes expert advice on overhaul and operational pattern. By extending the service to DF engines, Wärtsilä Page 50 – www.shipandoffshorerepair.com

is strengthening its strategic focus on gasfuelled engine technology. The Engine efficiency monitoring service also serves as a solid foundation for developing efficiency monitoring to include a wide range of operations of a gas or DF engine operated ship or power plant. Wärtsilä has also updated the Wärtsilä Condition based maintenance service the new CBM allows daily follow-up of key operational data in addition to the monthly reporting. CBM improves the availability, reliability and performance of the customer’s installation. This service provides essential data and insight about the state of the equipment and includes expert recommendations concerning the optimisation of maintenance intervals. With the new improvement, Wärtsilä will be able to take a more proactive role towards customers if and when needed.

Chinese and Canadian contracts for ABB ABB will supply its on-board motion monitoring and forecasting system to Coscol’s 48,293 dwt semi-submersible heavy lift vessel Xiang Rui Kou, meaning the entire fleet of Cosco Heavy Transport now benefits from the software.  The system that will be installed is a mixed software and motion measurement set-up that on one hand provides clear advice on how to operate the vessel and her cargo through heavy weather, and on the other hand gives clear warnings on the bridge when certain motion thresholds are exceeded. “Ship operators

are increasingly looking at ways to exploit the increased connectivity of ships and ABB has compelling Marine Software solutions to increase safety and efficiency,” said Juha Koskela, Managing Director of ABB’s Marine and Ports business unit. ABB and Cosco Heavy Transport have a track record of successful co-operation with ABB’s decision support system on-board six of its semi-submersible vessels for several years. Cosco’s semi-submersible newbuild, Xiang He Kou, is also currently being outfitted with ABB’s Motion monitoring and forecasting system. With the latest order for the Xiang Rui Kou, the whole fleet of seven semi-submersible heavy transport vessels will be making use of ABB’s Marine Software. Marc Beerendonk, Director of Engineering from Cosco Heavy Transport said, “Now we have connected all our vessels to this software we are able to fully utilise ABB’s Fleet Portal, so all the motion related data collected from the whole fleet can be tracked and benchmarked. By doing so, we are able to increase the safety of the voyages and the comfort level of our client significantly.” The motion and forecasting system combines wave measurements, weather forecasts, and navigation with ship characteristics, loading conditions, and motion sensor measurements. This facilitates continuous monitoring as well as simulation and forecasting of the ship responses and performance. Warnings can be instigated for possible hazards and their consequences. Xiang Rui Kou has a cargo deck of 177 m x 43 m. Meanwhile, ABB is to modernise a Canadian Coast Guard icebreaker, installing the latest hardware and software on-board the 5,910 displacement tonnes, 38-year old CCGS Pierre Radisson. As part of the complete upgrade to the ship’s power distribution system, eight new drives will also be installed.  The contract includes the option to modernise the other two Coast Guard

The Xiang Rui Kou

Machinery repairs

Volume 14 Issue 1– Page 51

Machinery repairs

The CCGS Pierre Radisson service is now available for dual-fuel engines. With this service, customers can optimise their fuel consumption by adjusting their operations according to real-time data. The service includes expert advice on overhaul and operational pattern. By extending the service to DF engines, Wärtsilä is strengthening its strategic focus on gasfuelled engine technology. The Engine efficiency monitoring service also serves as a solid foundation for developing efficiency monitoring to include a wide range of operations of a gas or DF engine operated ship or power plant. Wärtsilä has also updated the Wärtsilä Condition based maintenance service the new CBM allows daily follow-up of key operational data in addition to the monthly reporting. CBM improves the availability, reliability and performance of the customer’s installation. This service provides essential data and insight about the state of the equipment and includes expert recommendations concerning the optimisation of maintenance intervals. With the new improvement, Wärtsilä will be able to take a more proactive role towards customers if and when needed.

camshafts have been replaced by hydraulic control systems. The hydraulic control system core components are dedicated valves fed with oil from the main system flow, which must be very finely filtered with minimal pressure drop. Due to the sensitivity of the large centrifugal main pumps used to move the oil, additional pressure drop across the HCO filter would ultimately risk engine damage. The Alfa Laval HCO filter, now set to begin validation testing, easily achieves this balance of fine filtration and excellent flow passage. “Between its high performance and its compact nature, the Alfa Laval HCO filter will remove much of the cost and installation complexity associated with hydraulic control system protection,” says Herve Gourdon, Business Manager, Filters at Alfa Laval. Extensive filter area is critical for filtration at 6 μm, the very fine grade required for hydraulic control oil. Using new Alfa Laval Atrium technology, the Alfa Lava HCO filter provides a tremendous increase in filtering surface – with virtually no impact on pressure drop. This is possible through the special patented shape of the Atrium filter elements, as well as their smaller and highly optimised flow distribution system. “With Alfa Laval Atrium technology, the Alfa Laval HCO filter reliably achieves the 6 μm filtering needed to protect hydraulic control valves,” says Gourdon. “Yet the flow and pressure through the filter remain practically unaffected, which ensures a safe margin for the engine.”

Validation tests for Alfa Laval HCO A major manufacturer of two-stroke engines has agreed to validation tests of an Alfa Laval hydraulic control oil (HCO) filter based on unique technology. The approval to test the final HCO filter design comes after successful concept testing on the 159,158 dwt tanker Stena Suède. The Alfa Laval HCO filter is a highperformance solution for the new generation of two-stroke engines where traditional Page 52 – www.shipandoffshorerepair.com

The Stena Suede

A further advantage of the ample flow through the Alfa Laval HCO filter is the ability to backflush continuously. Unlike sequential backflushing, continuous backflushing prevents even temporary accumulation of pollutants. This, too, ensures there is no increase in pressure drop. Because the backflushing is treated in a diversion chamber in the filter, it also contributes to a compact and easily installed solution. No additional tank or separator is required, nor is any air or electrical connection needed, since backflushing is driven by the hydraulic motor. With approval from a major manufacturer of two-stroke engines, the Alfa Laval HCO filter will now undergo validation tests. The final design will be evaluated in three installations, each to be put through 3,000 hrs of testing. This follows 14,000 hrs of concept testing on-board the tanker Stena Suède, whose chief engineer Paul Ash confirms, “The filter is basically maintenancefree, the backflush cleaning works well and the operating pressure is steady. The effectiveness of the Alfa Laval HCO filter and its Atrium filter technology are already clear,” says Alfa Laval’s Gourdon. “In fact, we see potential for the Atrium technology across multiple filter applications. Hydraulic control oil is only the beginning.” In October 2015, Norwegian Cruise Line (Norwegian) received the first vessel in its new Breakway Plus Class. The 164,600 gt Norwegian Escape is not only Norwegian’s

Machinery repairs largest cruise ship to date, but also one of the largest cruise ships in the world. Onboard are prominent Alfa Laval systems in a range of key applications. Since entering service, Norwegian Escape has made waves in the cruise industry with its new standards of freedom and flexibility – hallmarks of Norwegian’s Breakaway concept. Boasting 19 decks and 4,200 berths over a length of 325.8 m, the vessel displays innovation in every aspect - aesthetic, social and technical. Alfa Laval systems perform a wide range of functions on Norwegian Escape. Fuelled by HFO, with low-sulphur HFO and MGO used as needed, the vessel has six Alfa Laval S separation systems for HFO and one for MGO, as well as an additional system for lube oil. Two oil-fired Alfa Laval Aalborg OM boilers of medium size are also present. Waste fuel recovery is performed by the unique Alfa Laval PureDry, while waste heat from the engines provides energy via five Alfa Laval XW waste heat recovery boilers. In addition there is an Alfa Laval MEP freshwater generator, as well as an Alfa Laval PureBilge system and a 500 m3/hr Alfa Laval PureBallast system to ensure environmental compliance. “Alfa Laval is pleased to support

Norwegian in taking the Breakaway cruise concept to the next level,” says Peter Leifland, President Marine & Diesel Division, Executive Vice President, Alfa Laval Group.  “We are proud to supply such a wide range of systems that contribute to making Norwegian Escape the very best in class.”

Refit work by Alewijnse Holland’s Alewijnse Marine Systems has successfully completed the supply of a full range of nautical equipment and the electrical maintenance on the stand-by safety vessel Esvagt Supporter, owned and operated by ESVAGT, the dedicated provider of safety and support services at sea.   Alewijnse Marine Systems successfully delivered an electrical package that includes new X-band radar, a camera system in the engine rooms and new searchlights. The ability of Alewijnse Marine Systems to deliver bespoke and complete packages combining both nautical equipment and electrical maintenance in short periods of time is

valued by customers across the maritime industry. Esvagt Supporter is a standby safety vessel equipped for rescue operations at sea and the highly-trained offshore crew has access to the most advanced equipment available. The Esvagt Supporter was built in 1989 and sails under the flag of Denmark. The ship is 42 m long, has a beam of 9 m and 723 gt. Meanwhile, the Belgica celebrated her 30th anniversary in 2014 and renovations are necessary for the ship to continue in active service for another seven years. The vessel is the subject of a maintenance agreement between the Belgian Navy and Damen Shiprepair Dunkerque (DSD). DSD, part of Damen Shiprepair & Conversion (DSC), chose Alewijnse for the project based in part on the close working relationship that the two companies have established. Alewijnse has undertaken projects at a number of DSC’s yards, including those at Dunkerque, Vlissingen, Rotterdam, Amsterdam and Den Helder. Alewijnse has also successfully serviced equipment on-board Belgica a number of times in the past. Most recently, in 2015, it was contracted to renew damaged cables

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Machinery repairs and replace some of the starter panels for various pumps and engines as a result of water damage. Those repairs were carried out at the Naval Base in Zeebrugge. This significant order for Alewijnse of the Belgica refit demonstrates the wide range of skills and capabilities that the company can bring to projects of this complexity. Its role in the refit will see Alewijnse working on a number of critical systems. Projects will include the refit of the main switchboard and the replacement of the batteries, CCP system, the control system on diesel equipment in the ECR panel and the navigation lights. The partial replacement of the window wiper system and a bridge console, and the addition to the fire detection system of a repeater panel and CCTV system are among the other activities to be undertaken. Alewijnse will also deliver new wing panels and a completely new alarm and monitoring system, and perform additional critical support activities such as system commissioning. The vessel is owned by the Belgian Science Policy Office (BELSPO) on behalf of the Belgian State and is managed by the Royal Belgian Institute of Natural Sciences (RBINS).  The Belgian Navy provides the crew, operational support and a dock at the vessel’s home port of Zeebrugge. The vessel was christened in 1984 by Queen Fabiola, and is 50.9 m long, 10 m wide and draws 4.6 m. She displaces 1,200 t.  The ship is made available to Belgian scientists to carry out maritime scientific research. Activities include the monitoring of the water quality of the North Sea, where scientists continuously collect data on the biological, chemical, physical, geological

The Esvagt Supporter Page 54 – www.shipandoffshorerepair.com

and hydrodynamic processes in the region. In addition, Belgica acts as a floating laboratory for researchers from Belgian universities and scientific institutes seeking to enlarge their knowledge of the marine environment.

Prevention of leaking oil from propeller shafts US-based Thordon Bearings has developed a bespoke modelling tool capable of calculating the amount of operational oil prevented from leaking into the world’s oceans with each installation of a seawaterlubricated propeller shaft bearing. Launched officially on April 22nd to coincide with Earth Day 2016, the world’s largest environmental movement, now in its 46th year, the Oil Savings Calculator shows that more than 60m litres of oil pollution has been saved to date. “In our opinion the only acceptable propeller shaft stern tube oil leakage is zero.” said Terry McGowan, President & CEO Thordon Bearings. “Thanks to those vessels that have already installed seawaterlubricated propeller shaft bearings, over 60m litres (almost 16m US gallons) of stern tube oil has been saved from entering our oceans, seas, lakes and rivers. The Oil Saving Calculator is updated constantly and

Machinery repairs will continue to track our contribution to removing stern tube oil from our waters with the greater goal of completely eliminating this source of pollution.” Dr Karen Purnell, the Managing Director of the International Tanker Pollution Federation (ITOPF), supports the initiative, “As the world’s largest shipowner organisation, ITOPF supports measures designed to help our members and associates meet high environmental standards. Though our primary function is to promote effective response to marine spills of oil and chemicals worldwide, we also support the maritime industry in its efforts to reduce ship-sourced pollution and provide for more sustainable marine operations,” she said. ITOPF last year presented Thordon Bearings with an environmental award for its oil-free COMPAC propeller shaft bearing system for its part in reducing the amount of oil entering the sea annually. “The success of this measure can now be determined using Thordon Bearings’ Oil Savings Calculator, aptly launched to coincide with Earth Day when thoughts turn to a greener, more sustainable future,” Dr Purnell added. The oil saving calculation is based on detailed statistical analysis of the number of vessels that have been built with or converted to seawater lubrication, the 300 days/year each vessel is typically operational and an average oil leak of 6 litres (1.6 US gallons)/ day/vessel. Independent research carried out by New York-based Environmental Research Consulting indicated in 2014 that the total amount of operational oil discharges from ocean-going vessels could be more than 240m litres annually. To add perspective, the oil pollution from the Exxon Valdez casualty of 1989 was 41.6m litres. While 90% of all commercial ships continue to use an oil-lubricated propeller shaft bearing system, Craig Carter, Thordon Bearings’ Head of Marketing and Customer Service, believes the industry is in the midst of a technology transition that will eventually confine oil-lubricated shaft bearing systems to history. “Recent changes to US Vessel General Permit requirements and the introduction of new Environmental Protection Agency rules have resulted in an unprecedented number of commercial vessels opting for seawater-lubricated bearing technologies, and while more can be done, ship owners are now much more aware of the positive contribution they can make in safeguarding the marine

environment. “The counter provides a good indication as to what we as a company and the shipping industry in general can achieve if we continue to work together to develop eco-friendly solutions,” said Carter.

Generator inspection by Bakker Repair NIOZ (Royal Netherlands Institute for Sea Research) is the national oceanographic institution for the Netherlands. Its mission is to conduct fundamental and frontier applied scientific research on important processes in delta areas, coastal seas and open oceans. NIOZ has four research vessels for seagoing research. Recently, Bakker Repair + Services inspected the main generator and four auxiliary generators on-board NIOZ’s 1,615 gt flagship Pelagia. These inspections showed that all generators needed immediate repairing. NIOZ needed all generators operational again as soon as possible to meet their sailing schedule. Two rotors and multiple exciters were disassembled and transported to the workshop of Holland’s Bakker Repair + Services, Sliedrecht. All repairs, including rewinding, bearing renewal, and rebushing, were successfully performed in record time. After finishing the repairs, all rotors and exciters were transported back and installed on-board the vessel. After being commissioned successfully, the Pelagia was Volume 14 Issue 1– Page 55

Machinery repairs Maersk Tankers order for MFT

NIOZ’s 1,615 gt flagship Pelagia able to sail out according to schedule. Meanwhile, Bakker Repair + Services has been authorised by ABB as a trouble shooting, service, and repair workshop for ABB generators and electric motors in the Netherlands after a

successful assessment. The company already has a lot of experience working with ABB generators and electric motors over the years now customers can benefit from assistance from ABB when necessary.

One of the Mearsk Tankers’ vessels fitted with MFT’s BOB system Page 56 – www.shipandoffshorerepair.com

In the second half of 2015, Denmark’s Maersk Fluid Technology (MFT) introduced a new version of its cylinder oil ‘Blending-OnBoard’ (BOB) system, targeting medium-sized two-stroke propulsion engines with a cylinder bore between 420 mm and 680 mm. Now the first volume order has been placed for retrofit of the SEA-Mate B1000 system on-board 12 tankers delivered to Maersk Tankers between 2005 and 2008 10 vessels equipped with Wärtsilä (WinGD) RTA and RT-Flex engines with a bore between 580 mm and 620 mm and two vessels with engines designed by MAN Diesel & Turbo. The order has been placed after careful evaluation of the expected payback time, which was found to be less than two years when taking the proven fuel savings, system oil and cylinder oil cost reductions into account. The BOB systems are simple to retrofit onboard existing vessels and will be installed during 2016 without the need to interrupt vessels’ schedule. With the systems installed the vessels will be able to blend from 30-140 BN cylinder oil, utilising the in-use system oil as a base-oil. The system is fully approved for the MAN Diesel & Turbo and Wärtsilä (WinGD) engines in question. Tommy Thomassen, CTO Maersk Tankers commented, “With the flexibility of the B1000 Blending-On-Board (BOB) system from Maersk Fluid Technology, we get the ability to match our cylinder oil lubrication to the fuel sulphur. The BOB system is expected to facilitate up to 40% reduction of current lube oil consumption, cleaner main engine system oil and fuel savings of at least 0.5% for both MAN Diesel & Turbo and Wärtsilä (WinGD) 2-stroke engines. Investing in BOB allows Maersk Tankers to stay flexible and ready for future lubrication challenges”. The benefits are explained further by Sune Lilbaek, Head of Sales and Marketing at MFT, “When switching from traditional lubrication oil to our future-proof blending system, vessels will be able to reduce lubricant supply to the lowest allowed consumption of lubricant as specified by the engine manufacturer. This is possible because cylinder lubricant from the BOB system always will be matching the sulphur content in the fuel. The BOB system also facilitates better engine performance through utilisation of the in-use system oil as

Machinery repairs a base for the cylinder oil. This way, it will be possible to add fresh system oil to the main engine, improving overall cleanliness and viscosity of the system oil. When significant volumes of fresh system oil is added to the main engine lubrication and hydraulic circuit, it is documented to result in less wear of critical mechanical & hydraulic components. This also makes it possible to reduce purifier sludge and facilitates proven fuel savings up to 1.5% as a result of more optimal system oil viscosity properties.” In addition, three of the 12 vessels will be equipped with the SEA-Mate B4000 analyser, making it possible for the vessels to closely monitor the iron levels in the cylinder oil scrapedown, facilitating further optimisation of the lubrication system for the different engine types in the series of vessels.

Stone Marine Shipcare’s new mobile workshop in Oman With so many major drydocking facilities worldwide lacking the specialist equipment required to carry out large propeller repairs it is hardly surprising that Stone Marine Shipcare’s mobile workshop is in such demand. Recently the company transported the workshop to the Oman Dry Dock Co (ODC) where it was joined by one of its highly experienced four man propeller service teams to carry out extensive repairs to the damaged propeller of a large oil tanker. With the propeller in a workshop the team quickly got to work measuring the bend damage and preparing the propeller for straightening and re-tipping. Due to the extreme nature of the bend straightening was performed in several stages over a two

day period. Once completed, the propeller was made ready for the new cast tip sections to be welded into place - these had been transported to ODC inside the workshop. Accurate positioning was achieved using a propeller measuring arm and the tips were locked into position using strongbacks. Once welding was completed a full heat treatment cycle was carried out on all tip sections using electrically controlled heating pads and the repaired areas were then ground to the correct blade profiles and their thickness and pitch checked. Finally, the propeller was placed onto a

horizontal balancing machine and minor balance corrections carried out, followed by a full propeller super polish. All the repair work was completed in 10 days and the mobile workshop carried all of the specialist equipment required to carry it out. Stone Marine Shipcare was given very positive feedback from Synergy Maritime Ltd Superintendent Deepak Ranganathan who commented, “A very impressive and efficient team who carried out the planned repair in a professional manner and to the best satisfaction of all stake holders.” SORJ Volume 14 Issue 1 – Page 57

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Volume 14 Issue 1– Page 59

Emissions Results of Saacke tests - satisfactory

The Levana – fitted with a SAACKE scrubber The ship management company Carl Büttner GmbH & Co. KG and Saacke GmbH have been satisfied with the first year of operation of the Exhaust Gas Cleaning Systems (EGCS) on the 15,202 dwt tanker Levana. Besides its compliant operation in line with the emission guidelines specified by IMO, the savings on expensive low-sulphur fuel by the pilot installation were also convincing. While the ship management company benefitted from lower fuel costs, Saacke gathered valuable experience for the development of the series product. The authorisation of the closedloop process for zero-discharge operation in February 2016 means that the tanker can now operate with heavy fuel oil on every shipping channel and is also equipped for future, stricter emission guidelines. The pilot installation on the Levana was approved for the open-loop process at the end of 2014 following a one-year test phase by the classification society DNV GL. At the same time, Saacke expanded the scrubber for closed-loop operation and started testing. Bredo dock in Bremerhaven converted tanks for storing caustic soda and the temporary storage of process water so that the Levana could also operate with a closed-loop in zero-discharge zones. Following a successful test phase in the 2015/2016 winter months, the DNV GL issued its official authorisation for the entire system in February. “The pilot installation on the Levana allowed us to gain valuable experience for the series production, including a flexible two-tower solution and improved measurement technology. The scrubber is perfectly designed for operation in the ECA and reduces fuel costs, since no costly low-sulphur fuel has to be bunkered. The amortisation period of the systems depends on the navigation area and equipment as well as the operating situation. Despite the currently low fuel price, in many cases it Page 60 – www.shipandoffshorerepair.com

is still well under three years,” says Nils Homburg, Manager Exhaust Gas Cleaning Department at Saacke. The scrubber is designed for both new ship constructions as well as for retrofits, especially in light of the tightening of global limit values expected from 2020 on. The Saacke EGCS Configurator allows the optimum design of a scrubber system to be determined in advance. The tool uses the input ship and operating data to calculate details concerning the system design, such as the dimensions, number of components or the size of the pump system. All other relevant indicators can also be freely configured, depending on the application profile and deliver important findings for subsequent system operation in the early planning phase, such as the maximum length of zero-discharge phases to comply with the regulations in the zero-discharge zones or the Return On Investment (ROI). The configurator also uses a new calculation model to determine the pH value at the washing water outlet. This was developed by Saacke GmbH and has already been successfully used in former projects. The EGCS Configurator increases transparency and planning reliability from the first customer meeting – the installation space and necessary installation measures in the ship can be directly estimated based on a visual representation. Of particular interest for ship operators is the ROI for the entire system based on current fuel prices as it assists with the investment decision. The EGCS Configurator is a fixed part of the Saacke scrubber system design. A new calculation model for the pH value of the EGC system is also integrated into the configurator. The guidelines provided by the IMO specify that the pH value of the washing water must not fall below the

Emissions value of 6.5 at a distance of 4 m from the outlet of the exhaust gas cleaning system. Two standard models currently exist to achieve this pH value, resulting in limit values in a range of 6.5 to 6.1 directly at the washing water outlet. The calculation model developed by Saacke now makes it possible to achieve a pH value of 5 directly at the washing water outlet. The lower the permitted pH value at the washing water outlet, the lower the quantities of dilution water or caustic soda (NaOH) that need to be added to achieve this value. In these cases, pump capacities to transport the dilution water can be smaller and the amount of added caustic soda can be reduced. “For ship operators, this means significant savings, since ongoing operating costs fall and the efficiency of the entire system increases. Investment costs can also be saved during installation, as a smaller system is cheaper and requires less installation space,” says Nils Homburg, Manager Exhaust Gas Cleaning Department at Saacke. He calculates this based on a specific example - “A pH value of 5 compared to 6.5 reduces the dilution water quantity to 550 m2/hr for a main engine output of ten megawatts – a third of the original quantity. When using caustic soda, consumption is halved to 150 l/hr,” says Homburg. The combined use of washing water and NaOH dosing for pH value regulation is possible. In this case the reduction is calculated based on a combination of the two cases mentioned above. The example calculation applies when using heavy fuel oil (HFO) with a 3.5% sulphur content. To ensure the compliant operation of the scrubber system, a sensor

continuously measures the pH value at the washing water outlet and forwards this to the EGCS monitor, which records all operating data for the EGC system. The EGCS report can be created from the monitor at any time at the push of a button in order to provide proof of the correct pH value and compliance with the IMO guidelines for the authorities. This facilitates the co-operation between the ship’s crew and local port authorities. The pH value calculation is requested with every ship authorisation as a method recognised by the classification societies. The first authorisation was received by the 15,160 dwt chemical tanker Levana, owned by the Carl Büttner GmbH & Co. KG ship management company, which has been equipped with a Saacke scrubber since November 2013.

NCL order for Langh Tech Finland’s Langh Tech will deliver scrubber systems to two large cruise vessels - newbuildings of the Breakaway Plus class on order at Meyer Werft in Papenburg for Norwegian Cruise Line (NCL) will be equipped with scrubber systems from Langh Tech. The scrubbers are of hybrid type, enabling unrestricted operation in closed loop mode. The delivery

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Emissions

The Norweigan Escape leaving Meyer Werft

includes scrubber units for all five engines on each ship and treatment plants for the scrubber water. ”The scrubber tower is of our design but will be manufactured at the shipyard. The components for the water treatment plant will be manufactured at our production facility at Piikkiö, Finland, and delivered to the shipyard,” Laura Langh-Lagerlöf, Commercial Director of Langh Tech, explains. Supplying the cruise industry with environmental technology is a new land winning for Langh Tech. Prior to the order for the NCL vessels Langh Tech delivered water treatment systems for scrubber water for several scrubber retrofits on vessels in the Royal Caribbean International and Celebrity Cruises fleets. ”We have seen a positive trend in the demand of such investments for cruise vessels. We have put a lot of effort in entering this sector, as there seems to be a demand for scrubber solutions especially on newbuildings. After all, many cruise vessels operate in ECA and despite low prices on low sulphur MDO and MGO there is still a large price gap to the benefit of HFO,” Laura Langh-Lagerlöf states. The Langh Tech scrubbers and water treatment plants are developed within the Langh Group of companies. The company’s hybrid scrubber system has been in continuous use since 2015 on the five cargo vessels in the Langh Ship fleet. Especially regarding the water treatment Langh Tech has presented a unique solution, which has several patents. ”Our experiences from the systems in operation on the Langh Ship-vessels have exceeded all expectations, we have not had a single day when the scrubbers on any of the vessels would have been out of service. The waste contains virtually no water at all, making it easy to store and transport for processing in land based waste treatment plants,” Laura Langh-Lagerlöf says.

