SORJ Vol 18 Issue 1 April / May 2020

The Official Journal of the International Association of Shiprepair Agents

ISSN 2515-6179

Volume 18 - Issue 1 - April/May 2020

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SORJ (Ship and Offshore Repair Journal) Welcome to the April/May edition of SORJ (Ship and Offshore Repair Journal). In these troubled times with the COVID-19 pandemic, we have tried to maintain our services to our readers, including SORJ and the weekly Email publication SRN (Ship Repair Newsletter). This edition of SORJ, which now celebrates moving into its 18th year of publication, is normally one of our largest issues and includes our Singapore Area Feature. This Feature regularly follows a visit to the Singapore Area to gather information. Unfortunately, due to the current travel restrictions, I was unable to visit the area as I normally do. Hopefully, the restrictions caused by this pandemic, will soon ease and life will get back to normal. Meanwhile, I hope all is well with all our readers.

FRONT COVER

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Repairs Shipyards Underwater Repairs Paints & Coatings Services Remote Surveys

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Ballast Water Management

Singapore Cruise Large Tankers Dockgate Agents Contact Directory

Machinery Repairs

Front Cover: The illustration on the Front Cover of this issue shows Keppel Offshore & Marine’s Tuas Shipyard in Singapore. This yard is the world’s leading shipyard for large offshore conversions including FPSOs, FSOs etc. Currently in the yard are three FPSO conversions including the FPSO Liza Unity and FPSO BW Opportunity.

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 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, 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 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK. Telephone: +44 (0)1268 511300 Web: www.shipandoffshorerepair.com Email: sue@shipaat.com

EDITOR Alan Thorpe, A&A Thorpe, Office 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK. Telephone: +44 (0)1268 511300 Email: alan@shipaat.com DEPUTY EDITOR Paul Bartlett Telephone: +44 (0)1844 273960 Email: paul.bartlett@live.co.uk FAR EAST BUREAU Contact: Ed Ion Telephone: +65 6222 6375 Mobile: +65 9111 6871 Email: edward.ion@helixmedia.asia

ADVERTISING All details are on www.shipandoffshorerepair.com or contact Sue Morson at A&A Thorpe Telephone: +44 (0)1268 511300 Email: sue@shipaat.com TURKEY (EXCLUSIVE) Company name: Proaktif İletişim Tel No: +905322402079 Email: mige@proaktifiletisim.com 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.

ISSN 2515-6179

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Repairs

General repairs in Oman Drydock Co

ODC continues to work during COCID-19 For many shiprepair yards, the COVID-19 pandemic has been highly problematical.

However, during this period, Oman Drydock Co (ODC) did not suspend its operations and has experienced zero COVID-19 cases up until mid-May. Therefore, drydocking operations were not a challenge for shipowners during the period of the pandemic crisis. The challenge of obtaining and supplying critical spare parts was a challenge minimised by well-planned preorder confirmations.

ODC implemented numerous preventative measures at all the company’s shipyard locations, which maintained high-level safety conditions within the operations to ensure business continuity during the outbreak, and to protect staff and clients. New shift working systems in production were also implemented to minimise unnecessary contact, and maintain social distancing.

ODC has completed several projects involving BWM system installation and scrubber retrofitting - recently four VLOCs fitted with Alfa Laval scrubber systems sailed from the yard during early and mid-May, and the yard is currently working on a BWM system installation and drydocking on-board a MR Tanker. The yard has also carried significant steel work (250-400 tons) for grounding damage, the work carried out on schedule.

During 2020, the yard has been consistently busy with some 19-20 ships simultaneously under repair up to April. Redelivery of more

than 850 projects since the yard’s inception and more than 50 ships so far for this year.

These ships come from key owners and are of various types, the repair work ranging from medium to large workscope. Three of these projects involved ships from the Greek market - the bottom steel renewal on-board a Suezmax tanker from Avin International, the work involving more than 250 tons, and grounding damage to a VLCC, owned by Eastern Mediterranean, work carried out on the vessel’s bottom line and ballast tanks, involving some 400 tons, and a 20 year-old Suezmax tanker with extensive machinery and electrical repairs, and hull painting ODC has had a good start to the year with an impressive number of scrubber retrofits from key owners such as Oman Shipping and MSC. These have included scrubber retrofits onboard a series of four VLOCs, one VLCC and three containerships. This has enhanced the reputation of the yard being an approved base to carry out such retrofit work with competitive delivery times and quality work. Currently there a further 16 orders for scrubber retrofits, and the yard is confident for more such orders.