DNV GL SoC for Chelsea Technologies Chelsea Technologies Group (CTG) has announced that its Sea Sentry Exhaust Gas Scrubber Water Monitoring System has achieved DNV GL Statement of Compliance (SoC) for MEPC.259 (68). Vigilant Page 62 – www.shipandoffshorerepair.com

testing by DNV GL ensured that Sea Sentry met the requirements for calibration range, drift, accuracy, precision and noise; as well as satisfactorily mitigating for the influence of turbidity, UV absorbance, temperature and salinity. The effectiveness of Sea Sentry’s debubbler and the use of the test kit supplied to validate the optical sensors were also demonstrated to meet the requirements of DNV GL. “We would like to give special thanks to our technical team for the hard work invested in developing such a refined system,” said CTG’s Maritime Sales Manager, Stephanie Lavelle. “We are extremely pleased to be successfully installing our systems on vessels around the world, so that ship owners can confidently monitor the efficacy of their scrubber systems and ensure they operate within regulations.” Sea Sentry is a turnkey solution which measures PAH, Turbidity, pH and temperature, as required by MEPC.259 (68). It has a de-bubbler and corrects for the effects of turbidity, UV absorbance and temperature. A touch screen display provides a flexible user interface and data is relayed to a main control system via an Ethernet connection. Sea Sentry is ideal for both new ship builds (as in the case of a recent installation on a bulk carrier) and retrofit installations. Why is Sea Sentry the system of choice for wash water monitoring? To comply with IMO environmental regulations, global shipping is required to meet specific exhaust gas emission levels. One method of doing this is to clean emissions before release using an exhaust gas scrubber system. All varieties of wet scrubber systems use wash water which must be monitored at all times to avoid discharges that may exceed regulations and damage the environment. The CTG Sea Sentry confirms that the wash water is within acceptable limits and thus protects the environment from high levels of contamination in exhaust-gas scrubber wash water discharge.The CTG Sea Sentry is a proven wash water monitoring system which monitors both the sensor inlet and outlet of wet exhaust gas scrubber systems.

UEC contract for Alfa Laval PureNOx Prime, Alfa Laval’s new PureNOx solution for water treatment in Exhaust Gas Recirculation (EGR), will be part of EGR systems on five very large ethane carriers (VLECs) to be operated by United Ethane Carriers (UEC). This major order from MAN Diesel & Turbo comes only a short time after PureNOx Prime was introduced to the market. UEC, a joint venture between Jaccar Holdings and Hartmann Group for the commercial management of ethane carriers, will be the operator of five VLECs to be built for ship owner JHW Engineering & Contracting. These newbuilds will employ EGR as the means of reducing NOx emissions. For water treatment in the EGR circuit, engine provider

Emissions MAN Diesel & Turbo has chosen PureNOx Prime, a cutting-edge development of Alfa Laval PureNOx technology.“Receiving this breakthrough order so soon after the introduction of Alfa Laval PureNOx Prime confirms that we’ve succeeded in our goals,” says Kristina Effler, Alfa Laval Global Business Manager, Water Treatment Exhaust Gas Emissions. “PureNOx Prime retains the proven PureNOx performance, but its smaller footprint, leaner design and lower investment cost are all adapted to market demands. Clearly, the market is responding.” The five VLECs will be built in China by Dalian Shipyard. Like all ships built as of January 2016, they will be required to meet stringent Tier III NOx limits when operating in the Emission Control Area (ECA) off the North American coast. Each vessel will be served by a PureNOx Prime 100 system, which is the smallest of the three PureNOx Prime capacities and comprises one centrifugal separator. PureNOx Prime will be integrated into the vessels’ EGR engines, which will be manufactured for MAN Diesel & Turbo by The Alfa Laval PureNOx system Hyundai Heavy Industries Engine & Machinery Division (HHI-EMD). SORJ

Volume 14 Issue 1– Page 63

Ballast Water Treatment Optimarin prepares for rapidly rising revenues by Paul Bartlett

Tor Andersen predicts “a boom as no-one has seen before”

Norway’s Optimarin has successfully completed all the necessary tests on its UV/filtrationbased ballast water treatment system and expects US Coast Guard (USCG) type approval within weeks. Chief Executive Tore Andersen claims that the company is the first supplier of a UV-based system to have satisfied the demanding CMFDA tests and also expects to be first to be awarded USCG

type approval. He is also pleased that the Optimarin system has passed the USCG criteria on power requirements. This is proving a stumbling block for some makers as it becomes evident that some systems cannot operate at their nominal capacities. In practice, this could lead to operational delays and extra port costs for ships in the future, something which Andersen declares must be avoided at all costs. Many believe that the IMO’s Ballast Water Convention could finally enter force in October, with the signing of Finland, just ahead of the IMO’s next MEPC meeting. This will give ship operators a 12-month window before ships require system installations at the next intermediate or special survey. Entry into force, however, is still uncertain because tonnage is being transferred out of some Convention signatories to other flag nations so that the 35% tonnage requirement is still not met. But Andersen is in bullish mood. The company has booked orders for about 100 systems so far this year, taking its total to nearly 500 units of which about 280 have now been installed. Optimarin’s potential market comprises some 25,000 ships, according to the company’s analysis, of ships up to about 60,000 dwt and ballast water systems with capacity up to 2,000 tonnes/hr. Installations so far have been for both new ships and retrofits and Optimarin has non-exclusive cooperation agreements with marine engineering firms Goltens and Zeppelin to undertake 3D engine room scans, prepare isometric drawings and provide installation support if required. The Optimarin boss has clear views on how ship operators should go about the whole process – from start to finish. A well-thought-through approach is vital, he believes, because there is likely to be a scramble for systems when the Convention enters force. Careful preparation is essential, he insists. Three-D engine room scans may be necessary before or after choosing a system – some shipyards offer this service as do independents like Goltens. Once a complete engineering and installation package has been prepared, it needs to be submitted to class for approval. Then it should be taken directly to a ship operator’s chosen repair yard where a fixed price should be requested with installation work carefully integrated with other Page 64 – www.shipandoffshorerepair.com

routine repair work to avoid extra hours and bigger bills. Andersen predicts “a boom as no-one has seen before” and he sees various challenges along the way. Class approval of drawings within a reasonable timeframe is one which he describes as “a potential showstopper”. Not all class societies are up to speed, he believes, and are not prepared for the rush to get plans approved. Then there is the issue of access to hardware. Optimarin has taken the precaution of liaising closely with all of its suppliers, asking whether they could handle a ten-fold increase in demand. “All have said yes,” Andersen says, “although we have taken the added precaution of approving at least two suppliers for every component in our system.” Stories of poor business behaviour are already circulating and Andersen fears that these could get the sector a bad name. Huge premiums demanded by shipyards to install non-standard systems are a concern, often but not always in Asia. In one case, a shipbuilder demanded a $5m premium to install a system of the shipowner’s choice, so the owner opted for the standard and, on delivery, the ship sailed directly to a repair yard where the system was ripped out and replaced. Andersen is also aware of huge discounts where systems are being offered at a quarter of the market price. He is not sure whether these are genuine systems but rumours circulating the market suggest that some are rip-offs of type-approved systems which have been copied and are unlikely to provide reliable performance in practice. Financially, Optimarin is sound. Its single biggest owner is one branch of the Klaveness family; another is the local bank. A total of 18 of the company’s 22 employees also hold stakes and loans made by shareholders have recently been converted in stock, so the company has no debt. Andersen and his team are looking forward to five-to-seven years of rapidly rising revenues.

Aitken joins EcoLink Dubai’s Link Instrumentation has appointed John Aitken as General Manager of its EcoLink division. John has been actively involved in providing solutions to the Maritime environmental market since 2007 and brings with him a wealth of market knowledge, Project Management and business experience. EcoLink’s strategy will be to supply integrated project managed and engineered solutions specifically addressing the market driven and environmental requirements / challenges currently being faced by the marine industry. In particular retrofit BWTS and Emission reduction projects. This strategy supplements Link Instrumentation’s existing business in executing numerous environmental related projects since 2009, and in parallel with existing representation with BWTS suppliers Evoqua (SeaCure EC system), consolidates all environmental activities under one division. As part of the group strategy, EcoLink will be supported by its sister company Damen/Albwardy and as a result, are co-operating with Damen Green Solutions in Rotterdam, who bring an extensive range of BWT Turnkey solution, experience, engineering services and alternative BWTS products and technologies to the table. This cooperation and support facilitates a ‘joined up’ inter group approach and provides a rounded offering to our customers, in direct association with the reputable Damen and Albwardy groups.

Emissions This represents a ‘true one stop comprehensive service offering’ inclusive of product supply-if required. However, EcoLink are also extremely interested in supporting our customers as independent Project Management providers in cases where they may choose to select their particular products directly. “There are challenging times ahead for the whole market including owners, operators, suppliers and service providers. At EcoLink, we are experiencing a great deal of interest in our Turnkey Project services from our existing global customer base, who in most cases and in relation to the imminent ratification of the BWTC are strategically preparing for the inevitable,” states Dr. Julian Nicholas, Managing Partner of the Link Group.

The signing ceremony between Goltens and NDMO

Goltens wins NDMO contract Goltens Worldwide has announced that The Netherland’s Defence Material Organisation (NDMO) has awarded three contracts to its Green Technologies business unit for the engineering and turnkey installation of sixteen Optimarin Ballast Systems (OBS) on 10 naval vessels. Goltens Green Technologies will engineer and install the UV-based

BWTS on-board the Royal Netherlands Navy vessels during 2016 and 2017, ensuring compliance with both the pending IMO and existing US Coast Guard regulations on ballast water treatment. Landing Platform Dock (LPD) vessels HNLMS Rotterdam and HNLMS Johan de Witt, the frigates HNLMS Tromp, HNLMS Evertsen, HNLMS De ZevenProvinciën and HNLMS De Ruyter, as well as special purpose vessels MOV Van Kinsbergen, HNLMS Pelikaan, HNLMS Luymes and HNLMS Snellius will all be fitted with ballast treatment systems during their scheduled maintenance periods.

Volume 14 Issue 1– Page 65

Ballast Water Treatment Alfa Laval looks for USCG approval Denmark’s Alfa Laval continues to move swiftly towards the submission of a US Coast Guard (USCG) type approval application for Alfa Laval PureBallast 3.1. The company has performed half of the required landbased tests and is set to conclude the remainder of these within Q2. Alfa Laval remains on track to submit its application for USCG type approval after requisite tests of PureBallast are finished in the second quarter of 2016. Half of the required land-based procedures have now been completed using the USCG-approved CMFDA/FDA (staining) method. The tests, which have been performed at DHI in Denmark, have all returned strong biological disinfection results. “Alfa Laval has a robust biological disinfection technology and has mobilised quickly following the USCG’s rejection of most probable number method,” says Stephen Westerling Greer, Global Business Manager for PureBallast. “As a dedicated supplier approaching 100 years of marine service, we have made USCG type approval a top priority.”

enable installation in all typical hazardous areas found on-board normal commercial tankers and gas tankers. The general protection principle used is purge and pressurisation, which means all potential ignition sources are covered by enclosures that are purged and pressurised with air in order to maintain an overpressure inside the enclosures. This way gas cannot access the enclosures and get close to potential ignition sources. The overpressure is constantly monitored and if it disappears the RayClean-EXTM system will automatically de-energise immediately.”

German certificate for RayClean Denmark’s Desmi Ocean Guard has announced that the notified body Dekra Exam GmbH has issued ATEX certificate for its RayClean-EXTM BWT system. This means the system can now be installed directly in hazardous areas on-board tanker vessels. During June 2016 Dekra Exam issued ATEX certificate for Desmi’s RayClean-EXTM ballast water treatment system. The certificate covers both the RayClean UV unit and the UV control panel powering the UV unit, and enables both these components to be installed in hazardous areas on-board tanker vessels like e.g. oil tankers, chemical tankers and gas tankers. The filter, valves and sensors in the RayClean system can also be delivered in ATEX certified version meaning that all components of the RayClean system except the main control panel can be installed directly in hazardous areas. The main control panel must be installed in a safe area like e.g. engine control room, which in general is the normal approach. The RayClean-EXTM ATEX certification enables the system to be installed directly in Zone 1 hazardous area, Ex II 2G EX pxb [ia/ib] IIC T4 Gb. Technical Manager in DESMI Ocean Guard, Mark Kalhøj explains, “We have designed our ATEX certified version of RayClean in order to

The RayClean system Page 66 – www.shipandoffshorerepair.com

The Evoqua SeaCURE Systems compact system

New version of SeaCure Evoqua Water Technologies has confirmed the launch of a compact version of its SeaCURE BWMS at Posidonia. The compact SeaCURE BWMS has been developed by Evoqua as a direct result of customer demand for a smaller solution that can be easily installed across a wide range of vessels. Ian Stentiford, vice president and general manager of Evoqua’s electrocatalytic business, said, “We listened to our customers’ needs and requirements for a smaller, lighter, more flexible and adaptable system than is currently available. We have repackaged the original SeaCURE BWMS in response to this feedback by developing a compact version, while maintaining the same high quality components of Evoqua’s original BWMS.” With a footprint of 5.7 m² for a 3,000 m3 flow rate, this newly arranged SeaCURE system is a more compact solution for ship owners and operators where vessel space is at a premium. Easily transportable to port as one unit, the arrangement is simple to install, and can be assembled offsite to shorten build time on-board. Evoqua’s SeaCURE BWMS is backed by a strong after-sales support service. Evoqua has established relationships with worldwide brands, which collaboratively provide services to ensure ongoing compliance for the lifetime of a vessel, from commissioning and installation at locations across the globe, to maintenance through partners in a multitude of territories. SORJ

Arctic

by Paul Bartlett

Russia draws up plans for Northern Sea Route

Breaking the ice in the NSR Warmer seas, less ice and growing trade in northern waters are factors generating new demand for ice-class vessels. Russia is gearing up to develop the Northern Sea Route (NSR) as it prepares to export more oil, gas and minerals, and control a new maritime artery running from east to west. The ice-class requirement comes at a time when new technologies are facilitating the harnessing of hydrocarbons and minerals in Arctic regions for the first time and technological advances in shipping enable more flexible ice-resistant propulsion and machinery arrangements. Climate change is extending the ice-free trading season – typically spanning the five months between July and November – and a new generation of ice-class vessels will service growing demand for exports of oil and gas, non-ferrous metals including nickel, and port and terminal operation. Icebreakers, ice-class tugs and other service vessels will be required. The Arctic ice-sheet may be retreating, but complex mineral exporting and shipping arrangements are still taxing man’s technological expertise to the limit. June this year saw the release by the Russian Government of plans for the development of the NSR. The maritime artery will become increasingly important for Russian exports of crude oil from the Novoport Oil Field, for example, and more than 17m tonnes of LNG exports from three liquefaction trains in the Arctic Yamal project, due on stream initially next year with production increasing steadily thereafter. Russia will also use the NSR as a key link in its national logistics chain linking major industrial cities in its interior via the country’s huge rivers including the Ob, the Lena and the Yenisei. Russian estimates indicate that NSR trade could exceed 100m tonnes a year by 2030. Cargoes will be shipped, experts believe, from the Yamal, Gydan and Taymyr peninsulars, both to the east and west. Some will be shipped to the west and, from there, on long-haul routes via Suez. But in the ice-free season, experts believe that much will be shipped by ice-class vessels heading east, particularly during the summer and autumn when ice conditions are not so difficult. Uninterrupted exports of crude oil from the Novoport field, probably more than 8.5m tonnes a year, are due to begin next year. Yamal exports should reach more than 17m tonnes by 2021 and crude oil from the Payakha field should exceed 7m tonnes/year by 2024, according to Rosatomfolt, a Russian Government agency charged with operation and maintenance of icebreakers and terminal service vessels. In 2015, a total of 5.4m tonnes of cargo were shipped via the NSR, statistics reveal, including project cargoes for the Yamal LNG plant

and the port of Sabetta on the Yamal Peninsular. Last year’s volume represented a 35% increase on the 4m tonnes shipped in 2014 and a further substantial hike in cargoes is expected this year too. According to figures released by the NSR Administration, 715 applications for sailings were received over the year, of which 126 were from the operators of foreign ships. Cargo volumes will increase exponentially as projects now in the planning stage come on stream. Exports of nickel and other non-ferrous metals are set to rise from Norilsk Nickel in Dudinka Port on the Yenisei River. Between 5m and 10m tonnes of coal are due to be shipped each year from the port of Dikson on the Taymyr Peninsula as part of the VOSTOK coal Project. And 45m tonnes of crude oil are due to be exported annually via an offshore loading terminal in Sabetta when the Transneft-Arctic Project comes on stream. However, although the outlook for trade growth on the NSR is very positive, a lot needs to happen before it can safely become a link in the global logistics chain. One issue that requires immediate attention is the establishment of one body to oversee and manage all aspects of NSR operation. Responsibility today is shared between a number of Russian entities but a new NSR manager is required to design and market a tariff structure, to develop the necessary infrastructure along the route, to develop suitable search-and-rescue systems and assets, to commission detailed hydrographic surveys and to establish a multi-language online portal for international customers. Russian Arctic Ports along the route need to be thoroughly modernised and significant dredging will be required to facilitate access by bigger ships. Cargo- and passenger-handling facilities will also require significant investment. A dedicated ice-breaker fleet will also be needed, with vessels stationed at key help points along the route ready to respond to requests for icebreaker assistance. At present, Russia’s fleet of icebreakers is mostly deployed on Arctic energy projects and sources suggest that an entirely new fleet of purpose-built service vessels will be required.

Bright future for Arctech Helsinki Shipyard The opening up of the Northern Sea Route over the next few years is good news for ice-class construction specialist Arctech Helsinki Shipyard, bought by Russia’s United Shipbuilding Corporation (USC) in December 2014. Having notched up the building and delivery of more than 500 ships since it was established in 1865, the now yard is justly proud of its heritage. It has particular expertise in the design and construction of ice-class vessels and has built, on average, about two icebreakers every year since 1940, close to two-thirds of all icebreakers currently in operation around the world. Now it has various ice-class vessels, as well as icebreakers on its orderbook. Its specialism has shielded the yard to some extent from the peaks and troughs of the global shipbuilding market and today, perhaps more than ever, its expertise in ice underpins a strong business. It has researched, developed and pioneered a range of new technologies over the years and Volume 14 Issue 1– Page 67

Arctic

Finland’s Polaris in the Arctech facility in Helsinki has made continuous use of the adjacent new facility ice model test basin now known as Aker Arctic Technology Inc. Owned by various entities over the years, the shipyard was bought by USC as part of a strategy to have a first-class ice-building expertise in-house. USC took full ownership of the yard at the end of 2014. The Russian plan is clear to see - as the Northern Sea Route opens up, there will be a huge new demand for ice-class design expertise as well as the construction of large numbers of new icebreakers and ice-class terminal support vessels. The shipyard’s under-cover construction hall, where ships of up to traditional Panamax dimensions can be built, is likely to be in constant demand. Ice technologies developed over the years by experts at the Helsinki Shipyard, often in co-operation with others, include so-called ‘doubleacting’ vessels which can break ice by bow or stern, AC-AC diesel electric propulsion, azimuthing propulsion, shallow-draft icebreaker designs, heeling and air-bubbling systems, a low friction hull coating, nuclear power for icebreakersand now, the world’s first dual-fuelled icebreaker powered by LNG and diesel. Sea trials of the 200-tonne bollard pull Polaris were completed in June and the vessel will soon be delivered and commissioned by the Finnish Transportation Agency to become its eighth icebreaker. The €123m vessel is one of the largest icebreakers ever builtand has been designed to last for 50 years. Also capable of emergency response and oil spill recovery, the Polaris is powered by two 6.5 MW stern Azipods and one 6.0 MW unit supplied by propulsion specialist ABB. The Lloyd’s Register-classed vessel will operate on LNG most of the time, but her diesel engines allow for propulsion flexibility and have a total power output of 21 MW. She will take on LNG bunkers at a new facility in Vuosaari on Finland’s Gulf of Bothnia coast where the Polaris is likely Page 68 – www.shipandoffshorerepair.com

to work during much of the ice season. Her 800 m3 of LNG storage – in vertical tanks amidships, will give an endurance of up to 30 days when operating on gas in ice-breaking mode. The shipyard introduced another new technology when the icebreaker Baltika was delivered to Russia’s Federal Agency of Sea and River Transport in 2014. The vessel, known as the first oblique icebreaker, has an assymetric hull and three azimuthing thrusters. With 9 MW of installed power, she has excellent manoeuvrability and can break ice ahead, astern and sideways. She can work continuously in 1 m ice both ahead and astern and can also open up a 50 m channel in ice of thickness 600 cm. Other ships currently under construction at Arctech Helsinki Shipyard include four ice-breaking supply ships for Sovcomflot, which will be deployed off Sakhalin Island, and one 44,000 dwt ice-class condensate carrier with 22 MW of installed power and ABB Azipods. The vessel will ship cargoes from the Russian port of Sabetta either west to Rotterdam or east to Asia. A sistership is currently under construction in China.

ABB opens follow-the-sun remote monitoring facilities Power and automation specialist ABB has recently opened two new Integrated Operations Centres in northern Europe and Asia. The new Helsinki facility was opened in May and geared to customers in the cruise,

Arctic cargo and ice-trading sectors whilst a similar unit was commissioned in Singapore in June. An offshore-oriented centre is already operating in Billingstad, Norway and a fourth remote monitoring facility is due to open in the US later this year. This will give ABB customers 24/7 remote support on a follow-the-sun basis. The new centres provide the means for ABB to connect with any passenger, merchant, or offshore vessel for the remote monitoring of its components on board, including Azipods which are already popular amongst cruise ship operators, offshore vessel owners, rig operators and on icebreakers. Now, though, demand for Azipods is ramping up sharply as a new generation of ice-class cargo vessels are under construction for operation in and through the Northern Sea Route. Personnel in the centres can connect both to ships at sea – around 600 vessels are connected so far – and also with a ship operator’s office ashore to support trouble-shooting, maintenance optimisation and fleet benchmarking. Describing its objective, ABB says that the new centres are a realisation of its principle of the Internet of Things, Services and People. Sensors and software on-board ship send component and performance data via satellite link enabling ship operators, supported by ABB experts, to monitor the performance of fleets and compare the performance of specific vessels with others. ABB claims that shipowners can save up to 50% on the cost of drydocking and maintenance of the company’s components by improving their maintenance management procedures. Data collected from systems can be used as input for maintenance during drydockings. Monitoring, pre-survey and project execution can all be carefully managed in close cooperation between the ship operator and ABB specialists.

The ABB Integrated Operations Centre Page 70 – www.shipandoffshorerepair.com

Commenting when the Singapore facility was opened in June, Richard Windischhofer, SVP Integrated Operations at ABB’s marine and ports business unit said “ABB’s Integrated Operations Centre is a real world consequence of big data and increasing connectivity in the shipping world. We have only scratched the surface of what this could mean in the future but the addition of the Singapore facility will increase our capacity to create smarter services.” Windishhofer noted that more ship owners are now monitoring the performance of their vessels from shore and latest developments in marine satcoms are likely to encourage a growing number of operators to adopt smart technologies. “It is simply more efficient and safe to support the engineer on board than reacting to a problem,” he added. Meanwhile, monitoring also reduces the risk of unexpected downtime, delays, missed port calls and loss of earnings. A steady succession of Azipod contracts have been signed recently and thrusters are proving increasingly popular amongst the operators of icebreakers and ice-class cargo ships. Three ABB Azipods are being installed on-board each one of 15 ice-class LNG tankers currently under construction at Daewoo. The 170,000 m3 vessels, ordered by Sovcomflot and other Russian owners, will operate yearround between the Russian port of Sabetta and Asia. The first ship will be delivered later this year with subsequent deliveries extending until 2019. Azipods are also being supplied for six Arctic tankers under construction at Samsung. Azipods have clocked up more than 12m running hours on board more than 20 different ship types since the first installations 25 years ago. Installed power totals more than 4,500 MW. SORJ

Far East

The Ore Brasil entering PaxOcean Zhoushan

Slowing down of Chinese economy impacts on shiprepair yards The recent slowing down of the Chinese economy is having an adverse effect on some of China shiprepair yards as low repair prices, high Chinese inflation and low freight rates leads many groups and companies to make some tough decisions. A problem with the Chinese shiprepair sector is that many of the larger yards and both newbuilding and shiprepair facilities. With newbuilding contracts at Chinese yards in 2016 dropping significantly compared to 2015 and before, many companies are having to reshuffle their cards in terms of current and future business. This year already has seen a number of prominent newbuilding yards go under, while others are struggling to stay afloat, as the industry remains in recession owing to lower demand for shipping and global over supply since the financial cruises of 2008. Chinese repairers usually account for a revenue of US$17bn and see an annual growth of 5.1%. The yards employ just fewer than 100,000 people. While the newbuilding sector still looks depressed for the near feature, a number of forward thinking repair yards have geared themselves up to take on more technically advanced work, both repairs and conversions, by investing in the workforce and new facilities, and aiming for the high-value end of the shiprepair and Page 72 – www.shipandoffshorerepair.com

conversion market. 2016 has already seen a number of ‘firsts’ in Chinese shiprepair – the first use of UHP water washing on a large ro/ro, the first major cruise ship conversion project successfully completed, the first feeder containership jumboisation project completed and the first membrane type exhaust gas scrubber retrofit job completed. For some yards the future still looks positive.

PaxOcean China Sailing on the Right Strategies Two out of the six shipyards operated by PaxOcean are strategically located along the east coast of mainland China on the main trading route of the South China Sea. One of the leading yards in the region for international marine and offshore docking and repairs is PaxOcean Zhoushan, which operates two ultra-large graving docks measuring 400 m x 106 m and 380 m x 80 m. There is also a 576 m pier, providing the yard with total 1,000 m of alongside berthage and a few large gantry cranes, with the largest and newest being a 900 tonne capacity gantry crane. The yard reported that this year, the top four countries where

Far East their repair vessels were from, are Germany, China, Greece and Singapore. The yard has also recently repaired vessels from a good mix of other countries including Belgium, Cyprus, Hong Kong, India, Italy, Japan, Korea, Kuwait, Malaysia, Netherlands, Norway, Taiwan and UK. Earlier this year, PaxOcean Zhoushan celebrated the arrival of the world’s largest bulk carrier – the 402,347 dwt VLOC (362 m x 65 m) Ore Brasil for drydocking – work included propeller and tail shaft repairs and renewal of stern tube seals. Other notable repair projects that had taken place in PaxOcean Zhoushan included bulk carriers (17 vessels), chemical tankers (2), heavy transport vessels (4), containerships (3), general cargo vessels (1) and PCTCs (1). Also keeping the newbuilding team busy are two 89 m multipurpose support vessels, both of which are projected to be launched in Nov 2016, as well as two 17,000 dwt crude/product oil tankers, two 32,000 dwt multi-purpose vessels, a unit of 300 ft work jack-up and two 2,080 dwt cargo barges recently contracted with a Japanese owner. Adding another vessel to the track records, PaxOcean Zhoushan delivered the second of two semi-submersible accommodation vessels, the POSH Arcadia, which will enter a long term charter with Western Australia’s Shell LNG – the first in the series, the POSH Xanadu, is already in service with Petrobras. Both units are owned by Singapore’s PACC Offshore Services Holdings (POSH). The POSH Arcadia has a capacity of accommodating up to 750 personnel in 390 cabins with the highest comfort Class COMF-V (2), COMF-C (3), and is powered by eight units of generators producing over 30 MW electricity and nine units of thrusters with DP3 capability and equipped with a 38 m +/- 8 m telescopic gangway coupled with RFID

technology that allows for state-of-the-art walk to work capability. The vessel is also equipped with two large offshore cranes of 150 tonnes and 100 tonnes SWL provide ample heavy lifting capacity for offshore work. Both vessels were originally built as DP3 well-intervention vessels and have been converted to specialised accommodation vessels. On top of the installation of a 900 tonne capacity gantry crane, there has been other recent changes to the yard’s infrastructure including the a new maintenance workshop, blasting & painting chamber, steel pre-treatment plant and storage area, and a warehouse and paint store. By the end of this year, a new hull workshop will also be inaugurated. PaxOcean Zhuhai, located in Guangdong, is primarily involved in the newbuilding market, and continues to enjoy a robust orderbook: • Four 5,000 ps ASD Escort Tugs with ESCORT notation - (sea trial and bollard pull completed for 1st and 2nd units) • Two 50 m maintenance, work, utility vessels (block fabrication in progress) • Three 78 m shallow draft platform supply vessels (two are due for completion in July and December) • Two 500 teu containerships (block erection in Zhuhai’s covered slipway) • The fourth vessel in series of four – 88 m diesel-electric light construction vessels for POSH • Two 6,600 bhp anchor-handlers • One 8,000 bhp anchor-handler • Six 64 m shallow draft AHT Supply / Safety Standby vessels – recently signed contract In 2015, PaxOcean Zhuhai delivered three 88 m diesel-electric light construction vessels, three 4,000 PS ASD Tugs and two 25 m ASD

Volume 14 Issue 1– Page 73

Far East Tugs - Hmagat and Djava for Koniambo Nickel SA in New Caledonia. PaxOcean Zhuhai is a modern, well equipped newbuilding yard and was developed in 2007 with an optimized layout of facilities, where vessels are built from start to completion in covered all-weather fabrication workshops and slipways before finally being launched with a floating dock. Recently completed at PaxOcean Zhuhai was the construction of a new piping workshop and warehouse as part of the yard’s expansion plans. In the pipeline, a third, larger slipway is being planned.

Chengxi Shipyard completes conversion projects Many shiprepair yards in China over the past decade or so have been moving forward fast in terms of the types of repairs/conversions that they carry out. While many local yards still rely on basic ‘bread and butter’ repairs, such as steel renewal, for survival, other forward thinking yards have upped their skills set to undertake more demanding repair work, especially on sophisticated ship types. One such repairer in Chengxi Shipyards, a wholly-owned subsidiary of China CSSC Holdings Ltd. Located in Jiangyin City, Jiangsu Province, at the lower reaches of the Yangtze River, close to the important ports of Shanghai, Nantong and Zhangjiagang. The company has two shiprepair and shipbuilding yards in ‘middle’ China – Chengxi Shipyard and Chengxi Shipyard (Xinrong), covering a production area of 1.02m m2, a shoreline along the Yangtze River of over 3,500 m. The two shipyards, located on either side of the Yangtze River have 10 deep water repair berths, five floating docks capable of accommodating vessels of 50,000 dwt, 80,000 dwt, 100,000 dwt, 150,000 dwt and 170,000 dwt respectively. During 2015 Chengxi Shipyard repaired a total of 301 vessels of all types; delivered 29 newbuildings (mainly bulk carriers) from Handymax to Ultramax size. On the shiprepair and conversion side of the company’s activities, Chengxi Shipyards has built up a reputation for undertaking projects with a high technical content and high added value, such as the first livestock carrier conversion to meet AMSA (Australian Maritime Safety Authority) standards. The yard claims to

The first livestock carrier to be converted to meet AMSA rules Page 74 – www.shipandoffshorerepair.com

be the leading shiprepairer in China for gas tanker repairs and the application of Marineline and International Paint’s Interline 9001 coatings in cargo tanks. Recently Chengxi Shipyard completed the conversion of the 2,500 teu capacity containership Zrin into the 46,940 gt livestock carrier Nada for Lebanon’s Rassem Shipping. This vessel is currently one of the largest vessels of her type in the world, capable of carrying 20,000 head of cattle or 110,000 sheep. The conversion of the former containership was broken down into three main parts: structural conversion, machinery/electrical conversion, and coatings work. Structural conversion - The vessel’s previous No.1 hold was converted into a fodder tank and equipped with a feed conveyor. A total of seven new decks were added inside cargo holds Nos 2-4 and five new decks added above the weather deck for animal pens. The lower part of No.5 hold was converted into fuel tanks and the upper section transformed into the vessel’s new engine room. More than 3,000 aluminium alloy doors and over 500 steel doors were installed through the whole ship. The existing crew accommodation was converted and expanded. Three new accommodation decks were installed, along with 30 new crew cabins, a new galley and airconditioning room, plus two new lifeboat davits. In total, nearly 9,000 tons of new steel was added to the vessel. Machinery/electrical conversion - Nada received a complete modified drinking water supply system, washing and sewage discharge system, as well as a ventilation system. The vessel also was fitted with a new oil-water compressed air system for a new on-board generator, new hot/cold water system for the crew accommodation areas, plus a new AC system and domestic sewage system installed. According to AMSA requirements Nada was fitted with three new 1,200 kW medium speed generators, two 1,800 kW high speed generators. Following the conversion the livestock carrier now has a total of nine diesel generators on-board. The project also saw a large number of PE water supply pipes installed, along with sewage discharge pipes and fire-main pipes for the livestock areas, totalling more than 10 kms of new piping. A total of 35 feed conveyors and a large number of PE feeding pipes were installed, along with three new fresh water generators which are capable of producing 1,800 tons daily. The conversion also saw the installation of over 200 kms of electrical cables, new switchboards, starting panels and control boxes fitted. A total of 76 fans, each with a capacity of 100,000 m3/hr were installed. All main and branch air ducts were fabricated using 1.2 mm diameter stainless steel plate, which accounted for over 100 tons of stainless steel. Coatings work - All of the vessel’s original ballast tanks, approximately 80,000 m2, were blasted to SA2, while all fence structures were galvanised. The vessel’s deck areas, totalling 100,000 m2 were also coated, while the underwater hull of Nada was coated with International Paint’s Intersleek. The conversion of Nada to meet AMSA rules produced a number of challenges for the shipyard. For example, as the new animal pen houses covered an area of 30,000 m2, all corner welds of the fence structures had to be fully welded for easy flushing. In addition, as the Australian regulations call for the accurate measurements for the pen house height and railing space, with a clearance of only plus/minus 2 mm, each section pillar had to be joined vertically. Besides its two shipyards in ‘middle’ China, Chengxi also operates a major shiprepair base in southern China, Guangzhou. Chengxi Shipyard (Guangzhou) operates from two locations. At the main yard, the former Guangzhou Shipyard in the Longxue area, it has two

Far East large graving docks; of 200,000 dwt and 300,000 dwt capacity and 1,500 m of repair quays, while at its Wenchong branch it has a 150,000 dwt capacity graving dock and 1,200 m of repair quays.

the country. In establishing these quality standards, COSCO is working closely with Chengxi Shipyards and the Tianjin Institute of Shiprepair. The new quality standards will be based on current international maritime conventions and regulatory requirements and will cover: General work, hull construction, dock repair engineering, marine engineering, deck machinery, outfitting, pipe work, electrical engineering, air-conditioning, refrigeration and ventilation equipment, fire protection engineering and blasting and painting.

COSCO Shipyard Group sets shiprepair quality standards One of China’s largest shiprepair and conversion groups is stateowned COSCO Shipyard Group, which, like many Chinese yards, is active in both shiprepair and newbuilding. The group annually repairs more than 700 large vessels at its shipyards which cover the north, middle and south of China, having seven large shiprepair facilities in Dalian, Nantong, Zhoushan, Guangdong Province, Shanghai, Tianjin and Xiamen, backed up by a further eight ancillary service enterprises. COSCO Shipyard Group leads the way in tanker-to-FPSO conversions and recently completed the major refit of the ultra-deep offshore pipe-laying vessel Julius Caesar. In March 2016 COSCO embarked on a major strategy for the whole of China’s shiprepair industry by establishing a set of shiprepair quality standards - thereby providing a more systematic and comprehensive set of quality standards for all repair yards in

The cutter suction dredger in COSCO Nantong

Volume 14 Issue 1– Page 75

Far East Nantong COSCO Shipyard completes exhaust gas scrubber first

Greek owners favour Daishan Haizhou Shipyard

One of the busiest of the COSCO Shipyard Group’s repair operation is Nantong COSCO Shipyards, which features two large floating docks – the 150,000 dwt capacity Nantong floating dock and the 80,000 dwt capacity Yuan Tong floating dock. At the end of April this year the yard completed the first commercial installation of a membrane exhaust gas scrubber system developed by Canada’s Ionardo Inc. The work was carried out on the 4,850 dwt 2000-built ro/rocontainership Nolhanava, owned by Canada’s MG Management. Ionardo carried out the installation work at the Chinese yard, which represents the world’s first SOx removal for Emission Control Area (ECA) compliance using ceramic membrane technology. Ionardo’s membrane scrubber system allows shipowners and operators to achieve the benefits of fuel savings while meeting ECA requirements. Nantong COSCO Shipyards has entered into a co-operation agreement with local company Jiangsu Ionardo Environmental Protection Technology to offer the membrane scrubber technology to vessels retrofitting in Chinese shipyards. Mid-April saw Nantong COSCO Shipyard secure its first dredger conversion contract. The contract was awarded by China’s CCCCTDC Binhai Environmental Channel Dredging Co for work on one of its cutter suction dredgers. The conversion work involves a high technology content as well as a large amount of marine engineering. Although this is first such job for the yard, it has an experienced ship conversion project team on site and can call on strong technical support from COSCO Shipyard Groups head office. Meanwhile, in another development, COSCO Shipyard Engineering Service (Dalian) Co Ltd in February signed a two year strategic co-operation agreement with Piraeus, Greece-based original turbocharger spare parts specialist Turbotechniki Ltd. Under the agreement the two business partners will solicit orders for shiprepair, technical services, spare parts provisions and supply in China, Greece, Turkey, Romania, Bulgaria, Croatia, and Cyprus.

Daishan Haizhou Shipyard, located in the Daishan district of Zhoushan City Economic Zone, adjacent to the ports of Shanghai, Yangshan, Ningbo and Zhoushan in ‘middle’ China is finding increasing favour with Greek owners. One of the recent Greek owners to make use of this yard was Athens-based TMS Bulkers, which drydocked its 2002-built 74,204 dwt Oregon earlier this year. Works undertaken on this vessel included drydocking, cargo hold blasting and coating, and steel renewal. Daishan Haizhou Shipyard offers three floating docks –300,000 dwt capacity, 180,000 dwt capacity and 80,000 dwt capacity, as well as an 800,000 dwt capacity graving dock (560 m x 40 m) backed-up by three main repair quays - 680 m, 400 m and 180 m. The shipyard is certified to ISO 9001-2008 and has a port security compliance certificate from China’s Ministry of Transportation.

CSIC to merge Dalian and Shanhaiguan shipyards The economic slowdown and dramatic fall in new shipbuilding contracts has resulted in China Shipbuilding Corp (CSIC) taking the decision to merge the two large shipbuilding and repair yards of Dalian Shipbuilding Industry and Shanhaiguan Ship building Industry, both located in the north east of China. Shanhaiguan Shipyard is now a fully owned subsidiary of Dalian Shipyard. The merger meets Beijing’s strategy of integrating naval/ military and commercial industries and is part of China’s supply side reform. The merger will see Dalian Shipyard now concentrate more on newbuilding work on large naval and auxiliary vessels, while Shanhaiguan Shipyard will concentrate on shiprepair and conversion work. During 2015 three CSIC subsidiaries went bankrupt forcing CSIC to embark on a major restructuring programme. The merger of another two CSIC shipyards is also underway – Qingdao Beihai Shipbuilding Industry and Qingdao Wuchan Heavy Industry. Page 76 – www.shipandoffshorerepair.com

HRDD in cruise ship repair deal with Fincantieri One of the most dynamic, forward thinking ship repairers in China at present in Huarun Dadong Dockyard (HRDD), located on Chongming Island, Shanghai, at the mouth of the Yangtze River. Earlier this year the yard completed a unique ship conversion project for a German shipowner; the technical-demanding widening of three Panamax containerships owned by Germany’s Reederi NSB – MSC Carouge (ex Buxpost), MSC Geneva (ex Buxwave) and MSC Lausanne (ex Buxhai). A full description of this project appeared in SORJ April/May Page 20. Meanwhile, this year HRDD has completed its first cruise ship conversion, which has led to a tie-up for cruiseship repairs with Italy’s Fincantieri. Other projects involved the lengthening of the first of three feeder containerships for Germany’s HS Schiffahrt, and the conversion of a VLCC to FPSO. HRDD is a joint venture between China Resources Machinery & Minmetals (Holdings), Hudong-Zhonghua Shipbuilding (Group), China Yatong and Shanghai Datong NGS Industries. Over the past 12 years the yard has repaired more than 3,200 vessels for shipowners and managers from 30 countries and built up an impressive record of repeat business as well as technical skills. HRDD’s main overseas business comes from the US, Canada, Germany, the UK, Japan, South Korea, Singapore, Norway, Greece, Malaysia, Hong Kong and Taiwan. The company’s modern yard is located the main port area of Shanghai, covering an area of 230,000 m2, with a water frontage of 2,300 m. Facilities include four floating docks - Dadong – 340 m x 52 m, 175,000 dwt capacity, Huadong – 280 m x 45 m, 150,000 dwt capacity, Xingdong – 240 m x 38 m, 80,000 dwt capacity and Rundong 195 m x 36.5 m, 50,000 dwt capacity, as well as a 300,000 dwt graving dock. The drydocks are backed-up by six repair quays with a total length of 1,350 m. HRDD has taken the lead in the shiprepair industry in China to establish HSE systems, having been approved the OHSAS

Far East 18001:1999 certificate and ISO 14001:2004 certificate by ABSQE. Earlier this year HRDD secured a notable first for the Chinese shiprepair industry - the first major conversion of a cruise ship. The successful completion of this project is expected to open the way for more cruise ship refit and upgrading projects in Chinese yards as more and more of the leading cruise ship operators beat a path for China for vessel homeporting. The cruise ship conversion involved the 24,318 gt Glory of the Seas, the first vessel for China’s Diamond Cruises, a subsidiary of Tai Hu Cruise Management Co. She is one of the fastest cruise ships ever built, with a speed of 30 knots and the first ship in the Diamond Cruise fleet starting cruises in April this year from China to Japan and South Korea. The owners says that it plans to buy between three and five more ships and will also convert for operation in the fast expanding domestic Chinese cruise market. Glory of the Seas arrived at HRDD during November 2015 for a major project to transform the former Greek owned vessel into a ship aimed specifically at Chinese cruise passengers. The main scope of the project was to increase passenger capacity from 920 passengers to 1,300 passengers. The conversion also saw a weather break added to the vessel’s stern weather deck, modifications to the layout of the public spaces on Decks 5 and 6, adding new lounges on Deck 7, as well as installing a new sewage tank, stern sponsons, increasing the fixed weight in the double bottoms of the after engine room, fitting new watertight doors, a new marine evacuation system and extensive pipe work. Following the successful conversion of Glory of the Seas, HRDD entered into a co-operation agreement with one of the world’s leading cruise ship designers and builders – Italy’s Fincantieri. The agreement includes the development of technical skills, project management and logistics procedures, all vital for the smooth running of any cruise ship refit or conversion project. The co-operation agreement between the Chinese and Italian partners is looking to attract cruise ship refit and conversion projects from the likes of RCI, Costa Cruises, Norwegian Cruise Line, Princess Cruises and Star Cruises, all major operators who have ships either homeported in China or regular callers. A total of 12 cruise vessels were homeported in Shanghai in 2015 and Chinese cruise capacity is set to grow by 80% in 2016, becoming the second largest market after the US. Most large cruise ships now call at Shanghai’s Wusongkou International Cruise Terminal, which is doubling its cruise berths to four at the moment with work expected to be completed in 2017.

All four berths are designed to accommodate vessels up to 220,000 gt In 2015 this terminal received 278 cruise ships calls, virtually all homeport based vessels, accounting for 44.2% of China’s cruise market. This year the terminal is expected 492 cruise ship calls and 600 in 2017. During February 2016 HRDD completed the conversion of the first of three feeder containerships for German owner HS Schiffahrt (Bereederungs GmbH & Co KG, Haren/Ems. The 2003-built Hermann Schepers had her container capacity increased from 750 teu to 1,100 teu. The project involved lengthening the vessel by the insertion of a new 30 m (780) tonne mid-body section, including the transverse cutting and the fabrication of four new hydraulic, folding hatch covers. Total steel renewal involved in the project was 1,100 tons. Hermann Schepers now has an extra cargo hold, with a dwt of 13,000 tons and a length of 164.65 m. She is now on a three year charter to Singapore’s Far Shipping Lines, running between Singapore, Port Klang and Kolkata. The remaining two vessels to be lengthened, the 2004-built Anton Schepers and Reinhard Schepers will be converted later this year. All three feeder containerships are of the Volharding 750 high ICE class E3 design. During November 2015 HRDD completed its first VLCC-to-FSU conversion, the transformation of the tanker Sasa into the FSU Umba. The yard has now followed up this with the successful completion in January this year of its first tanker-to-FPSO conversion, involving the former Frontline Management owned 1998-built 309,996 dwt tanker Ulriken. Renamed Yinson Genesis and owned by Malaysia’s Yinson. The conversion was completed at the end of January 2016 and the vessel is now operating offshore Ghana for Yinson Production (West Africa) Plc Ltd. The work scope in the conversion of Yinson Genesis, a 12 month project, involved a large refit to the vessel’s accommodation, fitting of new accommodation, piping and mechanical work, manufacture and installation of a 90 m high flare tower and the fabrication and fitting of a new helideck.

Yiu Lian focuses operations on Mazhou Island facility Well-established Chinese shiprepairer Yiu Lian Dockyards has now centralised its repair operations at its new Mazhou Island facility at the

Volume 14 Issue 1 – Page 77

Far East mouth of the Pearl River in southern China. The yard is one of the country’s ‘top ten’ repairers and has a good international reputation for all types of repairs and conversion, as well as the repair of offshore rigs and support vessels. It undertakes most repairs to China Oilfield Services’s semi-submersible rigs. Yiu Lian has a vast amount of experience in the large scale replacement of steel in both tankers and bulk carriers, the conversion of tanker from single hull to double hull vessels, machinery works and large scale coatings jobs. The relatively new Mazhou Island yard is equipped with two large graving docks (400 m x 83 m and 360 m x 67 m) and two large floating docks (240.5 m x 36 m and 190 m x 27.8 m). The shipyard’s favourable location, with Hong Kong to the south, Guangzhou to the north , and having open and deep water access to the Longgu Fairway, which has a designed depth of 15.8 m allowing easy access for large commercial vessels as well as offshore structures. Yiu Lian’s portfolio of international customers includes regular clients from Cyprus, Germany, Greece, Italy, Kuwait, Russia and Saudi Arabia. At the end of June the yard was repairing vessels from owners/managers in China, Germany, Hong Kong, Italy, Norway, Singapore, Turkey and the UK.

One of the world’s largest ro-ro vessels drydocks at Zhoushan IMC This year (2016) has already been a busy year for Zhoushan IMCYY Shipyard, located in Zhoushan, near Shanghai, with a number of demanding projects undertaken. During January, which was colder than expected in this part of ‘middle’ China the yard repaired five foreignowned PCTC simultaneously. At the end of March Zhoushan IMC-Yongyue drydocked and repaired one of the world’s largest ro/ro vessels – Wilh Wilhelmsen’s 75,251 gt Tønsberg. During the docking period the yard used ultra-high pressure water washing on the hull prior to coatings application. This is believed to be the first vessel to undergo UHP water washing at a Chinese repair yard. One of the largest vessels to repair at the yard in 2016 was the 300,294 dwt tanker Maran Centaurus, owned by Greek operator Maran Tankers Management, Athens. Zhoushan IMC-Yongyue is one of China’s youngest shiprepair yards, having started operations in January 2006. A joint venture between Singapore’s IMC and Chinese shipbuilding interests, the yard covers an area of 500,000 m2 and offers two graving docks - 300,000 dwt and 100,000 dwt capacity and two large repair quays – 524 m x 5 m x 12 m for vessels up to 300,000 dwt, and 250 m x 12 m for vessels up to 200,000 dwt. It is also building another large graving dock which will be able to accommodate large offshore units. SORJ

During January 2016 Zhoushan IMC-Yongyue Shipyard repaired five large PCTCs simultaneously Page 78 – www.shipandoffshorerepair.com

OFFSHORE REPAIRS

Supplement to SORJ Volume 14 Issue 2 June/July 2016

A SPECIAL OFFSHORE REPAIRS SUPPLEMENT TO SORJ (SHIP AND OFFSHORE REPAIR JOURNAL)

Offshore Oil & Gas More offshore spending essential to avoid future price shocks Shell boss Ben Van Beurden left his options open when interviewed by the UK’s Sunday Telegraph in early July. The long-time Shell man, with more than 30 years of experience at the oil major after obtaining a Masters in Chemical Engineering from the University of Delft in Holland, said that the long-term oil price trend would be upwards, but there could be more job cuts ‘absolutely’ and there would be a bumpy road to a new price level. On the one hand, he can’t be too optimistic in these uncertain times even if the oil price is markedly higher than it was six months ago. Following the $52bn merger with BG Group, the two companies have already slashed more than 10,000 jobs. Yet more may be necessary. His advisors may also urge him not to be too upbeat if the company’s dividend strategy is likely to continue to disappoint institutional investors and private shareholders. On the other hand, the fundamentals, some experts would argue, do not align well with Mr van Beurdern’s view of the current supply demand balance in global energy markets. In fact, some believe that the consistently downbeat message given by senior oil major executives is a strategic move to allow cost-cutting to continue and persuade shareholders to stick with ailing stocks in the long term, come what may. The direction of oil price travel, many energy analysts believe, will be upwards, and more quickly than may be expected. Even in Norway, probably the country hardest hit by the plunge in oil prices, optimism is evident. Despite swingeing job cuts throughout the on- and offshore energy industry, companies in the sector – extending from Statoil right down to small specialist engineering and high-tech drilling firms – regard today’s energy prices as a temporary phenomenon, although quantifying the term ‘temporary’ is still a matter of debate. Earlier this year, Oslo analysts at Rystad Energy presented some of the fundamentals as they see them and predicted the likely development of the supply demand relationship over the months ahead. They also expressed concern that the strategies adopted by some energy firms will cause lasting damage to the offshore industry in particular, as expertise is lost, technological innovation delayed or slowed, and exploration, essential to replace used reserves, put on hold. Rystad believes that the world will require 98m bbls/day of oil by 2020. Therefore today’s prices are not sustainable, the company said.