On the BWM system installation market, ODC has become experienced with more than 25 units already installed for key owners such as Maersk, Norbulk Shipmanagement, Dynacom, etc. - there are more BWM systems to come.

Since November last year, ODC has redelivered two LNG tankers, from NYK (UK) and SCI. There are already another two LNG tankers due in the yard with the yard expecting more throughout the year.

Currently in the yard some eight commercial ships are under repair - two bulk carriers, one Suezmax tanker, two containerships, one VLOC, one MR Tanker and some barges. More

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commercial ships are expected prior to the end of the month.

Meanwhile, ODC continues to grow by establishing discussions with shipowners in new markets and technical partners.

During April, ODC successfully completed scrubber retrofits on-board a series of four 400,000 dwt Valemax ore carriers - Sohar Max, Saham Max, Liwa Max and Shinas Max. The scrubber equipment for all four ships was supplied by Alfa Laval.

ODC also completed repairs on-board Norbulk Shipping’s 63,153 dwt bulk carrier Saddler Wells, the workspec including cargo hold blasting, and the installation of a BWM system. Daiichi Chou Marine’s two bulk carriers - 76,807 dwt bulk carrier Nenitia and 83,483 dwt Fidelity, were both in the yard recently for cargo hold blasting and BWM system installations.

Recently in the yard were Executive Shipmanagement’s 45,896 dwt product tanker UACC Concensus, in the yard for Special and CAP1 surveys, Tanerska Plovida’s 166,739 dwt tanker Kriti Diamond, in for grounding damage repairs, and two containerships from MSC Shipmanagement, the 33,985 dwt MSC Ishyka and the 29,337 dwt MSC Lana, both ships in for special survey and scrubber installation.

ODC has also completed afloat repairs to CMA CGM’s two containerships, the 199,855 dwt CMA CGM Jean Mermoz and the 202,684 dwt CMA CGM Antoine De St Expueri.

A spokesman for ODC said, “For May, while we have many orders, we are yet to receive confirmation from owners regarding actual ETAs of the vessels and if personnel will be able to travel to Oman, due to the current COVID-19 crisis. The situation may become clear, closer to the end of April when all national governments take a decision regarding the lock down.”

Damen Sweden wins research vessel conversion Sweden’s Damen Oskarshamnsvarvet, part of Holland’s Damen Shipyard Group, has won the public tender for a contract to undertake a major life-extension programme on the 514 gt survey and research vessel Ocean Surveyor, owned by SGU, Sweden’s national geological survey agency.

The vessel will undergo the life-time

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Repairs

The Ocean Surveyor extension over the course of 12 months. It will include the replacement of all the machinery, bridge and auxiliary systems including HVAC and a complete overhaul of all remaining equipment. A key aspect of the project will be the conversion of the propulsion and electrical systems from diesel to diesel electric. The overall objective of the year-long programme will be to deliver a modern, low-impact vessel with a good working environment for both the crew and the scientists working on-board and better overall accessibility.

“We are happy to let Damen Oskarshamnsvarvet perform the extensive conversion of the vessel and are confident that she will be ready for another 25 years of marine surveying prior to the field season 2021. Ocean Surveyor is a key platform for many marine surveys conducted in Sweden, not only for SGU, but also for other operators hiring the vessel’s unique surveying facilities,” said Björn Bergman, operations manager at SGU. Built 1984 in Norway, the Ocean Surveyor is a twin hull, multi-purpose, survey and ROV support vessel constructed using Kevlar / FRP composite for operations mainly in coastal waters. With dimensions of 38 m long and 12 m wide she has accommodation for 15 personnel across 12 cabins and is equipped with DPS as well as various fixed hydro-acoustic measuring systems. The main deck is fitted with winches, cranes, an aft frame and a moon pool for deploying samplers and underwater cameras. There are two laboratories on-board - a wet lab for sediment and environmental sample analysis, and a space with a gamma spectrometer and sediment X-ray for the detailed study of samples.

“We are delighted to have won this contract,” said Flip van der Waal, Managing Director

at Damen Oskarshamnsvarvet Sweden. “The tender process was rigorous, requiring a lot of research and pre-engineering, and now that we have been awarded the project we are responsible for the entire design scope and the procurement as laid down by the SGU. In many ways it’s not so different from a newbuild.