The rig industry has been hardest hit by the crash in oil prices – with many going into lay-up At US$30, global production would have fallen sharply to around 86m b/d by 2020, the firm estimated, whilst at $50, production would reach about 93m bbls/day, still significantly less than likely demand at that time. On this basis, the firm said that it was confident that the oil price would increase faster and sooner than many ‘lower-for-longer’ theorists would have us believe. Meanwhile, capital expenditure by heavyweight energy firms was estimated to have fallen by 25% in 2015 and is projected to decline by a further 21% this year. Capex spending this year, however, the firm believes, is likely to be the low point. Meanwhile service company revenues fell by a massive 36% in 2015, according to Rystad whilst around $200bn of service contracts have been deferred. This, the firm implied, was a short-term strategy because service companies cannot afford to lose large volumes of business without cutting headcount, losing experienced personnel and failing to invest in R&D and keep pace with technology developments. The purchase of oilfield services, the Norwegian energy analysts believe, will have fallen by an annual average of almost 6% between 2015 and 2017. But then energy firms will realise that deferring E&P spending can only go on for so long; between 2017 and 2021, Rystad estimates that the purchase of oilfield services will rise at a compound annual growth rate of 12%, significantly higher than the 10% CAGR between 2010 and 2014. The North Sea subsea market, for which Norwegian energy experts have high hopes in the medium term, was worth around $10bn in 2014 but has fallen in value over 2015 and 2016. By 2018, however, Rystad

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Offshore believes it will have picked up again and will probably be worth $8.5bn, hitting more than $10bn in 2019 and $15bn in 2020. There would be twice as much activity with Brent at $80, as compared with $60. Perhaps Rystad’s strongest message, however, related to global reserves and the requirement to replace them as they are used. Last year, the company says, the world developed only one quarter of the replacement reserves that were required. In total, global oil reserves fell during the year by 26bn barrels. Since successful oil exploration – from seismic surveys to exploration drilling, to successful finds and then production – typically takes at least five years, there is now an urgent need for new investment in E&P if some nasty energy price shocks are to be avoided in the future.

Norwegians pioneer ‘subsea factory’ in northern seas The Norwegians are less fazed than most by the ups and downs of oil prices. In contrast to most other regions, the most recent price collapse appears to have generated a new wave of innovative energy as companies pursue and develop new drilling technologies and systems by which to cut the breakeven price per barrel. What is clear, however, is that tomorrow’s Norwegian oil and gas will be produced in some of the most challenging environments on the planet and the country’s energy experts are already working on the technologies that will be necessary. In some of these northern waters, however, floating assets may now take second place to what is known in Norway as the subsea factory. This will generate new demand for a range of complex service and support vessels, pipe- and cable layers, construction vessels, heavy-lift and project cargo ships, IMR vessels, and so on. These developments are being watched closely by energy firms in environmentally less challenging parts of the world where enhanced oil recovery, for example, remains an important priority even after the latest crude price plunge. In fact, if cheap oil leads to budget shortfalls in the short term, raising yields from existing wells is more important than ever. even if the price plunge means budgets face shortfalls for the moment, improving offshore yields is still a priority for energy firms everywhere. Some of Norway’s latest exploration and production technologies are already being tried and tested by Middle East oil majors including Saudi Aramco and the Abu Dhabi National Oil Company. Together with energy

Tord Lien – “Although the oil price is down, it has certainly not stopped Norwegian innovation in exploration and development” Page 82 – www.shipandoffshorerepair.com

Eldar Sætre – “We will see a stronger industry as we build an economic foundation for new projects.” firms in other parts of the world, these companies are focused on lowering breakeven costs per barrel, increasing efficiency by raising production yields, and tapping into smaller nearby reservoirs which have been inaccessible until now. At a subsea conference in Oslo earlier this year, Norwegian Minister of Petroleum and Energy (NMPE) Tord Lien proclaimed that although the oil price is down, it has certainly not stopped Norwegian innovation in exploration and development. The country leads the way in subsea technology, he said, giving the example of the world’s first subsea gas compression facility on Åsgard which will add more than 300m bbls of oil equivalent to total output over the life of the field. Compression, he said, could either raise production rates or make recoverable reserves last longer. Meanwhile, construction of the topsides of the giant Johann Sverdrup field, due on stream in 2020, had now started, the Minster said, and the NMPE was proceeding on schedule with the 23rd licensing round. Focusing on the North Sea, the Norwegian Sea and the Barents Sea, this would make it possible, he said, for Norway to be a major supplier of oil and gas for many years to come. For the first time since 1994, the NMPE made new exploration acreage available, specifically in the south-eastern Barents Sea which has been an area on hold until a recent settlement with the Russians over whose rights prevailed. Applications were received from 26 energy firms for 57 blocks or parts of blocks. Of these, 54 are in the Barents Sea and three are in the Norwegian Sea. The Norwegian Energy Minister was joined on the platform by Statoil President and CEO, Eldar Sætre who has overseen an unprecedented ‘efficiency drive’ which, he told delegates, had reduced the company’s 2013 portfolio breakeven price per barrel from $70 to $40. Floating and subsea technologies were the key to successful future developments, both in Norway and at many offshore fields around the world, he said. There is a perception that the Norwegian Continental Shelf is an expensive place to be, he continued, and that oil in the Barents Sea should be left there. But changing peoples’ perceptions was vital and possible. By simplifying, integrating and standardising procedures, huge cost savings could be made. Focusing on standardisation, Mr Sætre said that there are thousands of different types of christmas trees on the market today; yet more than 90% of requirements could be covered with about 200. “We will see a stronger industry as we build an economic foundation for new projects,” Mr Sætre said. “Our aim is to be the most carbon-efficient oil company. Technology is critical for carbon-efficient oil and gas, and new energy solutions. What we’re going through is the biggest transition in Statoil’s history,” he added. SORJ OFFSHORE

FPSOs

It is generally cheaper and faster to build an FPSO as a conversion

Floating energy on ‘goslow’ … for now Dramatic cuts in capex by major energy firms have resulted in a sharp slowdown in offshore floating projects over the last two years. The FPSO market was valued at close to US$16bn in 2014 and projected to grow to more than $43bn by 2021, a compound annual growth rate of just over 16%. But weak energy prices have undermined a range of planned projects and further delays are expected in the months ahead. In fact, some experts suggest that 2016 could prove to be the toughest year yet, even more challenging than 2015 when only four FPSO contracts were awarded, the lowest number since 2009. These related to projects in the Gulf of Mexico, Norway, Egypt and Ghana. This small number contrasts sharply with the 23 projects awarded through 2013 and 2014, almost one a month. However, in the medium term, demand for oil and gas will remain inelastic because there is no realistic large-scale alternative, at least for the moment. Global transportation relies on hydrocarbons, for example, and much of the world’s power generation is based on oil or gas. Yet most of the world’s easy oil, onshore, has been developed and is in production. As a result, attention has switched offshore. However, since 2010, around half of new offshore oil discoveries have been made in deep or ultra-deep waters where fixed platforms and pipelines to land are neither possible nor viable, or both. There are also political considerations. Off the West African coast, for example, floating production facilities are likely to remain the development path of choice because of uncertainties and security issues ashore. There are vast hydrocarbon reserves off the West African coast and FPSOs will be in constant demand there for the Page 84 – www.shipandoffshorerepair.com

foreseeable future. Brazil, of course, has underpinned much of the demand for floating units. But China and Australia are also important regions in the floating sector. For projects that were already well-advanced at the time of the oil price crash, there has been no alternative but to proceed, if at a slower rate. Estimates vary, but Shell’s giant Prelude floating LNG plant, under construction at Samsung in Geoje, is thought to be running more than 18 months behind schedule with latest reports indicating that coatings in the unit’s ballast tanks may lead to more delays. It is generally cheaper and faster to build an FPSO as a conversion from an existing tanker, with prices varying typically in the $1.5-2bn range. It costs more and takes longer to build new FPSOs which could range in price from $2.5-3bn. However, although there are delays at present, a growing preference for larger units has become evident and some analysts have suggested that purpose-built FPSOs, rather than conversions, are likely to become increasingly popular as demand picks up again. Furthermore, when the oil prices firms, the offshore reserves likely to be targeted will once again lie in deep, distant, difficult and dangerous regions where purpose-built units are probably best-suited. Malaysian state oil company Petronas’ first floating LNG unit, the PFLNG Satu, is now on location at the Kanowit gas field off the coast of Sarawak. In due course, when fully commissioned probably later this year, it is likely to become the world’s first full-scale floating gas production plant. Ordered in 2012 and designed to produce 1.2m tonnes of LNG/year, the Satu can operate in water depths ranging from about 60-200 m. A fraction of the size of Shell’s massive Prelude which has a design capacity of 3.6m tonnes a year, the Satu has been designed specifically to enable the exploitation of reservoirs of offshore gas which are either too small or too distant to make a pipeline connection worthwhile. However, cost savings are under way at the energy company. A second floating LNG unit, intended for the Rotan gas field off the coast of Sabah in Malaysia, has been delayed for two years until 2020. Meanwhile, a Singapore-based offshore service company, PACC Offshore Services Holding Ltd, has won a project to tow Shell’s Prelude the 4,828 kms (3,000 miles) from Samsung’s Geoje yard to the Prelude gas field in the Browse Basin, 200 kms off the

by Paul Bartlett

northwest coast of Australia. A joint venture company POSH Terasea will undertake the challenge to locate and position the world’s largest offshore facility with four powerful anchor handling tugs – the Terasea Eagle, Terasea Falcon, Terasea Hawk and the Terasea Osprey, and an anchor-handling tug supply ship, POSH Champion. The date for the tow, however, remains unclear.

Shell’s Prelude project

IE targets offshore sector with wide-ranging SPS applications Energy firms may have reined in capital expenditure following the oil price collapse but Ian Nash, Marine Business Manager at Intelligent Engineering, is not fazed by this. He sees an expanding market for the company’s SPS technology, both for in situ FPSO repairs and upgrades as well as conversions and newbuildings. “Typically, there’s a long lead time in many of the offshore projects we have worked on, so we are preparing right now for the likely upswing in floating production asset demand, as well as repairs to existing units in operation today,” Nash explains. “But despite the offshore downturn, we have a steady stream of enquiries and a strong pipeline of business.” “SPS technology has potential applications in many areas of FPSO units. We have developed a strong track record in a wide range of repairs and upgrades with many repeat customers,” he adds. SPS, standing for Sandwich Plate System, is a structural composite material consisting of two metal plates bonded with a polyurethane elastomer core. It is approved by all major

FPSO/FSOs

BP’s FPSO Glen Lyon class societies as a permanent repair for hundreds of offshore, marine and civil engineering projects. Completed projects on FPSOs include side-shell reinstatement and impact protection both above and below the waterline, repairs to main decks, bulkheads and sea chests, stainless steel linings for enhanced oil recovery (EOR) tanks, blast protection and escape tunnels. SPS repairs and upgrades have also been undertaken on board fixed platforms with applications including refurbishment and strengthening of pipe-rack decks and drill floors, pontoon plating and column base rehabilitation, mud tank reinstatement and helideck upgrades. Meanwhile offshore supply vessels have undergone deck strengthening and IE has class approval for ice-class upgrades. “One of our key selling points is that we can undertake both ‘no hotwork’ repairs over small areas and ‘reduced heat impact’ work over much larger areas,” says Nash. “As an alternative to crop and replace, SPS technology has a long list of advantages including potentially no requirement to clean or gas-free adjacent tanks or to erect scaffolding for main deck repairs. Operations in adjacent spaces do not need to stop.” Conventional repairs on deck requiring hotwork need a ‘safe habitat’, pressurised from inside to ensure no ingress of hydrocarbon gases while work is carried out. But, by using SPS which has a ‘no hotwork’ solution, a habitat is not necessary. “Minimising disruption for floating units in operation is one of our main advantages,” Nash explains. “This can be particularly valuable for FPSOs on station for long periods. Repairs on side-shells near or below the waterline, internal bulkheads, EOR tanks or main decks can all be carried out in situ.” He gives examples of conventional sidePage 86 – www.shipandoffshorerepair.com

shell repairs or refurbishment of a sea chest. These would typically require a cofferdam, divers, the attendance of a support vessel and the possible gas-freeing of adjacent internal spaces – expensive in direct costs and disruptive to routine operation. By using SPS, Nash continues, no cofferdam would be necessary, adjacent spaces would not need to be gas freed, and divers and a support vessel would not be required either. “In the same way, repairs to internal bulkheads cause minimal disruption.” “If a conventional repair were to be carried out on a centre tank, four adjacent tanks would need to be shut down, cleaned and gas-freed – to port and starboard, forward

and aft. Using SPS, this would not be necessary,” he explains. Installation of escape tunnels is another application. Double-skinned SPS tunnels, such as the one installed on BP’s FPSO Glen Lyon can withstand a two bar explosion and offer fire protection of J30 and H60. Onboard BP’s unit, the tunnel ran forward to the accommodation aft with four airlocks along its length. Customers are enthusiastic about SPS repairs. Dave Ramsay, Hess Structural Integrity Project Manager, comments on work undertaken on-board the Sendje Ceiba, a converted 275,000 dwt tanker. “Hess has used Intelligent Engineering to support this unit off Equatorial Guinea since 2005. Using both cold- and hotwork solutions to insert SPS repairs throughout the vessel, Hess has been able to reduce costs and maintain vessel integrity where previously it would not have been possible because drydocking, costly diving and expensive cofferdams would have been necessary.” Besides repairs like this on station, however, Nash and his team believe that applications for SPS on-board newbuildings throw up interesting opportunities. It is lighter and stronger than conventional steel and other benefits include blast, fire and impact resistance along with providing a thermal barrier. SORJ OFFSHORE

IE’s Ian Nash – “I see an expanding market for the company’s SPS technology in the FPSO market”



Singapore’s KeppelFELS’ facility

Keppel completes acquisition of LeTourneau Singapore’s Keppel Offshore & Marine, through its wholly owned subsidiary, Keppel Offshore & Marine USA, Inc., has completed the acquisition of Cameron International Corporation’s (Cameron) offshore product division, which comprises the Le Tourneau jack-up rig designs, rig kit business, as well as its aftersales and aftermarket services. The acquired company will operate as Keppel LeTourneau with offices in the United States, United Arab Emirates and Singapore. The acquisition will not only broaden Keppel O&M’s suite of jack-up rig designs but also expand its business in the provision of aftersales and aftermarket services. Chow Yew Yuen, CEO of Keppel O&M said, “Keppel O&M is the world’s leading provider of offshore jack-up rigs. This strategic acquisition will complement Keppel O&M’s existing capabilities and enable us to provide our customers with a full suite of end-to-end jack-up rig solutions. With Keppel’s and LeTourneau’s combined engineering resources, international shipyard presence and design and equipment manufacturing competencies, we are confident of providing even better value-added solutions to drilling operators.” Adding the Le Tourneau designs to its own offerings, Keppel will have more than 26 designs for jack-up rigs covering almost every requirement and condition in the market. Keppel will have the flexibility to customise and build the Le Tourneau jack-up rigs from Keppel yards worldwide or license the design to any client or shipyard through the sale of rig kits. The rig kits include jack-up Page 88 – www.shipandoffshorerepair.com

Rig yards leg components, elevating units/ jacking systems and cantilever/skidding systems. Marine equipment such as cranes and anchor winches are also options in the rig kits. The Le Tourneau suite of jack-up rig designs is well established with a proven track record of operating in a variety of environments. This includes the Le Tourneau Super 116E, Workhorse, Super Gorilla XL and Jaguar. Another important aspect of the business is the provision of aftersales and aftermarket services. This includes the sale of spare parts, field service (troubleshooting, inspection, installation and commissioning), operator training, repair and refurbishment of equipment and bespoke engineering services. Some 260 or 40% of the jack-up rigs currently in the market belong to either LeTourneau or Keppel designs. Of these, more than 100 rigs are over 15 years old and require regular servicing. Besides repairs, upgrades and modifications, jack-up rigs are required to undergo five-year class recertification special periodic surveys. With 20 yards around the world which are near market and near customer, Keppel O&M will be able to service Le Tourneau rigs for their owners wherever they are, more quickly and efficiently, expediting the rigs’ return to work. As a jack-up rig is made up of thousands of components, Keppel O&M’s comprehensive supply chain management system will ensure that it is able to provide the spare parts required in aftersales and aftermarket services in a timely and cost-effective manner to its customers. Chow Yew Yuen added, “With the current low oil price, rig owners are looking more at repairing and upgrading their current fleets. The LeTourneau acquisition has expanded our client base, and will improve our service offerings to rig operators in helping them maintain their assets more cost-effectively. In addition, we are confident that our end-to-end packages, from rig design and construction to aftersales and aftermarket services, will be attractive to customers because they will be assured of greater reliability in product quality as well as follow up services.”

Recent repair projects carried out by KeppelFELS in Singapore have included the ‘winterisation’ of Japan Drilling’s semi-submersible Hakuryu-5, following the successful repair of three other rigs from the same owner – Hakuryu 10, Hakuryu 11 and Naga 1.

Able UK completes Awilco project The Seaton, Hartlepool facility of the UK’s Able UK, Able Seaton Port, has completed the refit of the semi-submersible rig WilPhoenix, costing US$42.5m. Work on the 1982-built rig, owned by the UK’s Awilco Drilling, includes SPS and the installation of a new BOP (blowout preventer). When the refit is completed, WilPhoenix will return on charter to Apache North Sea, for which she has 22 months left on a three year charter. Able UK has major plans for its Seaton Port facility in terms of the ship and offshore repair and maintenance markets. The facility features one of the largest drydocks in Europe, measuring 376 m x 233 m, with an entrance width of 120 m. Expansion plans envisage the building a new, wider, concrete caisson drydock gate and the creation of a new inner drydock, by expanding the length of the drydock by 100 m. This will enable Able UK to expand its operations and services and provide greater flexibility for it to tackle larger complex projects. Able is looking at a variety of sectors in the marine industry for the use of the drydock, such as offshore decommissioning, repair and maintenance of heavy lift vessels such as Allseas’ 382 m x 124 m Pieter Schelte, aircraft carrier repairs, commercial repairs to very large tankers and containerships, offshore gravity base unit (GBU) ecycling/manufacture and offshore rig construction. The facility has already been used for the recycling of former US Navy decommissioned vessels.

Activities at Semco’s Hanøytangen yard The semi-submersible drilling rig Island Innovator has arrived at Norwegian west coast

Rig yards

Semco’s Hanøytangen yard offshore repairer Semco Maritime Hanøytangen for maintenance and refurbishment. The 2012-built rig is owned by Island Drilling and operated by Odfjell Drilling, being the first rig of its type (GM 4000), developed specifically for operation in the North Sea. The Bergen-based repairer is also currently working on the semi-submersible drilling rig West Venture, and has just completed repairs to the semi-submersible rig Deep Sea Atlantic. West Venture, a deep-water floater of the Kvaerner KMAR CS-45 design, is owned by North Atlantic Drilling Ltd. Deep Sea Atlantic is a 6th generation deep water and harsh environment semi-submersible, of the Enhanced GVA 7500 design, built in 2009 and managed by Odfjell Drilling. The Semco yard is equipped with a large wet dock and a 116 m x 125 m graving dock, backed-up by repair quays with an alongside water depth of 100 m.

Norwegian yards win contracts Two yards on Norway’s west coast have recently won offshore repair contracts. The BP-owned newbuilding FPSO Glen Lyon has arrived at Aibel in Haugesund for final outfitting work, which is expected to be completed within two months. The 165,000 dwt Glen Lyon arrived from her builders in South Korea, Hyundai Heavy Industries and when final outfitting work is completed will sail to BP’s Quad 204 project development, 175 kms west of the Shetland Islands and will replace the FPSO Schiehallion, which has been producing oil since 1998. Page 90 – www.shipandoffshorerepair.com

Meanwhile, Weston Yards, in Ølensvåg, has just completed the successful reactivation of the 31year old Transoceanowned semisubmersible drilling rig Henry Goodrich. The rig has been chartered by Canada’s Husky Energy for operation in the White Rose oilfield, some 350 kms offshore Newfoundland and was recently under tow by the AHT/OSVs Maersk Detector and ALP Winger, arriving in Canada at the end of April.

Introducing DG JACK A new total solution jack-up was introduced at OTC Houston - DG Jack is the result of a collaboration between Damen and GustoMSC, which announced the forming of a collaboration in order to produce a range of self-propelled and non-self-propelled jack-up platforms for the offshore industries – the DG JACK range. The collaboration will be based on GustoMSC’s strong track record in the design of jack-ups and provision of jacking systems, combined with Damen’s extensive experience in shipbuilding and vessel optimisation, financing and worldwide after-sales services. GustoMSC Managing Director Nils van Nood said of the collaboration, “We are very pleased to team-up with Damen to provide their clients proven and reliable jack-up solutions. These jack-ups form an expansion of the Damen portfolio targeting the offshore markets in oil & gas, renewables like offshore wind, and civil construction. The jack-ups will be based on GustoMSC’s proven designs and will include GustoMSC’s proven jacking systems. “As a result of this collaboration the joint Damen and GustoMSC team is fully aligned to provide an optimised solution covering the complete lifecycle of the units, including the design, the construction and delivery as well as the services during operational life. The future owners of these jack-ups will enjoy a product of combined Damen and GustoMSC quality and they will experience first class global services.”

This arrangement provides the market with a total solution, drawing on the extensive experience of both companies, and on the wealth of knowledge within the Dutch maritime industry. Working together in this way, GustoMSC and Damen will be able to offer total control over the entire process, covering everything from basic design, through construction, to after-sales care – anywhere in the world. Damen Chief Commercial Officer Arnout Damen explained, “The collaboration between Damen and GustoMSC represents a considered response to the needs of the entire offshore industry. It provides operators with a reliable, effective solution, combining GustoMSC’s expertise in design and engineering with Damen’s knowledge of construction, quality, outfitting, after sales service and finance options. “We are looking forward to working with GustoMSC on the development of this range. The DG JACK will provide a bridge between the offshore energy sectors and offer the versatility to carry out multiple and varied tasks, safely, efficiently and at competitive rates, in line with market expectations” The decision to partner up and produce the DG JACK range is based upon feedback from the offshore markets. DG JACKs will operate across the offshore spectrum, in both renewable and non-renewable sectors. Damen Head of Business Development Peter Robert explained, “In the oil & gas markets, the demand for self-elevating service vessels such as the DG JACK range is driven largely by operation and maintenance (O&M) requirements. Age significantly increases the amount of topside repair, maintenance and refurbishment the operator must undertake for the platform to remain serviceable and compliant. In such circumstances the DG JACK represents an extremely cost-effective solution. “At the same time, shallow water offshore fields remain a major source of production. With enhanced technology and recovery, combined with the relatively low cost of

The Damen/Gusto MSCm DG JACK design

Rig yards production compared to deep and ultradeep water locations, such sites will ensure a continuing demand for the DG JACK range, particularly at this time of low oil prices.” Mr Robert also stated that trends in the offshore wind industry gave the DG JACK range an assured welcome: “Wind turbine capacity has grown 41.1% from 2010 to 2015. In 2015, the average capacity of new wind turbines installed was 4.2 MW, a significant increase from 3.0 MW in 2010, reflecting a period of continuous development in turbine technology to increase energy yields at sea. The deployment of 4-6 MW turbines seen in 2015 will be followed by the gradual introduction of 6-8 MW turbines closer towards 2018.” Operational experience to date has shown that jack-up vessel intervention has been required at operational windfarms to correct failures in relation to main components, both for isolated defects and to introduce design improvements. Most of the interventions have been in relation to early operational life and there is currently only a limited experience from offshore wind turbines on longer-term wear out rates and the typical length of life for critical main components, including blades, generators, transformers and gearboxes. Consents granted to forthcoming projects indicate that this trend of scaling up is set to continue in the long term. Also, the fact that wind farms are placed farther offshore and in deeper water, means different capabilities are required than those seen in the current fleet of jack-ups operating in offshore wind. And, with the design life of offshore wind farms being between 20 and 25 years, routine operation and maintenance tasks are assured to ensure performance optimisation.

Offshore contracts for Damen Holland’s Damen Shiprepair Amsterdam (DSAm), part of Damen Shiprepair & Conversion (DSC), recently undertook a major modification and maintenance project on the jack-up vessel Sea Installer. In what is a multidisciplinary project, the yard’s primary focus will be to upgrade the vessel’s main crane. With its increased lifting capacity, the 132 m A2SEAowned vessel, which is used chiefly for offshore wind farm installation purposes, will be able to take on a broader scope of work as offshore wind activities involve heavier and larger components.

Arriving at DSAm on April 10th, the Sea Installer took her position alongside lay-by berth No.1. The smooth running of this project is facilitated by the prefabrication of key components at nearby Niron Staal Amsterdam, also part of DSC. Niron Staal fabricated and supplied the new boom rest, hook block pockets, trolley rail and support stools. With these parts ready from the outset, DSAm was able to commence the project at maximum capacity. The Sea Installer project also involves some notable lifting procedures - DSAm has created a temporary lifting and storage area alongside the vessel’s berth to accomplish these safely and effectively. “We need to remove a total of 569 tonnes from the vessel and lift a further 702 tonnes back on board again,” explains Damen Project Manager Daniel Gerner. The yard will use an LR1600-2 Mammoet crane to perform the lifts. Consequently, the preparations also included calculating the numerous lifting plans. In line with the yard’s high offshore quality lifting procedures, these were compiled in close collaboration with Mammoet. With the vessel’s Boom, Boom rest, A-frame, winch and hook block pockets already removed from the vessel, operations are now in full swing. Ready for lengthening, the boom has been positioned on a support structure consisting of 15 stacked shipping containers. Volume 14 Issue 1– Page 91

Rig yards

The Sea Installer in DSAm A2SEA is providing the new A-frame and winch. In terms of capacity, the crane will be upgraded from a single mode 800 tonne crane to a double mode long and short 900 tonne crane (long 700 tonnes and short 900 tonnes). DSAm is also paying close attention to the state of the Sea Installer‘s jacking equipment. “We have divers currently in the water to inspect the spud cans – and we are also replacing one of the jacking cylinders. We are looking at finishing this considerable project within a two-month timeframe,” states Mr Gerner. “The strong winds that we had here during the first couple of weeks have set us back a bit, but we are still on course for timely completion. If necessary, we can ramp up our work schedule by moving to 24/7 operations.” Meanwhile, the DP1 jack-up vessel Thor, owned by the DEME Group, has completed a short stay at Damen Shiprepair Dunkerque (DSDu), also part of DSC. During her time at the yard her hull was repainted in the new DEME livery and her thrusters inspected. Measuring 70 m x 40 m, she spent four days in one of the yard’s drydocks. A special docking solution was required due to the size of her aft thrusters, which are 3.825 m high. Standard dock blocks are just 1.80 m. Fortunately, her design supplied the answer as well as the problem, and her four legs were used to maintain the hull at the height required to keep the thrusters clear of the dock bed Page 92 – www.shipandoffshorerepair.com

while the inspection was conducted. In order to spread the considerable load of each leg, wooden platforms were positioned beneath them to ensure that no damage was done to the dock. Following the successful completion of the assignment, Thor departed for Antwerp. Carlos de Vliegere, DSC Sales Manager for Belgium, commented, “DSC has an excellent relationship with the DEME Group. During 2014 and 2015 we drydocked and repaired 11 vessels for them.” DSC’s ability to react quickly and deliver fast turnarounds with short lead times is valued

The Thor in DSD

by the client, as is the quality of the work. Additional projects that DSC has undertaken in the current year for DEME include a thorough maintenance, repair and survey programme in the spring for the 20,000 tonne fallpipe vessel Flintstone, at Damen Shiprepair Amsterdam (DSAm). “At Damen we do our utmost best to continue and strengthen our relationship with the DEME group,” added Carlos de Vliegere. “We look forward to receiving the next vessel for drydocking and maintenance at one of our yards.” SORJ OFFSHORE

Offshore - Yards More FPSO contracts for Keppel Singapore’s Keppel Shipyard, part of Keppel Offshore & Marine has secured four contracts worth a total of about S$120m from repeat customers. Michael Chia, Managing Director (Marine & Technology) of Keppel O&M, said, “We are pleased to secure new orders from long-time customers who continue to entrust their projects with us, whether it is for turret fabrication or vessel upgrades. Leveraging our comprehensive range of marine services, proven execution excellence and experience, we continue to be the trusted and preferred partner in the industry, providing cost-effective and robust solutions.” The first contract is from BW Catcher Limited, a wholly owned subsidiary of BW Offshore, for the installation and integration of topside modules for a newbuild FPSO. Upon its completion, the FPSO will be deployed to the Catcher Field located in Central North Sea, UK, which is operated by Premier Oil. The second contract is from SOFEC, Inc to fabricate an Internal Turret Mooring System

The FPSO Ngujima-Yin during her original conversion in Keppel for a FSO that will operate in Maersk Oil’s Culzean Field in UK’s section of the North Sea. Fabrication of the turret is expected to be completed in the third quarter of 2017. For the third contract, Keppel Shipyard will carry out upgrading work to the pipelay vessel, Castorone, for Saipem Offshore Norway

AS. Keppel Shipyard previously undertook the completion and integration works for the newbuild Castorone in 2011. Already berthed at Keppel Shipyard, upgrading work for Castorone is scheduled to be completed in the third quarter of 2016. Keppel Shipyard’s job scope includes

Volume 14 Issue 1– Page 93

Offshore - yards

FPSO Cidade de Caraguatatuba thereplacement of switchboards to improve the vessel’s power distribution systems, renewal works on 45 kms of electrical cables, various pipelay system upgrades as well as the construction of new water ballast tanks and conversion of old ones into fuel oil tanks to optimise the vessel’s capabilities. The fourth contract is from Woodside Energy Ltd for the modification and upgrading of the FPSO Ngujima-Yin to support the Greater Enfield Project. The shipyard’s job scope includes marine and hull life extension and refurbishment works - installation of new customised water flood module, turret risers and power and control module; as well as modification of swivel system, marine and topside related piping. Detailed engineering phase is expected to commence in July 2016 while the shipyard construction work is targeted to start in the second quarter of 2018. Upon its completion, the Woodside-operated NgujimaYin FPSO will be deployed back to the Greater Enfield area located in Western Australia.

FPSO project for BrasFELS Keppel FELS Brasil SA’s BrasFELS shipyard, part of Singapore’s Keppel Offshore & Marine, has been awarded a FPSO Page 94 – www.shipandoffshorerepair.com

module fabrication and integration project by its repeat customer MODEC Offshore Production Systems (Singapore), a MODEC, Inc. group company, for a contract value of over BRL500m (SG$190m). BrasFELS’ work scope for this project comprises the fabrication and integration of nine topside production modules for the FPSO Cidade de Campos dos Goytacazes MV29. The vessel is expected to arrive at the shipyard by the first quarter of 2017 for the integration phase. BrasFELS has successfully completed a range of construction, integration, upgrading and repair projects over the years. Kwok Kai Choong, CEO and President of Keppel FELS Brasil said, “We are pleased to support our long-standing customer MODEC with another important project for Brazil’s oil and gas industry. Having delivered a number of milestone offshore and marine projects for the country, BrasFELS has built up a strong track record and established itself as a provider of offshore solutions with strong local content. Our yard is committed to deliver all of our projects with Keppel’s hallmark executional excellence.” When completed, the FPSO Cidade de Campos dos Goytacazes MV29 will have the capacity to process 150,000 barrels of oil/ day (bopd) and 5m m3 of gas/day. The unit’s storage capacity is 1.6m bbls of oil. Slated to depart the shipyard in the third quarter of 2017, the FPSO will be deployed at Tartaruga Verde and Tartaruga Mestiça Fields, in the Campos Basin, off the coast

of Rio de Janeiro. Sateesh Dev, Executive Managing Officer of MODEC, Inc. said, “We are very pleased to work with BrasFELS on a fifth FPSO project as they have always delivered to our satisfaction. Three units, which have been completed safely and ahead of schedule, are operating successfully in their respective fields. We look forward to working with them on our latest two FPSO collaborations. “Brazil has one of the most significant offshore oil reserves in the world. We are confident of the long term goal by Brazil to increase oil production and our partnership with a reputable yard like BrasFELS enables us to meet their needs in a timely and safe manner.” BrasFELS’ current job for MODEC is the integration and commissioning of the FPSO Cidade de Caraguatatuba MV27. The FPSO is expected to arrive at BrasFELS in the second quarter of 2016, and will be deployed in the Lapa Field, Santos Basin, Brazil. Meanwhile, the FPSO Cidade de Itaguaí MV26, which was delivered by BrasFELS to MODEC in mid-2015, achieved first oil production four months ahead of the schedule, in the Iracema Norte Area of Lula Field in Brazil. In the past five years, BrasFELS delivered five FPSO projects safely and ahead of schedule, of which three were for MODEC.

N-KOM’s offshore business holding firm N-KOM has completed over 30 offshore projects comprising of jack-up rig repairs and offshore fabrication, as well as more than 500 ship repairs since the shipyard started operations in 2011. The number of small vessel repairs has been steadily increasing, with the number of repairs doubling in 2015 as compared to 2014. Boasting excellent facilities and a large laydown and fabrication area exceeding 500,000 m2, the shipyard is well equipped to undertake the entire spectrum of marine and offshore repair and fabrication projects. N-KOM is well-positioned to provide integrated marine and offshore engineering solutions to serve customers in the Middle East. Earlier this year, N-KOM successfully delivered its first lift boat unit Al Safliya to

Offshore - yards client Gulf Drilling International. The liftboat marked a key operational milestone in N-KOM’s history as it not only the yard’s first new build but also the first liftboat to be built entirely in Qatar. Designed to Bennett Offshore’s ORCA 2500 specifications, the self-propelled and self-elevating liftboat has been customised for operations in the Middle East and North Africa (MENA) region in water depths of up to 65 m. The liftboat is fitted with a helideck, 50 tonnes pedestal crane, an open deck space of about 800 sqm2 and it can accommodate up to 130 people. A liftboat is a more efficient and costeffective alternative to traditional offshore service vessels, as it provides a wide range of services and can be mobilised without requiring third party assistance. Apart from accommodating a large number of offshore crew, the liftboat is able to enhance overall operational safety by providing a more stable work environment with its self-elevating feature. As demand grows for brownfield platform maintenance and support for greenfield offshore projects, so will the demand for offshore accommodation and maintenance work in time to come. With

Rigs in Qatar’s N-KOM this in mind, N-KOM has developed and will be promoting its other liftboat designs

at ADIPEC this year - LB200 and LB400 – customized for shallow water (45 m) and

Volume 14 Issue 1– Page 95

Offshore - yards deep water (75 m) operations. Following this successful delivery, N-KOM has recently fabricated and delivered offshore modular structures such as jackets and piles for a major construction project - Forward Mount Base (FMB) - for clients Qatargas and Technip. The jackets will be installed to support the drilling operations off Qatar waters. Located in close proximity to oil fields in the Arabian Gulf and next to the Ras Laffan loading terminal, the Qatar-based shipyard has serviced all types of small vessels apart from the usual gas carriers, tankers, bulk carriers, containers and jack-up rigs. These smaller vessels include tugboats, OSVs, anchor-handlers, dive support vessels, research vessels, navy vessels, yachts and even some of the world’s largest dredgers. Such repairs have gone up by almost 20% over the last year, and have been carried out for clients such as Bourbon Offshore, Stanford Marine, Jan de Nul, Boskalis, Halul Offshore, Topaz Marine, Qatar and US Navy, Swire Pacific, SMIT International, Mermaid Maritime, Seacor Marine and Icon Offshore Group. Within the 50.8 hectare state of the art shipyard is a dedicated 7.8 hectare facility for the repairs of smaller vessels. This includes four 25 tonnes tower cranes, a floating jetty of 200 m, a dry berth area of over 30,000 m2 and two mobile boat hoists (300 tonnes and 1,100 tonnes). In addition to this, the shipyard has two graving docks (360 m x 66m and 400 m x 80 m), a floating dock (405 m x 66 m), 15 cranes of varying capacities (30, 50 and 100 tonnes) and an overall berthage capacity of 3,150 m. The shipyard introduced the bollard pull test last year (up to 150 tonnes) and is one of the few shipyards in the area offering this service. Some notable repairs carried out recently are the conversion of a wellstimulation vessel to a platform vessel, aluminium hull repairs, spud repairs and component (traveling cylinder, electrical motors, spud and ladder hoisting sheaves) overhauls for dredgers, propeller blade repairs as well as the installation of an echo sounder, Acoustic Doppler Current Profiles (ADCP), for a research vessel has also been undertaken. More recently, the shipyard has been awarded repairs of offshore support vessels from new clients from Singapore – Posh Fleet Services and Pacific Radiance. Pacific Radiance’s anchor handling tug, Crest Amethyst and Posh Fleet Services’s platform Page 96 – www.shipandoffshorerepair.com

supply vessel, Posh Pelican, were in the yard for alongside repairs with the latter having an extended work scope for engine pipe renewal.

The main FPSO/FSO conversion market remains the Singapore area There are currently three major contracts underway at Sembcorp Marine’s various yards involving four tankers to be converted to FPSOs and an FSO. The first contract involves the SG$600m (US$440.66m) project from France’s Saipem SA, for the conversion of two large former Euronavowned tankers (sisterships) into two turretmoored FPSOs for the Kaombo Project, located some 150 kms offshore Angola. The first VLCC, Olympia, entered the shipyard during late 2014 while the second VLCC, Antartica, arrived in the first quarter of 2015. The total project duration will be 32 months. Both these tankers are being converted at Sembcorp Marine’s Admiralty Yard and will be renamed Kaombo Norte and Kaombo Sud respectively. The second FPSO conversion contract currently underway in Sembcorp Marine involves the US$696m (Sing$947.66) project to convert a shuttle tanker into a FPSO for OOGTK Libra GmbH & Co KG, a joint venture between Brazil’s Odebrecht Oil & Gas and Teekay Offshore. The contract involves the conversion of

the 130,596 dwt Navion Norvegia shuttle tanker to an FPSO that includes detailed engineering, installation and integration of topside modules, installation of external turret and power generation, accommodation upgrading as well as extensive piping and electrical cabling works. Scheduled for completion in the third quarter of 2016, the FPSO will have the capacity to produce 50,000 bbls/day and 4m m3 of natural gas/day, and is expected to be chartered to Petrobras for work on the Libra field in the ultra-deepwater section of Brazil’s Santos Basin. Operating as an early well-test unit, the FPSO will be on a 12-year charter once it begins its contract in late 2016. Petrobras had nominated Teekay Offshore and Odebrecht Oil & Gas’s 50/50 jointventure as the lead commercial bidder on the Libra project. The FPSO unit is expected to be owned and operated by the joint venture company and will service the Libra pre-salt field in the Santos Basin offshore Brazil, which is expected to start operations in late 2016. The block covers approximately 1,550 kms2 in water depths of around 2,000 m. The reservoir depth is around 3,500 m below the sea floor. Brazil’s ANP has estimated that total gross peak oil production could reach 1.4m bbls/day. The conversion began at Semcorp Marine’s Tuas Boulevard Yard - however, the ship is currently in drydock at the Tanjong Kling Yard. The FSO conversion contract is a SG$56m project from Teekay Offshore for the Gina Krog Field in the North Sea. The vessel involved is the shuttle tanker Randgrid into an FSO. The ship arrived in the yard during June 2015, with completion scheduled for 11 months, after which the FSO Gina Krog

The Kaombo Norte in Sembcorp Marine’s Admiralty Yard

Offshore - yards will head towards the Norwegian North Sea under a charter contract between Teekay and Norway’s state-owned oil major - Statoil. Apart from the latest projects won by Keppel (see above article in this section) the two latest large conversion contracts won by Keppel Shipyard earlier this year, comprise an LNG Floating Storage Unit (FSU) project awarded by Malaysia’s Armada Floating Gas Storage Limited, a wholly-owned subsidiary of Bumi Armada Berhad, the second being a tanker to FPSO conversion awarded by Yinson Production (West Africa), a whollyowned subsidiary of Yinson Holdings Berhad. Work on the LNG tanker to LNG FSU conversion for Bumi Armada is scheduled to be completed in the third quarter of 2016. Upon completion, the 69,846 dwt LNG FSU vessel will operate at the Delimara LNG Regasification Terminal in Malta. She will operate under the name of FSU Armada LNG Mediterrana with the conversion work being carried out at Keppel’s Benoi Yard. As for the tanker to FPSO conversion for Yinson Production, work commenced in the first quarter of 2016 on-board the 309,996 dwt Yinson Genesis. The work scope includes modification work, new equipment installation complete with associated piping, electrical and instrumentation systems as well as installation and integration of the FPSO process topsides. Upon completion, the FPSO will be deployed to the Offshore Cape Three Point block located offshore Ghana, with work being carried out at Keppel’s Tuas Shipyard. These latest two large contracts bring the total of such projects being carried out by Keppel to six. Currently there are three tanker to FPSO contracts underway from Bumi Aramada – the 166,468 dwt FPSO Armada Kraken, which be in service on the Kraken Field in the UK sector of the North Sea, the 301,963 dwt Armada Olombendo, which will operate offshore Angola, and the 107,160 dwt FPSO Kerapa Armada Sterling 111, which will operate in the East Java Sea offshore Indonesia. Also currently in the yard is Golar LNG’s LNG 126,227 m3 tanker Hilli, which is being converted to a FLNG, although no contract has yet been signed as to where she will be located and to which company she will be chartered. Golar also has two other contracts with Keppel, for the similar conversion of another two LNG tankers, the sistership Gimi and the 125,820 m3 Gandria. However, no times as when these two ships, both currently laid up, will arrive at Keppel have yet been given. The last FPSO conversion to be completed

last year was SBM Offshore’s Stones project which involved the 159,000 dwt Turritella leaving the yard for the Stones Field in the US Gulf of Mexico, where she will work for on the Shell-operated oil field. The first to leave the yard this year was the 112,000 dwt Front Puffin, which, already a FPSO, was upgraded and refurbished for use on the Aje Field offshore Nigeria for Rubicon Offshore. Also delivered earlier this year was MODEC’s 287,000 dwt Cidade de Caraguatatuba MV27, which has now arrived in Keppel Corp’s Brazilian subsidiary, BrasFELS, where the yard will be carrying out integration and commissioning works

on the FPSO, as part of a ‘local content’ necessity for contracts in Brazil. When work is completed, she is to be deployed in the Lapa field, Santos Basin, offshore Brazil for Petrobras. In the past five Meanwhile, Malaysia’s Malaysia Marine & Heavy Engineering (MMHE) is currently working on the conversion of a tanker to a FSO, the 113,041 dwt Nautica Bergading, which arrived in the yard during July 2015. The vessel will be delivered to Malaysia’s EA Technique and will also operate as a wellhead platform tender vessel. MMHE has converted the two previous FSO projects for this offshore contractor. SORJ OFFSHORE Volume 14 Issue 1– Page 97

Machinery/Design/Equipment

Rolls-Royce has invested in thrusters production in Rauma

Rolls-Royce thruster repairs in Rauma Rolls-Royce has announced plans for a major programme of investment in its azimuth thruster production facility in Rauma, Finland, consolidating assembly and test capability and modernising the operation to position the business for future growth opportunities. With many of the world’s semi-submersible rigs currently laid up, this expanded facility will cater easily for the repair of thrusters when the rigs are re-activated. The €57 m (£44 m) project will include a major rebuild of existing facilities, the transfer of thruster assembly and testing onto one site from the existing two locations, and a significant investment in new equipment. Rauma produces a wide range of mechanical azimuth thrusters for use on a wide range of applications including semi-submersible drilling rigs and drillships, tugs and offshore vessels. Rauma also produces thrusters for specialist vessels such as icebreakers and polar research ships. Mikael Makinen, Rolls-Royce, President – Marine, said, “Our azimuth thrusters are one of our most important products, providing mission critical power and propulsion for some of the largest floating objects on the planet. To be able to make this significant investment in Rauma not only prepares us for future growth in this market, but is a vote of confidence in the capability and expertise of Page 98 – www.shipandoffshorerepair.com

our people.” Olli Rantanen, Rolls-Royce Finland, Managing Director, added, “Since the first azimuth thruster was developed here in Rauma over 50 years ago, these products have become the standard choice for customers demanding very high levels of reliability, power and performance often in extremely challenging environments. This investment will allow us to plan for the future, and enable us to efficiently produce our existing range and develop new and larger mechanical thrusters.” Azimuthing thrusters rotate through 3600, providing propulsion and manoeuvrability without the need for a rudder. The largest and most powerful thrusters from Rauma are the ARC type which power icebreakers including the Finnish vessel Fennica. They are among the largest products produced by Rolls-Royce and can each weigh up to 190 tonnes, providing 7.5 MW of power. • Two of the world’s largest floating structures are powered by another range of thrusters produced in Rauma, UUC underwater mountable thrusters: The Pioneering Spirit, owned by Allseas, is an innovative heavy lift vessel which is used for decommissioning oil platforms – 13 UUC thrusters power this twin hulled, construction vessel. • Shell’s Prelude, the world’s first floating liquefied natural gas production facility will feature three large UUC thrusters, for position keeping. The thrusters are installed in a novel arrangement that allows them to be removed and maintained within the ship. The work to transform Rauma will begin immediately and is due for completion in 2020. The investment will include installation of a crane capable of lifting 200 tonnes, and at least six factory acceptance test rigs. Offices and IT systems will also be refurbished.

in collaboration with Altis, a consultancy company specialising in the lift boat market.   Wärtsilä Ship Design has considerable experience in designing offshore and specialised vessels, and its selection for the design of a new, next generation, lift vessel is considered an acknowledgement of the company’s strong track record. Lift vessels are self-propelled and provide an offshore elevating platform with manoeuvring capabilities to support various operations, including oil well intervention activities, and the maintenance, repairs, upgrades and removal of offshore rigs. This latest Wärtsilä design provides better performance compared to conventional designs. In particular its crane capacity, MLC (Maritime Labour Convention) compliance, accommodation, operational water depth, and DP2 (Dynamic Positioning) are all areas where improvements have been made. “Wärtsilä was chosen to design this new series of vessels because of our expertise, as well as our strong track record in the offshore market. Furthermore, our global engineering and project development services mean that we can be a valuable local partner to both the yard and the owner,” says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Marine Solutions. The 70.5 m long vessel can accommodate 250 people and will be capable of operating in water depths of up to 75 m. It is scheduled for delivery to the customer in September, 2017.

The Trinity lift boat

Jack-up lift design for Wärtsilä Finland’s Wärtsilä has been awarded the contract to provide the design for a new jack-up lift vessel. The contract was signed in March with a well-known Chinese yard and there is an option for three more vessels. The Wärtsilä Trinity design is developed

Chinese contract for Wärtsilä Wärtsilä’s Ship Design’s unit has entered into a co-operation agreement with Shanghai Merchant Ship Design & Research Institute (SDARI), China’s leading ship design house. SDARI is a part of the China State

Machinery/Design/Equipment Shipbuilding Corporation group (CSSC). The agreement was signed in December 2015 and will cover the designs for various types of vessels for the offshore oil & gas industry. There is also the possibility to extend this cooperation to other vessel types as well. The agreement provides a means for the two companies to combine their strengths in order to provide customers with a better value proposition. The joint collaboration will give customers access to the industry’s most extensive ship design portfolio combining both the Wärtsilä and SDARI offerings. The co-operation will also enable the same supplier to manage the interface risk between the basic and detail design, which has traditionally been handled by two separate companies. Hence, the overall relationship with ship owners and Chinese shipyards will be strengthened through shorter design development times, an in-depth knowledge of all applicable global rules and regulations, and production design capabilities. “This agreement represents another important milestone in the long and successful relationship between the CSSC group and Wärtsilä, and it provides strong support for Wärtsilä’s growth strategy for the Chinese market. By combining the competences and capabilities of the two companies, we will be able to serve ship owners and China’s shipyards even better,” says Roger Holm, President Marine Solutions & Executive Vice President, Wärtsilä Corporation. “Wärtsilä has a strong position as a technology and innovative ship design leader, particularly for the offshore and special vessel markets. This agreement will enable us to provide our customers with the

world’s most efficient and environmentally sustainable ship designs and technologies,” says Hu Jintao, President of SDARI.

Topaz secures contract for 15 vessels for oil field in Kazakhstan Topaz Energy and Marine, a leading offshore support vessel company, has, in a consortium led by Blue Water Shipping A/S, secured a contract to supply and operate 15 vessels for the Tengizchevroil (TCO) joint venture in Kazakhstan for a contract value in excess of US$350m. Under the terms of the agreement, Topaz will commission the construction of 15 newlydesigned Module Carrying Vessels (MCVs). The vessels will commence work in in the second quarter of 2018 for a minimum contract period of three years. The deal brings Topaz’s backlog to US$1.6bn, further strengthening Topaz’s earnings visibility and credit strength. The innovative vessels have been designed in collaboration with Norway’s Vard Shipyard Group as the designated shipyard, and crafted to navigate shallow river systems as they transport modules and cargoes through the Russian waterways to the Tengiz oilfield in Kazakhstan. The 123 m long vessels will be built in three Vard yards in Romania and Vietnam. René Kofod-Olsen, Chief Executive Officer, Topaz Energy and Marine, said, “This award reinforces our reputation as a trusted offshore logistics partner to oil majors globally and we

are humbled by TCO’s selection of Topaz. With our proven track-record of reliable and safe operations which spans decades in the Caspian region, Topaz continues to capture value in this complex offshore market. Vard’s longstanding shipbuilding traditions, cuttingedge innovation and in-house technology perfectly complements Topaz’s reputation for providing quality and bespoke solutions to meet our client’s needs and we look forward to deepening our relationship with the Vard group. Our sincere gratitude also to Blue Water Shipping who is a regional leader in tailor-made transport and logistics solutions and our ideal partner in the execution of this complex logistics project.” Tengizchevroil LLP is a Kazakhstani partnership that explores, develops, produces and markets crude oil, LPG, dry gas and sulphur. Current partners are - Chevron (50%), KazMunaiGas NC JSC (20%), ExxonMobil Kazakhstan Ventures Inc. (25%) and LukArco (5%). This is the second large contract awarded to Topaz this year, following the contract to supply 14 offshore support vessels to BP in Azerbaijan as announced in March 2016.

Prelude contract for ABB ABB has won a five-year contract to deliver equipment and services for Shell’s Prelude FLNG, the world’s first floating liquefied natural gas (FLNG) facility, the largest floating facility ever built. ABB’s equipment will minimise downtime and optimise the efficiency of the facility. The order includes the delivery of motors,

Volume 14 Issue 1– Page 99

Machinery/Design/Equipment maintenance and lower operating costs due to fewer cylinders, while still getting the new higher rated power.” The new C175-16 generator set features high pressure electronic unit injection to maximise fuel efficiency and performance while maintaining emission standards. It offers a twenty-five degree static and dynamic tilt capability to handle the toughest environments. When designing this new generator set, we took into account the limited amount of space our customers have on offshore rigs,” said Roberts. “The overall size and package weight of this unit will be an added benefit to our customers.” The C175-16 IMO Tier II Emissions Certified generator set is available now for order through the Cat dealer network.

The Topaz MCV

generators, variable speed drives and lowvoltage switchgear and guarantees service and lifecycle management of the electrical equipment as well as service and support for motors from third-party vendors. ABB will build up a spare parts inventory, workshop repairs, training and provide round-the-clock technical support both over the phone and on-site. Spare parts and replacement systems are being procured this year, with training to begin soon after. Prelude is 488 m long, 74 m wide, with a loaded displacement of 600,000 tonnes with the facility’s deck longer than four football fields laid end to end. Once towed to its location off the northwest coast of Australia, it will be attached to the underwater infrastructure in the Browse basin. It is scheduled to remain there for up to 25 years without uncoupling for overhaul, or to take shelter from cyclones. “A reliable service network is crucial for the facility’s productivity. Prelude will be equipped with ABB’s integrated marine solutions for optimal reliability, flexibility and energy efficiency to assure higher profitability,” said Pekka Tiitinen, president of ABB’s Discrete Automation and Motion division. “In line with our Next Level strategy of business-led collaboration various ABB businesses will work together to mobilise the strength and experience of our entire global service organisation.” The electrical system will power 14 gas plant modules, allowing the facility to produce 5.3m tonnes/year of liquids. The agility of FLNG allows oil and gas companies to develop fields that would otherwise be uneconomical and their environmental impact is minimal compared with conventional production platforms and pipelines. Page 100 – www.shipandoffshorerepair.com

Caterpillar Oil & Gas launches generator Caterpillar Oil & Gas has introduced industryleading power with its newest C175-16 IMO Tier II Emissions Certified Generator Set. Rated at 2,800 bkW/2,660 ekW at 1,800 rev/min. This new generator set has the ability to meet stringent safety requirements for emergency applications or can be adapted to meet main power or essential offshore requirements. “What’s significant about this product launch is that we’re putting out a higher rated power at 1,800 rev/min and we’re doing it with fewer cylinders than what our competitors use for similar density,” said Scott Roberts, oil and gas offshore marketing manager for Caterpillar. “Our customers will benefit with less

Shell’s Prelude FLNG

MacGregor launches compact new Pusnes RamWindlass MacGregor, part of Cargotec, continues to add to its market-leading Pusnes product range and its latest introduction is a Pusnes RamWindlass. The new windlass is based on a chain-jack design and employs similar technology used in MacGregor’s successful range of Pusnes RamWinches.

Machinery/Design/Equipment Sakhalin to use Ampelmann ‘Icem an’ gangway

The Pusnes RamWindlass “The Pusnes RamWinch is well known in the industry for its compact size and low weight. It can be found on most of the spar platforms in the Gulf of Mexico and also on several other types of floating production units,” says Torbjörn Rokstad, Director, MacGregor Pusnes Mooring Systems. “However, over recent years, market demand has seen the need for an even more compact, chain-jack type design, resulting in the development of our new RamWindlass.”  Current RamWinch designs have a main cylinder that extends below the winch foundation plates to exert the stroke or ‘jacking’ movement and each stroke moves the chain two links at a time. The Pusnes RamWindlass features some significant advances over current RamWinch designs. For example, it locks the chain on every chain link, instead of every second link. Locking one link at a time

translates into a shorter stroke for the ram, which therefore requires less space. Also jacking occurs on the cable lifter, not on the chain. “Space is at a premium on floating production units and with the new RamWindlass operators will benefit from an even more compact design, which requires less height clearance in the mooring arrangement,” continues Mr Rokstad. The Pusnes RamWindlass has an all-in-one foundation requiring no deck penetration and its simple design leads to low maintenance requirements and high levels of reliability.  “Our extensive knowledge and experience of operating Pusnes RamWinches has been an essential part of the design process for the new RamWindlass,” adds Mr Rokstad. “All in all there is great market potential for it.”

Rotterdam’s Ampelmann and Sakhalin Energy Investment Company have signed an agreement to install and operate a winterised version of an Ampelmann’s motion compensated gangway system. This system will be capable of safely and efficiently transferring work crew up to -280 Celsius, therefore supports Sakhalin Energy’s requirements to continue maintenance and increase offshore POB year round in the Sakhalin-2 field. The winterised Ampelmann, project name ‘Icemann’, will be installed on one of Sakhalin Energy’s new ice breaking support vessels of which delivery is due next year. Ampelmann will engineer and build this bespoke, unique in the world system for its launching customer Sakhalin Energy. The contract duration will be for 10 years. The system will have to deal with extreme icing, vibrations and vessel motions, while maintaining a safe, efficient and reliable means of transfer. In addition, Sakhalin Energy will charter a standard, non-winterised version of the Ampelmann motion compensated gangway for five years, to be installed on a second ice breaking support vessel and to support the personnel transfer requirements during the summer period. Jim Craig, CEO Ampelmann said, “We are delighted to have reached this next milestone in our co-operation with Sakhalin Energy, which started in 2013. Since then, Sakhalin Energy has been using our service to support the summer operations with the intention to gain experience with our system. This ultimately has now resulted in this long term commitment for year round personnel transfer support. We thank Sakhalin Energy for their trust and cooperation and look forward to many safe transfers in these harsh conditions.” SORJ OFFSHORE

Volume 14 Issue 1 – Page 101

Classification societies

Coldshield patch under test

BV approves Coldshield Bureau Veritas (BV) has approved in principle the repair of offshore structures using the bonded composite product Coldshield, developed by Paris-based start-up Cold Pad. Coldshield is a composite structural reinforcement specifically developed for the harsh environments of offshore units. Matthieu de Tugny, Senior Vice-President and Head of Offshore, BV, says, “Coldshield offers a long awaited solution for the repair of corroded offshore structure without the need for welding or downtime. We have combined our expertise in marine composites and bonding with our experience of the hydrodynamic loadings and constraints of offshore units to assess Coldshield. We believe that Coldshield is the first non-welded structural repair method available for an FPSO hull.” Marine offshore structures such as FPSOs are subject to a harsh environment combining high loads, fatigue and potential heavy corrosion. The classical method of repair by welding is not always possible, or needs long downtime. The idea of bonded structural composite repair has been under development for many years but bonding and composite repairs usually require a controlled environment, making them unsuitable for offshore structures. Coldshield is a patented solution to make reliable structural bonded repairs. It is a complex product made of high standard composites, specifically chosen polymers, alloyed in a shield of Superduplex steel and fluorosilicon joints. Specific production techniques such as vacuum resin injection and structural bonding were optimised to reach the robustness necessary for on-board bonding in an offshore environment. The product was developed in partnership with Total and IFPeN. Approval in Principle by BV confirms that the design is feasible, achievable, and that the research and development campaign is relevant to demonstrate the ability of the product to behave in accordance with its specifications. B’’s engineers verified the suitability to the environment for installation and product life, composite and polymer design, characteristics and ageing, test adequacy with the on-board loads and environment severity, structural efficiency and strength of the whole product.

New frame agreements for DNV GL Norway’s Det norske oljeselskap ASA has awarded two new frame agreements to DNV GL covering the wide range of services DNV Page 102 – www.shipandoffshorerepair.com

GL provides in the field of verification, Inspection and HSEQ. The contract period is for four years with potential to extend. “This is good news for DNV GL and we are delighted to be extending our relationship with Det norske. I believe DNV GL’s experience of over 40 years in the oil and gas industry and our technical know-how will contribute to Det norske becoming the leading independent E&P company on the Norwegian Continental Shelf,” says Kjell Eriksson, regional manager for DNV GL – Oil & Gas in Norway. “We will assist Det norske by giving advice and support in decision making, stand-alone assessments, and working in an integrated way in Det norske’s organisation. The proximity to Det norske at all four locations in Norway (Stavanger, Trondheim, Harstad and Oslo) makes it even easier to be readily available whenever needed.” Eriksson further adds.

LR extends drilling rig integrity support Lloyd’s Register (LR) has announced it have extended rig integrity support for the drillship Deepwater Invictus. The company’s expertise in blow-out preventors (BOPs) and rig integrity will be used to provide confidence in how risk is managed for deepwater drilling and well exploration. Kevin Comeau, Dynamic Positioning/Power Management & Marine Safety Systems Manager at LR says, “We have had a team supporting the Gulf Of Mexico (GOM) drilling program on-board Deepwater Invictus and it is this same team that has been requested for BHP Billiton’s drilling program in Trinidad. Although the core part of our work is on BOP operation, rig integrity and compliance, we will also provide expertise in performing inspections, risk assessments and training for personnel working on the rig.” The BOP is often the final line of defence for protecting life and the environment and so there is high demand for a transparent and well-structured risk assessment approach that helps rig owners and operators to monitor the BOP’s safety performance. A subsea BOP is a special system which is highly regulated and among one of the few pieces of equipment that combines multiple functions such as drilling and operations control, a tool for preventing risk and supporting emergency response procedures. BOPs were developed to cope with extreme erratic pressures and uncontrolled

Classification societies flows emanating from well reservoirs during drilling. These factors mean that simple component failures can cause drilling operators to be exposed to severe risk. Before the market downturn, LR was reviewing more than 350 drilling rigs each year. The company has unmatched expertise in the provision of maintenance and asset management services, specifically designed to meet the needs of the drilling industry. “As the industry looks to implement new, best-in-class offshore drilling operations, we believe we have a great deal to contribute to the conversation,” highlighted Comeau. “Developments in BOP underline that new technology is not a barrier. It is seen as the catalyst for better performing oil and gas sector and a competitive necessity among the key operators. “Our work with BHP Billiton is a great example of how synergies between companies can lead to innovative risk and reliability work that help make the industry more reliable, better performing and safer.” Deepwater Invictus was delivered in 2014 and is IMO registered vessel 9620592 with a gross tonnage of 68,034. It has a rated drill depth of 40,000 ft. The continuation of support for the Trinidad drilling The Deepwater Invictus campaign with BHP started in May 2016. Work OAS can provide significant safety, operability and/or cost advantages over more traditional personnel transfer methods such as personnel basket or capsule lifts, step-over from high speed crew transfer vessels and helicopter transfers. We see a lot of new vessel types emerging with these motion-compensated gangways and it is imperative that the industry has a standard against which to assess their safety and to help develop safe new designs.” Two different offshore access technologies have emerged Bureau Veritas (BV) has developed guidelines for walk-to-work (W2W) passive transfer gangways, which are first connected to the offshore motion compensated Offshore Access Systems (OAS) which are used installation and then put in free-flow mode for personnel transfer, and to transfer industrial personnel to and from offshore installations. active transfer gangways which remain motion compensated during Guidance Note NI629 ‘Certification of Offshore Access Systems’ personnel transfer. The safety issues and critical components, which provides a clear and comprehensive overview of the safety principles differ from one category to the other, require special attention to and technical requirements for the design, manufacturing and ensure safe and reliable operation. operation of reliable and dependable equipment for the safe transfer De Tugny added, “With these new guidelines the regulatory gap of personnel at sea. into which personnel transfer between offshore support vessels and Matthieu de Tugny, Senior Vice-President and Head of Offshore, offshore installations could fall has been closed.” BV, says, “Getting people safely onto and off unmanned platforms SORJ OFFSHORE and wind farm towers offshore has become a big issue. Walk-to-

BV’s guidelines on ‘Walk to Work’

Volume 14 Issue 1 – Page 103

Dock Gate

by Michael Grey MBE

The next generation?

Michael Grey

How is your succession planning these days? Are you a “poacher” or a “trainer”, if it is not a rude and personal question? Do you communicate with your friendly head-hunter when you see a worrying gap in your management team, or is there some younger person on your staff, bursting with talent and enthusiasm, who is only too willing to step into the vacated shoes? The maritime industry is often thought of as a group of somewhat disconnected sectors, but there is rather more integration than meets the eye. Ship repairers may well have once worked as ship-builders and vice versa, while a very large number in both would have begun their careers as marine engineers in the shipping industry. Thus, in the search for talent, all sorts of enterprises; repairers, builders, designers, classification societies, surveying companies, manufacturers and service engineers of every bit of marine machinery and Uncle Tom Cobley are all, as it were, fishing from the same pond. The size of the available body of water, and the availability of the fish, will also be greatly affected by demographics, with the average age of those of managerial levels throughout the global industry on the high side and not getting any younger. You can blame the dearth of recruiting in the 80s and 90s and a whole generation of people who missed out their maritime opportunities because there weren’t any. But you cannot turn the clock back. It is not exactly a new problem. Visiting Japan in the 1980s, I recall long sad conversations with shipbuilders who found it difficult to recruit, but saw their workforce no longer able to bounce around in their steel-capped boots as they performed their morning exercises. Each year saw them getting slower as they painfully descended into the bowels of VLCC tanks or squeezed themselves through lightening holes. It cannot be any less painful now. In newbuilding construction they put a lot of money into robotics and automated procedures, to help out their ageing workforces and the process is continuing. But if your business is taking ships and machinery to bits in repair yards Page 104 – www.shipandoffshorerepair.com

and putting them back together again, robots may be of limited assistance. What led me down this train of thought was the latest BIMCO/ ICS Manpower Report, which supplies the most up to date picture of global demand for seafarers. And while the present- day picture is not in any way alarming, with a small shortage of officers (notably for some specialised senior engineers), looking ahead the picture becomes much more problematical. The report does indeed look as far ahead as 2025, when it is estimated that there will be a shortage of 147,500 ships’ officers. In that it takes possibly 10 years for officers to gain their highest qualifications and a lot longer before they have accumulated sufficient experience to be a shipmaster or chief engineer, the problem assumes far greater immediacy. And in case you are dismissing this as a problem solely for the shipping industry, think again about the integration of skills that are to be found across the maritime world. How many of your senior staff started their careers as marine engineers afloat before diversifying into the ship repair world? So your ability to recruit your successor or other senior staff may well be affected by any shortage of raw human material entering the maritime world today. You might suggest that experience shows that while there have been manpower panics in every maritime sector on a fairly regular basis, as the industry swings from feast to famine, it is very rare that ships are detained in port for the want of a crew. Nevertheless, it is worth reading this report, because there is a great deal in it that will - in time, influence manpower policies (and succession planning) right across the maritime world. Where are the seafarers, many of whom must be those essential marine engineers coming from, to man tomorrow’s fleet? There is no mystery here, with the largest supply of officers presently coming from China, the Philippines, India, Indonesia and the Russian Federation. It is noted that the proportion from Europe and North America continues to decline although quite a high proportion of these officers serve in higher management positions. It is thus not too difficult to make assumptions about the nationality of the marine engineers, who may in time elect to move ashore and into the various shore side elements of marine engineering, and they may well be very different to the current composition. If the prescription for the shipping industry faced with the situation portrayed in the manpower report’s forecast is to increase the level of training to ward off potential shortages, the situation is probably not that different for those forward-looking folk in the ship repair sector. And if this latter sector has been dependent upon the former for its managers down through the years, maybe this dependence ought to be reduced, so that there is more reliance on people trained in ship repair from scratch and less upon the shipping industry to provide experienced senior engineers. That way, in this evaporating pool of expertise, you remain in charge of your own fortunes, rather than relying on others. We can be reasonably sure that ships are still going to be needed, with no real alternatives in sight and the chances are that there will be more of them. And if present trends continue, they will be more sophisticated and no less dependent on shore side expertise to maintain and repair them. Which brings us right back to where we started and who might be doing your job, ten years from now?

Dock Gate

Make do and mend I was in the chartroom one quiet afternoon diligently getting through the mind-numbing job of chart correcting (not permitted in my company when on watch) when the George the Junior Second Engineer appeared at my elbow. Perhaps with the sixth sense of good marine engineers everywhere, he had become aware that free used charts, which had been replaced by new editions, might be on offer and he wanted to stake the claim of the engine room for some of these. I asked him what he was going to do with the surplus charts I cheerfully handed over to him. “Seals, diaphragms and gaskets”, he answered briskly, although the passage of years may have dimmed my recollection of his actual order of priorities. Apparently, there was nothing like carefully crafted publications of the Hydrographic Office for jobs in the engine room; deft work with a pair of scissors and a craft knife fashioning all sorts of useful joints, which would have cost rather more if ordered as part of the spares requisition. George the J/2 subsequently showed me some of his work with old charts and very creative it was, too. He had learned the craft in the shipyard, where he had served his time. Old charts also had their place in the deck maintenance department, notably aboard some of the oldest ships, where an unwary chipping hammer discovered a hole in a bulkhead (neither load-bearing nor watertight, I should emphasise). On such occasions, the boatswain would solicit an old chart from the Second Mate and

within a short time a patch would be made, glued over the hole and covered with a couple of coats of paint. You have to wonder how they will all get on with their repairs when paper charts are rendered completely redundant by the all-electronic versions, soon to be made mandatory. An old ECDIS chart is not a lot of good to anyone. But there are so many really clever modern products available for instant repairs, always supposing you are allowed to do any without voiding the guarantee. About the time I was thinking about coming ashore, a wonderful product called Thistlebond appeared aboard our ships – a two component bonding agent that was supposed to be stronger than the steel it could repair. I remember watching it being used and being terribly impressed as it could be filed smooth and made indistinguishable from the original, with the application of a bit of sweat and over-painting. I understand that during the bad old “minimum-maintenance” days of the 1980s there were ships almost held together by products of this kind, at least until the class surveyor managed to detect them, or the ship sank. Now there is a new generation of clever new products available, which can be used under water and which are impervious to heat or cold and can be provided with a whole range of different capabilities, depending upon their anticipated use. Many years ago, I can recall reading about a product which was rumoured to owe its invention to a batch of unused pastry left over by a rather bad cook on a ship and which was used to plug a leak during a storm. I would, however, suggest that the pedigree of this yarn, like the pastry, might be a trifle doubtful. SORJ OFFSHORE

There may be a dramatic shortage of officers in the not too distant future Volume 14 Issue 1 – Page 105

Agents Contact Directory

Agents Contact Directory

International Association of Shiprepair Agents

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

Australia

HEMPSTEAD MARINE SERVICES

31 Mitchell Street,Putney, Sydney, NSW 2112, Australia Tel: + 61 2980 85851 Fax: +61 2980 85851 Mobile: +61 419880099 Email: [email protected] Web: www.hempsteadmarine.com Contact: Iain Hempstead Companies Represented Sembcorp Marine, Singapore SES Marine, Singapore Sembawang Kakinada Ltd, Kakinada, India ES Offshore and Marine Engineering, Thailand

Baltic States

LITHUANIA, LATVIA, ESTONIA, POLAND

ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, Lithuania Tel: +370 46 246430 Mobile: +370 650 40900 Email: [email protected] Web: www.orca-marine.eu Contact: Viktoras Cernusevicius Shipyards ASABA (Puerto de Malabo, Equatorial Guinea) ASMAR Shipyard (Chile) BALTIC STATES: (Lithuania, Latvia, Estonia, Poland, Russia, Ukraine) BRODOTROGIR D.D. Shipyard Trogir (Croatia) CARENA (Abidjan, Ivory Coast) CHANTIER NAVAL de MARSEILLE (France) CIC Shipyards Group • CIC Changxing (Shanghai, China) • CIC Lixin (Pudong, China) • CIC Boluomiao (Guangzhou, China) 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 • Arno Dunkerque (France) • Oranjewerf Amsterdam (Netherlands) • Damen Shiprepair Brest (France) • Damen Shiprepair Den Helder (Netherlands)

• Damen Shiprepair Rotterdam (Netherlands) • Damen Shiprepair Vlissingen (Netherlands) • ShipDock Amsterdam (Netherlands) • ShipDock Harlingen (Netherlands) • Oskarshamnsvarvet (Sweden) • Van Brink Rotterdam (Netherlands) ENAVI Reparos Navais (Rio de Janeiro, Brazil) GIBDOCK (Gibraltar) GRAND BAHAMA Shipyard (Freeport, Bahamas) HARLAND & WOLFF (Belfast, UK) SEMBCORP MARINE (Singapore, Brazil) KLR Shipyard (Klaipeda, Lithuania) MEC Shipyards (Panama) NARP Shiprepair • Hidrodinamik (Tuzla,Turkey) • Besiktas (Yalova, Turkey) • Kiran/Erkal Tuzla (Tuzla, Turkey) • Famagusta (N. Cyprus) 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 SYM - afloat repairs & marine services

Belgium/Luxembourg

ESMA MARINE AGENCIES B.V.

Kuiperbergweg 35, 1101 AE Amsterdam, The Netherlands Tel: +31 20 3121350 Email: [email protected] Web: www.esma.nl Contact: Marcus Weggeman Direct: +31 20 3121353 Mobile: +31 6 51408082 Contact: Ronald de Hoog Direct: +31 20 3121363 Mobile: +31 6 53248863 Companies Exclusively Represented EUROPE Lisnave – Setubal – Portugal Gemak Group – Istanbul -Turkey Riga Shipyard – Riga – Latvia West Sea Viana Shipyard – Viana do Castelo – Portugal MIDDLE EAST Drydocks World – Dubai – UAE Drydocks World Global Offshore Services DMC Dubai Maritime City, Shiplift FAR EAST PaxOcean Asia • PaxOcean Singapore • PaxOcean Pertama – Batam – Indonesia • PaxOcean Graha – Batam – Indonesia • PaxOcean Nanindah – Batam – Indonesia CHINA Cosco Shipyard Group • Cosco Dalian Shipyard • Cosco Nantong Shipyard

• Cosco Qidong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Guangdong Shipyard PaxOcean Asia • PaxOcean Zhoushan WEST AFRICA Dakarnave – Dakar- Senegal CNIC – Douala – Cameroon SOUTH AMERICA S.P.I. – Mar del Plata – Argentina

PC MARITIME SERVICES BV PO Box 139, 1740 AC Schagen, Netherlands Tel: +31 224 295 070 Mobile: +31 620 011 607 Fax: +31 224 297 591 Email: [email protected] Contact: Hans Stoop Shipyards Elgin 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 Kong Daeyang 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 teams Henar (Poland) Port repairs HSECO Port Repairs, Pusan (Korea)

Astilleros Canarios SA (Astican) – (Spain [Canary Islands], Las Palmas) Caribbean Dockyard & Engineering Services Limited (CDESL) – (Trinidad & Tobago, Port of Spain) Chantier Naval de Marseille – (France, Marseille) Ciramar Shipyards International Trading Co., Ltd. (CITCL) – (Dominican Republic, Santo Domingo) Colonna’s Shipyard, Inc. – (USA, Norfolk) Detyens Shipyards, Inc. – (USA, Charleston) Detyens Shipyards, Inc. – (USA, Norfolk) Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan) Dormac Marine & Engineering – (South Africa, Durban, Cape Town, Saldanha Bay, Walvis Bay) Fama Group Shipyards - (Cyprus, Limassol Division) Fama Group Shipyards - (Egypt, Alexandria Division) Malaysia Marine & Heavy Engineering – (Malaysia, Pasir Gudang and Johor) MTG - Dolphin - (Varna, Bulgaria) MEC Repairs - (S.A. Balboa, Veracruz) Naval Shipyard (Poland, S.A. Gdynia) San Giorgio del Porto SpA. – (Italy, Genova) 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)

China

A. P. & A. LTD (CHINA)

No. 9 Block1, Feng Quan Yuan, Guang Yuan East Road Xing Tang, Zheng Cheng, Guangdong 511340, P.R. China Tel: +86 20 8280 7680 Email: [email protected] Contact: Haojun Liao Companies Represented (in China and Hong Kong) Gdansk Shiprepair Yard Remontowa (Poland)

Cyprus

RUYSCH TECHNICAL-AGENCIES HOLLAND BV Office address Mijlweg 2a, 3295 KH ’s-Gravendeel, The Netherlands Postal address PO Box 5143, 3295 ZG ‘s-Gravendeel, The Netherlands Tel: +31 6 52415991 Web: www.ruyschshipyards.com Email: [email protected] Email: [email protected] Contact: Paul van Dijk Companies Represented Arab Shipbuilding and Repair Yard (ASRY ) – (Bahrain, Hidd) Atlantis Marine Service Ltd – (Turkey, Istanbul) Astilleros de Santander SA (Astander) – (Spain, Cantabria)

WSR SERVICES LTD 234 Ayias Fylaxeos, CY 3082 Limassol, Cyprus Tel: +357 25344418 Email: [email protected] Web: www.umarwsr.com Companies Represented – Shipyards Arab Shipbuilding & Repair Yards (ASRY) – Bahrain Chengxi Shipyard Group - Shangai and Guangzhou Ciramar – Domenican Republic

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

Page 106 – www.shipandoffshorerepair.com

Agents Contact Directory Colombo Dockyard Ltd – Sri Lanka Dakarnave – Dakar, Senegal Detyens Shipyards – Charleston, USA Dormac Marine & Engineering – South Africa EDR Antwerp – Belgium FAYARD A/S – Munkebo, Denmark German Dry Docks – Bremerhaven, Germany Gemak Shipyard - Turkey HRDD Dockyard - Shanghai/China Lisnave Estaleiros Navais – Setubal, Portugal Lloyd Werft – Bremerhaven, Germany Marina Barcelona 92 – Spain MTG-Dolphin – Varna, Bulgaria Papua New Guinea Dockyard Limited Riga Ship Yard – Latvia SCSC Shipping Industry Co.Ltd (Sinotrans) – China Sembcorp Marine Repairs & Upgrades Shanhaiguan Shipyard – North China Sociber – Valparaiso, Chile Viktor Lenac – Rijeka, Croatia Zhoushan IMC-YY - China Weihai Huadong Shipyard – North China Marine Services companies Cromwell CIA – Buenos Aires, Argentina HSD Marine and Shiprepair Pte Ltd – Singapore Jobson Italia – Italy, Morocco Nico International – UAE Zener Maritime – India, Singapore Caribe Divers Works – Domenican Republic Dolphin Diving Services – India Hydro Services Srl – Argentina N&A UW Inspection & Maintenance – Ecuador Sebute S.A Underwater services – Cartagena, Colombia Subsea Global Solutions – Brazil, Curacao, Italy, Los Angeles, Malta, Miami, Netherlands, Panama, Spain, Trinidad. SRS Services – Worldwide LongKong Marine Eng. Co., Ltd – China Technodive Ltd – Greece Underwater Shipcare – Singapore Chugokou Marine Paints B.V.

Denmark

JML SHIPYARDS & MARINE AB Norra Hamngatan 38, 45740 Fjällbacka, Sweden Tel: +46 (0) 525 31083 Contact: Jens Larsson, Managing Director Mobile: +46 (0) 702203741 Email: [email protected] Contact: Markus Larsson, Partner Mobile: +46 (0) 702203743 Email: [email protected] Web: www.jmlshipyards.com Shipyards Represented NORTH AMERICA/CARIBBEAN Ciramar Shipyard, Dominican Republic TNG Talleres Navales del Golfo, Veracruuz Mexico Signal Shiprepair, Alabama USA Chantier Davie Quebec Canada FAR EAST DSIC Dalian Shipyard China Chengxi Shipyard Group China PaxOcean Zhoushan China PaxOcean Shipyard Singapore PaxOcean Shipyard Batam, Indonesia MIDDLE EAST Drydocks World, Dubai UAE MEDITERRANEAN Desan Shipyard Turkey Chantier de Marseille, France San Giorgio del Porto, Genoa Italy EUROPE/ATLANTIC Lloydwerft Bremerhaven Germany Afloat Repair Global Offshore Service, Dubai UAE Rotterdam Offshore Group, Holland Offshore Inland, US Gulf/Mexico

France

MMI EUROPE LTD

Le Forum, BP 74, 33 Boulevard du General Leclerc’ 06240 Beausoleil, Provence, France Tel: +33 970 448843 Mobile: +33 (493) 285 334 Email: [email protected] Web: www.marinemi.com Contact: Capt. Latcho Stoyanov Please note we also represent shipyards for the territories of Monaco, Switzerland and Italy. See website for more details Shipyards Bulyard – Varna, Bulgaria Carell SA Piraeus, (Greece) CARENA (Ivory Coast) CARIDOC (Trinidad) Cassar Ship Repair (Malta) CIC Shipyards Group – Changxing, Lixin and Boluomiao (China) ChengXi Shipyard (China) Detyens shipyards (USEC) Energomontaz Polnoc Gdynia GZ Dockyards, Guangzhou (China) Keppel Shipyard Group (Singapore, Philippines and Qatar) Larsen & Toubro Shipbuilding, Chennai, (India) Navantia – Spain N-KOM Shipyard, Ras Laffan (Qatar) Riga Shipyards – Latvia Shanghai Shipyard Shiprepair Division (China) Shipdock BV – Amsterdam & Harlingen (Netherlands) West Atlantic Shipyard – Port Harcourt, Nigeria Yiu Lian Dockyards – Shekhou, Shenzen (China) Marine Services TruMarine Group • PMax One Services (Singapore) • TruMarine Middle East • TruMarine Singapore • TruMarine China (Shanghai, Guangzhou & Tianjin) • TruMarine Rotterdam Caswell Environmental Services (Asbestos) (UK) Dongsung Engineering (South Korea) Electro Marine (South Africa) Grandweld – Dubai, Fujairah, Abu Dhabi (UAE) Kwang-Youn-Gi Engineering (Taiwan) Marine Services and Shipping Ltd (UK) MHI Ship Repair & Services (USEC) PB Asher (UK) Port Marine Contractors (South Africa) Singatac Engineering (Singapore)

Finland

JML SHIPYARDS & MARINE AB Norra Hamngatan 38, 45740 Fjällbacka Sweden Tel: +46 (0) 525 31083 Contact: Jens Larsson, Managing Director Mobile: +46 (0) 702203741 Email: [email protected] Contact: Markus Larsson, Partner Mobile: +46 (0) 702203743 Email: [email protected] Web: www.jmlshipyards.com Shipyards Represented NORTH AMERICA/CARIBBEAN Ciramar Shipyard, Dominican Republic TNG Talleres Navales del Golfo, Veracruuz Mexico Signal Shiprepair, Alabama USA Chantier Davie Quebec Canada FAR EAST DSIC Dalian Shipyard China

Chengxi Shipyard Group China PaxOcean Zhoushan China PaxOcean Shipyard Singapore PaxOcean Shipyard Batam, Indonesia MIDDLE EAST Drydocks World, Dubai UAE MEDITERRANEAN Desan Shipyard Turkey Chantier de Marseille, France San Giorgio del Porto, Genoa Italy EUROPE/ATLANTIC Lloydwerft Bremerhaven Germany Afloat Repair Global Offshore Service, Dubai UAE Rotterdam Offshore Group, Holland Offshore Inland, US Gulf/Mexico

Germany

Voyage Repair), Guangzhou Xinwanghai Shipping Services – Chinese coast (Port Repair, Voyage Repair incl In-Water Surveys/Cleanings), Kwang-Youn-Gi Engineering Co. Ltd – Taiwan (Repair workshop with flying squad), Alnmaritec (Aluminium-Workboats), Port Marine Contractors (PTY) LTD – South Africa (Port Repair, GmbH & Co KG (Mother Company) Yards Represented by Ernst Russ GmbH & Co KG (Mother Company) Tel: +49 40 80 80 110 600 Email: [email protected] EUROPE Aviles Shipyard (North of Spain) MTG Dolphin (Bulgaria) PERSIAN GULF HEISCO (Kuwait) FAR EAST Hyundai Vinashin (Vietnam) CENTRAL AMERICA Curacao Drydock Company (Curacao)

COMBITRADE GMBH Curacao Drydock (Netherlands Antilles) Kehrwieder 9, 20457 Hamburg Germany Tel: +49 40 80 80 110 600 Fax: +49 40 80 80 110 699 Email: [email protected] Contact: Andreas Schou (+49 172 453 5135) Contact: Timo Schultze (+49 172 453 9610) Contact: Andreas Renck (+49 171 559 8563) Contact: Stella Philipsen (+49 172 434 2812) Shipyards Represented EUROPE A&P Tyne (UK) A&P Tees (UK) A&P Falmouth (UK) Desan Shipyard (Turkey) Gibdock (Gibraltar) Nauta Shipyard (Poland) Mykolaiv Shipyard ‘OKEAN’ (Ukraine) MIDDLE EAST Arab Heavy Industries (U.A.E) AFRICA Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – (Durban – Capetown – East London) (South Africa) SINGAPORE Singapore Technologie Marine (Singapore) INDIAN OCEAN Colombo Dockyard (Sri Lanka) FAR EAST CIC Changxing Shipyard (Shanghai) 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 AMERICA Caribbean Drydock (Cuba) SOUTH AMERICA Tsakos Industrias Navales (Uruguay) Special Services Edilcom Ou – worldwide (Thickness Measurement, Flying Squad), Marine Technical Services (MTS) - worldwide (Port Repair, Voyage Repair), Marcontrel – worldwide (Port Repair, Voyage Repair and Electric Cargo Crane Automation), STEP Consolidated – workshops in Brazil, Portugal and South Africa(Port Repair, Voyage Repair incl Flying Squads) M.M. Shipping – whole Indian coast (Port Repair, Voyage Repair), 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,

GERMANIA SHIPYARD AGENCY GMBH Schauenburgerstr. 35, 20095 Hamburg, Germany Tel: +494030087799 Fax: +494030382 607 Email: [email protected] Web: www.shipyard-agency.com Contacts: Christof Gross, Heinz Gross, Hilka Willms, Thomas Meyer-Stock Shipyards North America/Central America/Caribbean Chantier Davie Canada Inc. Quebec ,Canada Detyens Shipyard Charleston,USA Ciramar Shipyards International Trading Co., Ltd, Dom.Rep TNG Talleres Navales del Golfo, Veracruz Mexico Seaspan Vancouver Drydock, Canada Seaspan Victoria Shipyards Company Ltd, Canada Mare Island Dry Dock, LLC, USA, California MEC Repairs, S.A., Panama Far East DSIC Dalian Shipyard Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd, China Huarun Dadong Dockyard Co.,Ltd, China PaxOcean Engineering Zhoushan Co Ltd, China Zhoushan IMC YY Shipyard Yiu Lian Dockyards Limited, Hongkong Yiu Lian Dockyards (Shekou) Limited, China DDW-PaxOcean Shipyard Pte. Ltd, Singapore DDW-PaxOcean Asia – Pertama, Indonesia Persian Gulf Drydocks World – Dubai LLC, UAE Med/Black Sea Sefine Shipyard, Turkey Bulyard Shipbuilding Industry EAD, Bulgaria Carell S.A., Greece Europe Atlantic/Baltic Bredo Bremerhavener Dock GmbH, Germany Blohm&Voss Repair GmbH,Hamburg Germany Harland&Wolff HI. Belfast, UK Shipyard Reimerswaal, Netherlands Baltyard, Gdynia HSOG LTD. UK Pregol Shipyard Kaliningrad Astander, Santander,Spain Astican , Gran Canarias,Spain Afloat Companies BMT Repairs, Spain HON Marine, Malaysia UMA Marine Group,India Longkong Marine Engineering Co., Ltd, China Oceantrans Marine Services Co. Ltd, China (Continued on page 76) Offshore Inland Marine & Oilfield, LLC, USA MarineService Hirthals A.S., Denmark

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

Volume 14 Issue 1 – Page 107

Agents Contact Directory SubSea Global Solutions, Worldwide Miami Diver LLC, USA Miami Diver International, Netherlands Antilles Miami Diver Panama, Panama Trident BV. Netherlands Trident Italia Trident Malta Parker Diving Service, Long Beach USA Drydocks World Global Offshore Services, UAE ROG Rotterdam Offshore Group, Netherlands Spares and Equipment Brightsun Marine Pte. Ltd, Singapore SunRui Marine Environment Engineering Company, China Terragon Environmental Technologies Inc, Canada Senda Shipping Engineering & Service Ltd, China

Greece

A. P. & A. LTD (GREECE)

Bona Vista Plaza, 3 Xanthou Street, 166 74 Glyfada, Athens, Greece Tel: +30 210 8983 463 Fax: +30 210 8983 434 Email: [email protected] Contact: Ingrid Papadakis, Nikolaos Almyroudis Shipyards Represented ASL 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 • Lianyungang • Nantong • Shanghai • Zhoushan Curacao Drydock Company (Netherland Antilles) Gisan Shipyard (Turkey) Jurong Shipyard (Singapore) Paxocean Zhoushan Shipyard (China) Santierul Naval Constantza Shipyard Shanhaiguan 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, Greece Tel: (0030) 210-4516 195, (0030) 210-4180 593 Fax: (0030) 210-4182 432 Email: [email protected] Web: www.giavridisgroup.gr Contact: Mr John Giavridis Mobile: +00306936201988 Contact: Mr Nikolaos Giavridis Mobile: +00306936766165 List of Shipyards and Ship Repairers Represented AFRICA Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) East London Ship Yards (Pty) Ltd. – (Elgin Brown & Hamer Group) (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) AMERICAS Ciramar 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 Houston Washington 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) ASIA Arab Eagle Marine Engineering Llc. (Keppel Offshore & Marine Group) (UAE) Arab Heavy Industries – (Keppel Offshore & Marine Group) (UAE) Cic Shanghai Changxing Shipyard Cosco 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 Sharjah Yiu Lian Dockyards (She Kou) Ltd (China) EUROPE Adriatic 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 Rotterdam Tyzla Shipyard (Turkey) OCEANIA Babcock Fitzroy Ltd (New Zealand)

Hong Kong

RESOLUTE MARITIME SERVICES INC. 233, Syngrou Avenue, 171 21 N. Smyrni, Athens - Greece Tel: +30 211 182 9000 or +30 211 182 8991 Fax: +30 211 182 9002 Email: [email protected] Web: www.resolute.gr Contact: Alex Scaramangas & Nikos Pappas Principals Asry (Bahrain) Dakarnave (Senegal) Lisnave (Portugal) Gemak/TGE Shipyards (Turkey) CAPPS International UK Co-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, Greece Tel: +3021 0428 2552 Email: [email protected] Web: www.umarwsr.com Companies Represented – Shipyards Chengxi Group – Shangai and Guangzhou Ciramar – Domenican Republic EDR Antwerp – Belgium FAYARD A/S – Munkebo, Denmark German Dry Docks – Bremerhaven, Germany HRDD Dockyard - Shangai/China Lloyd Werft – Bremerhaven, Germany MTG-Dolphin – Varna, Bulgaria Papua New Guinea Dockyard Limited Riga Ship Yard – Latvia SCSC Shipping Industry Co.Ltd (Sinotrans) – China Shanhaiguan Shipyards - North China Viktor Lenac – Rijeka, Croatia Weihai Huadong Shipyard - North China Zhoushan IMC - YCC - China Marine Services Companies LongKong Marine Eng. Co.,Ltd - China Jobson Italia – Italy, Morocco Nico International – UAE Zener Maritime – India, Singapore Caribe Divers Works – Domenican Republic Dolphin Diving Services – India Garant Services - Lithuania Hydro Services Srl – Argentina N&A UW Inspection & Maintenance – Ecuador ROG Ship repair - Rotterdam Sebute S.A Underwater services – Cartagena, Colombia Subsea Global Solutions – Brazil, Curacao, Italy, Los Angeles, Malta, Miami, Netherlands, Panama Spain, Trinidad. SRS Services - Worlwide T&T Bisso Salvage Asia – Singapore

MARLAND TECHNICAL SERVICES LTD. 702 Fortress Tower; 250 King’s Road, Hong Kong Tel: (852) 2571 9322 Fax: (852) 2806 3153 Email: [email protected] Web: www.marland.com.hk Contact: Tony Ip, Director and Marketing Manager Contact: CK Yim, Managing Director Shipyards Represented Arab 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)

INTERLINKS MARINE ENTERPRISES PVT. LTD. 607, Raheja Chambers, Nariman Point, Mumbai 400 021 , India Tel: +91 22 62216798 Fax: +91 22 62216799 Email: [email protected] Web: www.interlinksmarine.com Contact: Vijay Jain, Chairman & MD Avneesh Prasad, CEO Mobile: +91 9867695525 Shipyards Represented ASRY (Bahrain) Brodotrogir Shipyard (Trogir – Croatia) Odesso Shiprepair Yard (Varna – Bulgaria) Serdijn Ship Repair (Rotterdam – Netherlands) DGS Industrial & Naval Ltd, Brazil Metalships & Docks (Vigo - Spain) Marine Services Companies Interlinks Marine Services Ltd. London (For Air Compressors Spares of European origin) Interlinks Marine Europe Inc (For Spares of Far Eastern origin)

Italy

BANCHERO COSTA & C.

Agenzia Marittima S.p.A., 2 Via Pammatone, 16121 Genoa, Italy Tel: +39 010 5631 626/629/634 Fax: +39 010 5631 602 Email: [email protected] Web: www.bancosta.it Contact: Fabio Bertolini Mobile: +39 335 8078217 Contact: Daniele Perotti Mobile: +39 335 7366801 Contact: Loretta Budson Mobile: +39 335 7366802 Companies Represented Ardent Salvage (The Netherlands) Astilleros Cernaval, Algeciras (Spain)

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

Page 108 – www.shipandoffshorerepair.com

Agents Contact Directory 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) DIANCA 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) Tru Marine (Singapore) Underwater Shipcare, Singapore, Zhoushan Xinya Shipyard (China)

Elgin Brown & Hamer Walvis Bay (Namibia) Enavi (Brasil) Fincantieri Group (Italy) Gdansk Shiprepair Yard (Poland) GMD SHipyard (New York) Grand Bahama Shipyard (Bahamas) Halifax Shipyard Hong Kong United Dockyard (HK) IMC – Yy Zhoushan (Zhoushan, China), Keppel Philippines • Batangas Yard • Subic Shipyard Keppel Verolme (The Netherlands) Lisnave Estaleiros Navais SA (Portugal) MEC Panama Odessos 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)

AIMSS Bavelselaan 26 4835 GM Breda The Netherlands Tel: + 31 76 889 20 42 Fax: +31 6 28 96 38 48 Email: [email protected] [email protected] Web: www.aimsseurope.com Contact:Sami Golestanian Shipyards Represented Afloat repairs – Netherlands & UK Brightsun (Singapore) BAS Marine (Panama) United Kingdom

STUDIO TECNICO LONOCE

Via G. D’Annunzio, 2/48, 16121, Genova, Italy Contact: Mr. Alfredo Lonoce Tel: +39 010 541794 Mobile: +39 3356061912 Email: [email protected] Companies Represented Keppel Shipyard N-Kom Paxocean Engineering Zhoushan

Monaco

CAMBIASO RISSO SERVICES SAM

Gildo Pastor Center, 7 Rue du Gabian, MC 98000, Monaco Switchboard: + 377 98801360 Fax: + 377 97987848 Email: [email protected] Web: www.cambiasorissoservice.com Contact: Massimiliano (Max) Iguera Direct Line: +377 98 801361 Mobile: +33 640 623327 Private email: [email protected] Contact: Andrea Mignone Direct Line: + 377 98801363 Mobile: +33 640616595 /+39 338 6627504 Contact: Giovanni Palumbo Direct Line: + 377 98801362 Mobile: +33 640616602 /+39 335 5961324 Contact: Marco Borziani Direct Line: + 377 98801364 Mobile: +33 640623184 Companies Represented ASMAR, Chile China Shipbuilding Corporation (Taiwan) • Kahosiung Shipyard • Keelung Shipyard Cosco Shipyard Group (China) • Cosco Dalian Shipyard • Cosco Guangdong Shipyard • Cosco Nantong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard Curacao Shipyard (Netherland Antilles) Dakarnave (Senegal) Detyens Shipyard (USA) Drydocks World Dubai (United Arab Emirates) Drydocks World Singapore Elefsis Shipyards and Neorion Shipyard (Greece) Elgin Brown & Hamer (South Africa)

Elefsis 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 Shipyard Hong Kong United Dockyard (HK) IMC – Yy Zhoushan (Zhoushan, China), Keppel Philippines • Batangas Yard • Subic Shipyard Keppel Verolme (The Netherlands) Lisnave Estaleiros Navais SA (Portugal) MEC Panama Odessos 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)

CAMBIASO RISSO SERVICES SAM

Gildo Pastor Center, 7 Rue du Gabian, MC 98000, Monaco Switchboard: + 377 98801360 Fax: + 377 97987848 Email: [email protected] Web: www.cambiasorissoservice.com Contact: Massimiliano (Max) Iguera Direct Line: +377 98 801361 Mobile: +33 640 623327 Private email: [email protected] Contact: Andrea Mignone Direct Line: + 377 98801363 Mobile: +33 640616595 /+39 338 6627504 Contact: Giovanni Palumbo Direct Line: + 377 98801362 Mobile: +33 640616602 /+39 335 5961324 Contact: Marco Borziani Direct Line: + 377 98801364 Mobile: +33 640623184 Companies Represented ASMAR, Chile China Shipbuilding Corporation (Taiwan) • Kahosiung Shipyard • Keelung Shipyard Cosco Shipyard Group (China) • Cosco Dalian Shipyard • Cosco Guangdong Shipyard • Cosco Nantong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard Curacao Shipyard (Netherland Antilles) Dakarnave (Senegal) Detyens Shipyard (USA) Drydocks World Dubai (United Arab Emirates) Drydocks World Singapore

VICTORIA MARITIME SERVICES 7 Avenue des Papalins, MC 98000, Monaco Tel: +377 99995160 Fax: +377 99995161 Email: [email protected] Web: www.victoriamaritime.com Contact: Luca Spinelli-Donati, Maurizio Taviani, Julia Sandmann Shipyards Represented ASRY (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) Ciramar (Dominican Republic) 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) Shanhaiguan Shipyard (China) TANDANOR (Argentina) Viktor Lenac Shipyard (Croatia) Yu Lian Dockyards (Hong Kong) Marine Service Companies Represented Harris 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 Netherlands Tel: +31 20 3121350 Email: [email protected] Web: www.esma.nl Contact: Marcus Weggeman Direct: +31 20 3121353 Mobile: +31 6 51408082 Contact: Ronald de Hoog Direct: +31 20 3121363 Mobile: +31 6 53248863 Companies Exclusively Represented EUROPE Lisnave – Setubal – Portugal Gemak Group – Istanbul -Turkey Riga Shipyard – Riga – Latvia West Sea Viana Shipyard – Viana do Castelo – Portugal MIDDLE EAST Drydocks World – Dubai – UAE Drydocks World Global Offshore Services DMC Dubai Maritime City, Shiplift FAR EAST PaxOcean Asia • PaxOcean Singapore • PaxOcean Pertama – Batam – Indonesia • PaxOcean Graha – Batam – Indonesia • PaxOcean Nanindah – Batam – Indonesia CHINA Cosco Shipyard Group • Cosco Dalian Shipyard • Cosco Nantong Shipyard • Cosco Qidong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Guangdong Shipyard PaxOcean Asia • PaxOcean Zhoushan WEST AFRICA Dakarnave – Dakar- Senegal CNIC – Douala – Cameroon SOUTH AMERICA S.P.I. – Mar del Plata – Argentina

Netherlands

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

Volume 14 Issue 1 – Page 109

Agents Contact Directory KEPPEL BENELUX SERVICES

PO Box 1001, 3180AA Rozenburg, Netherlands Prof. Gerbrandyweg 25, 3197 KK Rotterdam-Botlek, Netherlands Tel: +31 181 234 416 Email: [email protected] Web: www.keppelom.com Keppel Offshore & Marine Companies Represented Keppel Shipyard, Singapore Keppel Batangas Shipyard, Philippines Keppel Subic Shipyard, Philippines Nakilat-Keppel O&M, Qatar Arab Heavy Industries, UAE

PC MARITIME SERVICES BV PO Box 139, 1740 AC Schagen, Netherlands Tel: +31 224 295 070 Mobile: +31 620 011 607 Email: [email protected] Contact: Hans Stoop Shipyards Elgin 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 Kong Marco Polo Shipyard, Batam (Indonesia) Oman Drydock Company, Oman BLRT 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)

NRUYSCH TECHNICAL-AGENCIES HOLLAND BV Office address Mijlweg 2a, 3295 KH ’s-Gravendeel, The Netherlands Postal address PO Box 5143, 3295 ZG ‘s-Gravendeel, The Netherlands Tel: +31 6 52415991 Web: www.ruyschshipyards.com Email: [email protected] Email: [email protected] Contact: Paul van Dijk Companies Represented Arab 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)

Chantier Naval de Marseille – (France, Marseille) Ciramar Shipyards International Trading Co., Ltd. (CITCL) – (Dominican Republic, Santo Domingo) Colonna’s Shipyard, Inc. – (USA, Norfolk) Detyens Shipyards, Inc. – (USA, Charleston) Detyens Shipyards, Inc. – (USA, Norfolk) Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan) Dormac Marine & Engineering – (South Africa, Durban, Cape Town, Saldanha Bay, Walvis Bay) Fama Group Shipyards - (Cyprus, Limassol Division) Fama Group Shipyards - (Egypt, Alexandria Division) Malaysia Marine & Heavy Engineering – (Malaysia, Pasir Gudang and Johor) MTG - Dolphin - (Varna, Bulgaria) MEC Repairs - (S.A. Balboa, Veracruz) Naval Shipyard (Poland, S.A. Gdynia) San Giorgio del Porto SpA. – (Italy, Genova) 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)

Norway

JML SHIPYARDS & MARINE AB Norra Hamngatan 38, 45740 Fjällbacka Sweden Tel: +46 (0) 525 31083 Contact: Jens Larsson, Managing Director Mobile: +46 (0) 702203741 Email: [email protected] Contact: Markus Larsson, Partner Mobile: +46 (0) 702203743 Email: [email protected] Web: www.jmlshipyards.com Shipyards Represented NORTH AMERICA/CARIBBEAN Ciramar Shipyard, Dominican Republic TNG Talleres Navales del Golfo, Veracruuz Mexico Signal Shiprepair, Alabama USA Chantier Davie Quebec Canada FAR EAST DSIC Dalian Shipyard China Chengxi Shipyard Group China PaxOcean Zhoushan China PaxOcean Shipyard Singapore PaxOcean Shipyard Batam, Indonesia MIDDLE EAST Drydocks World, Dubai UAE MEDITERRANEAN Desan Shipyard Turkey Chantier de Marseille, France San Giorgio del Porto, Genoa Italy EUROPE/ATLANTIC Lloydwerft Bremerhaven Germany Afloat Repair Global Offshore Service, Dubai UAE Rotterdam Offshore Group, Holland Offshore Inland, US Gulf/Mexico

Japan Marine United Corp (Japan) Lisnave Mitrena (Portugal) Nauta Shipyard (Polen) Seaspan Vancouver Shipyard (Canada) HSD Marine (Singapore)od

LINDSTRØM MARINE AGENCIES AS Thorøyaveien 32, 3209 Sandefjord, Norway Tel: +47 3344 6567 Fax: + 47 3345 4371 Mobile: +47 9188 5803 Email: [email protected] Contact: Tom E. Lindstrøm Shipyards Represented Sembcorp Marine Ltd Repairs & Upgrade, Singapore Admiralty Yard Tuas Boulevard Yard Benoi Yard Tuas Road Yard Sembcorp Marine Kakinada, India Fincantieri, Italy Oceanus Marine, Malta

Poland

A. P & A. POLAND LTD

ul Jaskowa Dolina 112, 80-286 Gdansk, Poland Tel: +48 58 341 7988 Fax: +48 58 345 4801 Email: [email protected] Contact: Kostas Milionis Companies Represented COSCO Shipyard Group (China) • Dalian • Guandong • Lianyungang • Nantong • Shanghai • Zhoushan Chengxi Shipyard (Guangzhou) (China) Pallion Shipyard (UK) Shanhaiguan Shipyard (China)

ULRIK QVALE & PARTNERS AS Hoffsveien 11b, 0275 Oslo, Norway Tel: +47 22 51 16 16 Fax: +47 22 51 16 08 Email: [email protected] Web: www.uqp.no Contact: Oivind Qvale Shipyards Represented A&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)

LITHUANIA, LATVIA, ESTONIA, POLAND

ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, Lithuania Tel: +370 46 246430 Mobile: +370 650 40900 Email: [email protected] Web: www.orca-marine.eu Contact: Viktoras Cernusevicius Shipyards ASABA (Puerto de Malabo, Equatorial Guinea) ASMAR Shipyard (Chile) BRODOTROGIR D.D. Shipyard Trogir (Croatia) CARENA (Abidjan, Ivory Coast) CHANTIER NAVAL de MARSEILLE (France) CIC Shipyards Group • CIC Changxing (Shanghai, China) • CIC Lixin (Pudong, China) • CIC Boluomiao (Guangzhou, China) • COLOMBO Dockyards (Sri, Lanka) • COSCO Shipyards Group • COSCO Dalian (China) • COSCO Nantong (China) • COSCO Shanghai (China)

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

Page 110 – www.shipandoffshorerepair.com

Agents Contact Directory • 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 • Arno Dunkerque (France) • Oranjewerf Amsterdam (Netherlands) • Damen Shiprepair Brest (France) • Damen Shiprepair Den Helder (Netherlands) • Damen Shiprepair Rotterdam (Netherlands) • Damen Shiprepair Vlissingen (Netherlands) • ShipDock Amsterdam (Netherlands) • ShipDock Harlingen (Netherlands) • Oskarshamnsvarvet (Sweden) • Van Brink Rotterdam (Netherlands) ENAVI Reparos Navais (Rio de Janeiro, Brazil) GIBDOCK (Gibraltar) GRAND BAHAMA Shipyard (Freeport, Bahamas) HARLAND & WOLFF (Belfast, UK) JURONG Shipyard (Singapore) KLR Shipyard (Klaipeda, Lithuania) MEC Shipyards (Panama) NARP Shiprepair • Hidrodinamik (Tuzla,Turkey) • Besiktas (Yalova, Turkey) • Kiran/Erkal Tuzla (Tuzla, Turkey) • Famagusta (N. Cyprus) 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 SYM - afloat repairs & marine services

• 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 • Arno Dunkerque (France) • Oranjewerf Amsterdam (Netherlands) • Damen Shiprepair Brest (France) • Damen Shiprepair Den Helder (Netherlands) • Damen Shiprepair Rotterdam (Netherlands) • Damen Shiprepair Vlissingen (Netherlands) • ShipDock Amsterdam (Netherlands) • ShipDock Harlingen (Netherlands) • Oskarshamnsvarvet (Sweden) • Van Brink Rotterdam (Netherlands) ENAVI Reparos Navais (Rio de Janeiro, Brazil) GIBDOCK (Gibraltar) GRAND BAHAMA Shipyard (Freeport, Bahamas) HARLAND & WOLFF (Belfast, UK) JURONG Shipyard (Singapore) KLR Shipyard (Klaipeda, Lithuania) MEC Shipyards (Panama) NARP Shiprepair • Hidrodinamik (Tuzla,Turkey) • Besiktas (Yalova, Turkey) • Kiran/Erkal Tuzla (Tuzla, Turkey) • Famagusta (N. Cyprus) 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 SYM - afloat repairs & marine services

Russia

Lithuania

ORCA MARINE UAB Nemuno str. 153, LT-93262, Klaipeda, Lithuania Tel: +370 46 246430 Mobile: +370 650 40900 Email: [email protected] Web: www.orca-marine.eu Contact: Viktoras Cernusevicius Shipyards ASABA (Puerto de Malabo, Equatorial Guinea) ASMAR Shipyard (Chile) BRODOTROGIR D.D. Shipyard Trogir (Croatia) CARENA (Abidjan, Ivory Coast) CHANTIER NAVAL de MARSEILLE (France) CIC Shipyards Group • CIC Changxing (Shanghai, China) • CIC Lixin (Pudong, China) • CIC Boluomiao (Guangzhou, China) COLOMBO Dockyards (Sri, Lanka) COSCO Shipyards Group • COSCO Dalian (China) • COSCO Nantong (China) • COSCO Shanghai (China) • COSCO Zhoushan (China) • COSCO Guangdong (China)

WSR SERVICES LTD Chernomorskiy Center 249, 42 Sovetov Street, Novorossiysk Tel: +749 9918 4307 Email: [email protected] Web: www.umarwsr.com Companies Represented - Shipyards Arab Shipbuilding & Repair Yard (ASRY) Bahrain Chengxi Group - Shangai and Guangzhou Ciramar - Domenican Republic Colombo Dockyard Ltd - Sri Lanka Detyens Shipyards - Charleston, USA Dormac Marine & Engineering – South Africa EDR Antwerp - Belgium FAYARD A/S – Munkebo, Denmark Gemak Shipyard - Turkey German Dry Docks - Bremerhaven, Germany HRDD Dockyard - Shanghai/China Jurong Shipyard Pte Ltd - Singapore Lloyd Werft - Bremerhaven, Germany MTG-Dolphin - Varna, Bulgaria Papua New Guinea Dockyard Limited Riga Ship Yard - Latvia SCSC Shipping Industry Co.Ltd (Sinotrans) - China

Shanhaiguan Shipyard - North China Sociber - Valparaiso, Chile Viktor Lenac - Rijeka, Croatia Zhoushan IMC-YY - China Weihai Huadong Shipyrd - North China Marine Services companies Cromwell CIA – Buenos Aires, Argentina HSD Marine and Shiprepair Pte Ltd - Singapore Jobson Italia - Italy, Morocco Nico International - UAE Caribe Divers Works - Domenican Republic Dolphin Diving Services - India Hydro Services Srl - Argentina LongKong Marine Eng. Co., Ltd - China N&A UW Inspection & Maintenance - Ecuador Sebute S.A Underwater services - Cartagena, Colombia Subsea Global Solutions -Brazil, Curacao, Italy, Los Angeles, Malta, Miami, Netherlands, Panama, Spain, Trinidad. SRS Services - Worldwide Technodive Ltd - Greece T&T Bisso Salvage Asia - Singapore ROG Ship repair - Rotterdam

FAR EAST DSIC Dalian Shipyard China Chengxi Shipyard Group China PaxOcean Zhoushan China PaxOcean Shipyard Singapore PaxOcean Shipyard Batam, Indonesia MIDDLE EAST Drydocks World, Dubai UAE MEDITERRANEAN Desan Shipyard Turkey Chantier de Marseille, France San Giorgio del Porto, Genoa Italy EUROPE/ATLANTIC Lloydwerft Bremerhaven Germany BALTIC Gryfia Shipyard, Poland Afloat Repair Global Offshore Service, Dubai UAE Rotterdam Offshore Group, Holland Offshore Inland, US Gulf/Mexico

Switzerland

Singapore Singa

rlaENCOMPASS MARINE LIMITED

WSR SERVICES LTD 18 Boon Lay Way #10-118, Tradehub 21, Singapore 609966 Tel: +65 315 81050 Email: [email protected] Web: www.umarwsr.com Companies Represented – Shipyards EDR Antwerp – Belgium MTG-Dolphin – Varna, Bulgaria Companies Represented - Shipyards Viktor Lenac – Rijeka, Croatia Turkish shipyards representation HRDD Dockyard – Shanghai/ China Zhoushan IMC-YY - China Weihai Huadong Shipyard – North China Shanhaiguan Shipyard – North China Chengxi Shipyard Group – Shanghai and Guangzhou Marine Service Companies Represented LongKong Marine Eng. Co., Ltd – China SRS Services – Worldwide HSD Marine and Shiprepair PTE Ltd – Singapore T&T Bisco Salvage Asia - Singapore

Sweden

JML SHIPYARDS & MARINE AB Norra Hamngatan 38 45740 Fjällbacka Sweden Tel: +46 (0) 525 31083 Contact: Jens Larsson, Managing Director Mobile: +46 (0) 702203741 Email: [email protected] Contact: Markus Larsson, Partner Mobile: +46 (0) 702203743 Email: [email protected] Web: www.jmlshipyards.com Shipyards Represented NORTH AMERICA/CARIBBEAN Ciramar Shipyard, Dominican Republic TNG Talleres Navales del Golfo, Veracruuz Mexico Signal Shiprepair, Alabama USA Chantier Davie Quebec Canada

26 Flour Square, Grimsby NE Lincs DN31 3LP United Kingdom Tel: +44 (0) 1472 245500 Fax: +44 (0) 1472 245511 Email: [email protected] Web: www.encompassmarine.com Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson Contacts – Diving & Marine Services: Kathryn Ridley, Simon Clarke Shipyards Represented Cammell Laird Shiprepairers (Merseyside, UK) Chengxi Shipyard (Jaingyin, Xinrong & Guangzhou, China) Grand Bahama Shipyard (Freeport, Bahamas) 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) Marine Service Companies Represented Atlantis Marine Services (Fujairah, UAE) CTS Offshore and Marine Limited Komas (Korea) Link Instrumentation (UAE) Napesca (Las Palmas, Canary Isles) NARP Ship Repair (Turkey) Rentong Marine (China) South Bank Marine Charts (Grimsby, UK) Total Marine Contracts (Grimsby, UK) Underwater Shipcare (Singapore) Wetering Rotterdam (Rotterdam, Netherlands) World Diving Stations VLM Repair, Tallinn, Estonia Vicus Desarollos, Vigo, Spain Underwater Contractors Spain (Spain)

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

Volume 14 Issue 1 – Page 111

Agents Contact Directory United Kingdom

A. P. & A. LTD

32 The Mall, London W5 3TJ, United Kingdom Tel: +44 20 8840 8845 Fax: +44 20 8840 8843 Email: [email protected] Web: www.apanda.com Contact: Andreas Papadakis Companies Represented (Exclusive) BREDO (Germany) Coimbra Shiprepair (Brazil) COSCO Shipyard Group (China) • Dalian • Guangdong • Lianyungang • Nantong • Shanghai • Zhoushan Gdansk 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) Davie Shipyard (Quebec) Diesel Marine International (Worldwide) Drydocks World Dubai (UAE) Drydocks World Dubai Global Offshore Services (UAE) 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)

Shanhaiguan Shipyard (Qinhuangdao, China) West Sea Viana Shipyard (Viana de Castelo, Portugal) Viktor Lenac Shipyard (Rijeka, Croatia) Zhoushan IMC-YongYue Shipyard (Zhoushan, China) Zhoushan Xinya Shipyard (Zhoushan, China) Marine Service Companies Represented Atlantis Marine Services (Fujairah, UAE) CTS Offshore and Marine Limited Komas (Korea) Keyser Technologies (Singapore) Link Instrumentation (UAE) 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) Total Marine Contracts (Grimsby, UK) Underwater Contractors Spain (Algeciras, Spain) Underwater Shipcare (Singapore) Wetering Rotterdam (Rotterdam, Netherlands) Worldwide Diving Stations VLM Repair, Tallinn, Estonia Vicus Desarollos, Vigo, Spain Zamakona Group (Las Palmas, Canary Isles)

L&R MIDLAND (UK) LTD. 3 Bolt Court (2nd Floor) London EC4A 3DQ Tel: +44 (0) 20 3856 6520 D: +44 (0) 20 3856 6521 Mobile: +44 (0) 77 1214 8881 Fax: +44 (0) 20 7936 2237 Email: [email protected] Web: www.lrmidland.com Contact: Jon Holloway Shipyards Represented 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 Yard

SEADOCK MARINE AGENCIES LTD

123 Minories, London EC3N 1NT, United Kingdom Tel: +44 (0) 20 7680 4000 Fax: +44 (0) 20 7553 0001 Mobile: +44 (0) 77 10 327 004 Email: [email protected] Web: www.seadockmarine.com Contact: George D. Skinitis Companies Represented Blohm & Voss Repair GmbH (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 Kingdom Tel: +44 (0) 1472 245500 Fax: +44 (0) 1472 245511 Email: [email protected] Web: www.encompassmarine.com Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson Contacts – Diving & Marine Services: Kathryn Ridley, Simon Clarke UK Shipyards Represented Arab Heavy Industries (UAE) 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) Hidrodinamik Shipyard (Tuzla, Turkey) 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)

EMCS INTERNATIONAL LTD

(MLC 2006 Approved) Marion House 9 Station Road Port Erin, Isle of Man IM9 6AE United Kingdom Tel: +44 1624 833955 Fax: +44 1624 837173 Group email: [email protected] Web: www.emcs.co.im Contact: Steve George/Richard George Mobile: +44 7624 492 7160 Contact: Amanda Green (North East UK Representative) Tel: 0191 5160010 Mobile: +44 77363 18126 Services Provided Labour supply for afloat/shipyard/offshore repairs and maintenance Diving Services Worldwide - (For all diving enquiries contact Louise Cowell on central phone/email) Consultancy Services Companies Represented Allmode (vessel security services) Electropartners BV (Antwerp) Engine Partners Holland BV Globetech (IOM Only) Marine Marketing Int (IOM only) Ramsey Shipping Services (Isle of Man based workshop repairs and vessel agency services) Course Managed Ship Superintendents’ Training Course. (For all enquiries and reservations contact Cheryl Reeday on central phone/email)

GEORGESON ASSOCIATES Marine Consultant 50 Highthorpe Crescent Cleethorpes , North East Lincolnshire DN35 9PY, United Kingdom Tel: +44 (0)1472 236 536 (All hours) Email: [email protected] Web: www.marineconsultant.co.uk Contact: Paul J Georgeson Mobile: +44 (0) 7710 297535

LLOYD WERFT UK

Karnak, Kearsney Court, Alkham Road, Temple Ewell, Kent KT16 3EB Contact: Steve Buhlman Tel: +44 (0) 1304 275865 Mobile: +44 (0) 7803 179640 Email: [email protected] Companies Represented Lloyd Werft (Bremerhaven) Rickmers Werft (Bremerhaven)

MARINE MARKETING INTERNATIONAL LTD Unit G15 Challenge House Sherwood Drive Bletchley, Milton Keynes MK3 6DP United Kingdom Tel: +44 (0) 1908 378822 Mobile: +44 (0) 7720 074113 Email: [email protected] Web: www.marine.marketing Contact: Mike McMahon, Janet Cook, Katie McMahon Companies Represented Shipyards Abu Dhabi Ship Building (UAE) Baltyard (Gdynia) BREDO Shipyards (Bremerhaven) Carell SA Piraeus, Greece CARENA (Ivory Coast) CARIDOC (Trinidad) Chengxi Shipyard (Guangzhou) Chengxi Shipyard (Shanghai) CSBC Corporation (Taiwan) CIC Shipyards Group Changxing, Lixin & Boluomiao CMR Tunisia Shiprepairs (Tunisia) Cotecmar, Columbia Detyens Shipyard Inc (US)

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

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Agents Contact Directory EBH Shipyards South Africa (CapeTown & Durban) EBH Shipyards Namibia (Walvis Bay) Larsen & Toubro Shipbuilding, Chennai, (India) Malaysia Marine & Heavy Engineering (Malaysia) MTG Dolphin, Varna Bulgaria Navalrocha SA (Lisbon) Offshore Inland Marine (Pensacola, USA) Oman Drydocks Company, Duqm, (Oman) Qingdao Beihai Shipyard (N. China) Shanhaiguan Shipyard, Qinhuangdao Marine Services BIOSEA Ballast Water Treatment (France) Caswell Environmental Services (Asbestos) (Stevenage, UK) Dongsung Engineering (South Korea) Edilcom UTM Specialists (Estonia) Electro Marine (South Africa) Kwang-Youn-Gi Engineering (Taiwan) Laser Cladding Technologies (UK) Marine Services & Shipping Ltd MHI Shiprepair & Services (US) 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 & Tianjin) • TruMarine Rotterdam Willing (Shanghai) Trading China Zhoushan Haitong Tank Cleaning (China) ROG Ship Repair (Rotterdam) Versitec Shaft Seals (Canada)

SIMPLEX-TURBULO CO. LTD SHIP REPAIRERS & SHIPBUILDERS LTD

First Floor, 3 The Clockhouse, Burford Road, Carterton, Oxfordshire, OX18 3AA, United Kingdom Tel: +44 (0) 1367 860 050 Mobile: +44 (0) 7767 690 704 Email: [email protected] Web: www.shiprepairers.co.uk Contact: Roderick Wordie Tel: +44 (0) 7767 690704 Contact: Marie McClure Tel: +44 (0) 7765 228984 Contact: Hollie Lane Tel: +44 (0) 7717 215741 Companies Represented Asmar (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) Conoship International (The Netherlands) Dakarnave (Senegal) Dormac Cape Town (South Africa) Dormac Durban (South Africa) Dormac Walvis Bay (Namibia) NICO (Fujairah) Gemak (Turkey) Gibdock (Gibraltar) Hong Kong United Dockyard (HK) Huarun Dadong (Shanghai) MEC (Panama) NICO (Dubai & Abu Dhabi) ST Marine (Singapore) Tsakos (Uruguay) Agencies Damen Schelde Marine Services EMCS & SESmarine Lagersmit Intelligent Engineering KET Marine

Wherwell Priory, Wherwell, Andover, Hampshire SP11 7JH United Kingdom Tel: + 44 1264 860186 Contact: Petra Gericke Email: [email protected] Web: www.simplexturbulo.com Shipyards Represented Astander (Spain) Colombo (Sri Lanka) Constanta (Romania) Fujian Huadong (China) Companies Represented Becker Marine Systems (Germany) Daros (Sweden) DUAP (Switzerland) Gali (Spain) Harzer Werke (Germany) HSD (Singapore) Mann + Hummel (UK) Maritime Propulsion Services BV (Netherlands) Maritime Propeller Repair BV (Netherlands) MWH (Germany) Robert Bosch (Germany) SKF Marine GmbH (Germany)

WILMOT MARINE SERVICES LTD

84 Empire Square East, Empire Square, London SE1 4NB, UK Tel: +44 (0) 20 7939 9580 Fax: +44 (0) 20 7407 6183 Email: [email protected] Web: www.wilmotmarine.co.uk Contact: Bruce Wilmot Mobile: +44 (0) 7831 636821 Contact: James Lyons Mobile: +44 (0) 7979 246085 Companies Represented Albwardy Marine Engineering, Dubai, UAE Astican Shipyard, Las Palmas, Gran Canaria, Spain Damen Anchor & Chain Factory, Rotterdam, The Netherlands

Damen Shiprepair 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 Oranjewerf, Amsterdam, The Netherlands Damen Shiprepair Rotterdam, The Netherlands Damen Shipyards Sharjah (FZE) UAE Damen Shiprepair Van Brink Rotterdam, The Netherlands Damen Shiprepair Vlissingen, The Netherlands Desan Shipyard, Tuzla Bay, Istanbul, Turkey Fincantieri Shipyards (Palermo, Trieste, Muggiano), Italy Grand Bahama Shipyard, Freeport, Bahamas Riga Shipyard & Leipaja Shipyard, Latvia Vigor Industrial, Portland, Oregon USA

United States

L&R MIDLAND INC.

788 W Sam Houston Pkwy North Suite 200 Houston, TX 77024 USA Tel: + 001 713 680 0909 Fax: +001 713 680 9704 Email: [email protected] Web: www.lrmidland.com Contact: Tom McQuilling Ryan Smith Stephen Willrich Shipyards Represented 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 Yard Damen Shiprepair & Conversion Amsterdam Rotterdam Vlissingen Dunkerque (France) Brest Fincantieri (Italy) Grand Bahama Shipyard (Freeport) Odessos Ship Repair Yard (Bulgaria)

Repair work at ADSB 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

Volume 14 Issue 1 – Page 113

Agents Contact Directory

VOGLER MARINE AGENCIES LLC

SIMPLEX AMERICAS LLC

20 Bartles Corner Road, Flemington New Jersey 08822, USA Tel: +1-908-237-9500 Fax: + 1-908-237-9503 Email: [email protected] Contact: Donald W Vogler Shipyards Exclusively Represented ASRY Arab Shipbuilding and Repair Yard (Bahrain) Besiktas Shipyard (Turkey) DORMAC Pty. Ltd. (Durban, Cape Town, Richards Bay, Saldanha Bay, Walvis Bay South Africa) Jurong Shipyard Pte. Ltd. (Singapore) Lloyd Werft Bremerhaven GmbH (Germany) SOCIBER (Chile) Shiprepair Companies Exclusively Represented Metalo ck do Brasil Ltda. (Brazil)

20 Bartles Corner Road, Flemington, New Jersey 08822, USA Tel: +1-908-237-9099 Fax: +1-908-237-9503 Mobile: 24/7/365 +1-908-581-0900 Email: [email protected] Web: www.simplexamericas.com Contact: Donald W Vogler – President Factory Service, Spares and Sales Jastram GmbH: Rudder Propellers and Thrusters Nakashima Propeller Co. Ltd. CPP, Thrusters and CPP Thrusters Niigata Power Systems Co. Ltd. Z-Pellers and Marine Diesel Engines RiverTrace Engineering Ltd. Oil Content Monitors, Bilge Alarm Monitors Simplex Compact Stern Tube Seals Service performed in dry dock, afloat, as well as underwaterSKF Coupling Systems AB: OKC and OKCS Shaft Couplings, OKF Flange Couplings, Supergrip Bolts Turbulo Oily Water Separators Service, Spares and Sales Controllable and Fixed Pitch Pitch Propellers, Thrusters, Couplings, Gearbox, Z Drives Full Propulsion Packages Total Shafting Solutions Sales and Service of Diesel Engines,CPP, Thrusters, Gearboxes, & Couplings Shaft Alignment, In-Situ Machining, Chocking and Mounting Service Underwater Repairs and Service

Chemical tanker repairs at ASRY 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

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