We are very confident that our capabilities and facilities are perfectly suited to this project – including our main hall where we will carry out the work. This covered environment is the ideal location to conduct work on a composite vessel such as this. We look forward to getting started.”

Work will begin on the vessel on April 6th 2020 and is scheduled for completion by end of March 2021.

newly-installed ‘Open Loop’ Hybrid Ready SOx scrubber supplied by Finland’s Langh-Tech onboard the Kornett, is the first in-line-scrubber installed on a Sietas-built Type 168 vessel. Due to the slim outline of the in-line scrubber, the influence on measurements of the vessel (just below 10,000 gt) is at its lowest possible. The optimised system integration was planned by Hamburg’s HeavyLift@Sea GmbH, which has experience with scrubber conversions as well as Sietas-built ships. The Hamburg based pipe builder, Knaack & Jahn, delivered the pipework and is supervising the complex pipe installation on-board the vessel.

“The Kornett gets the modern hybridscrubber-system as the first stage of extension.

All conversion work was prepared by Metalships & Docks before the vessel arrived at the Shipyard, so that the time at the Shipyard is at its shortest possible.”

“We chose Metalships & Docks because of its reliability and experience in these types of projects. This first project is going on time and the professionalism of yard’s staff makes us feel optimistic for the second ship, Laura Ann. We, together with shipyard, have found some ideas, which we all hope will work in order to deliver the second ship a bit faster.”

The same work has now been completed on-board the sistership Laura Ann. According to Pablo de Celis, “The manoeuvre of installing the scrubber has been a complete success and we are pleased to start the last stage of this challenging project.

Recently, we also received one more ship

Metalships continues with scrubber and BWM projects As the COVID-19 outbreak continues, Spain being one of the hardest hit, Metalships, Viga, is setting up as many measures as needed to secure the safety of its clients and workers.

So far, the yard’s repair activities continue normally with several projects on-going.

These include Reederei Eicke’s 11,424 dwt containership Kornett, which recently underwent the installation of scrubbers plus standard drydocking works. Following the completion of this project, her sistership Laura Ann entered the yard to make the same installation and drydocking works plus steel renewals.

According to Metalships’ Pablo de Celis and the shipowner’s superintendent, “The

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The scrubber being lowered on-board the Kornett

Repairs

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Repairs from our regular client USC Barnkrug, for installation of BWM system on-board the 4,155 dwt general cargo vessel Daroja, which will take place in May. The ship had already been in the yard during 2018. It’s worth mentioning that we have seen a significant growth of our market positioning in Germany, which lead us to sign several valuable contracts for BWM system and scrubber installations. As a result, we do expect similar projects in second half of the year.”

Conversion and general repair work at Remontowa In Poland’s Remontowa Shiprepair Yard, Gdansk during March 2020, the mobilisation of the 4,801 gt cable layer Ile d’Ouessant, commissioned by Luis Dreyfus Armateurs, was completed. The project was to change the configuration and equipment of the ship, which entered the yard as a Platform Support Vessel (PSV) and adapting her to perform work as a cable layer - to lay and repair submarine telecommunication cables.

According to Remontowa’s management team, “It was prestigious, very interesting work and one of the most technically advanced projects carried out at Remontowa. During the winter period, the ship also underwent drydocking and maintenance repairs. Exactly a year ago, during March 2019, the 13,978 gt Ile de Batz underwent a similar mobilisation

project in Remontowa.

Remontowa also recently completed repairs on-board Odfjell’s 1997-built, 17,460 dwt chemical tanker Bow Oceanic. She underwent main engine overhaul as well as the large number of electric motors and the shaft generator inspections. She also had extensive steel renewals and pipeline replacements. The repair works also involved a number of minor repairs in the ballast and cargo tanks.

Chemical tankers of this shipowner have systematically used Remontowa in recent years.

These include Bow Fagus, Bow Atlantic, Bow Aratu, Bow Star, Bow Clipper, Bow Faith, Bow Guardian, Bow Gallant, Bow Pioneer and Bow Summer.

DFDS Seaways’ 26,141 gt, 2007-built ro/ pax Athena Seaways has, once again, called at Poland’s Remontowa for repair work. The previous drydocking was exactly three years ago. This time, she underwent maintenance work on the hull, superstructure and funnel, as well as on car decks and in the fresh water tanks. The speed controllers and oil pump overhaul had been also processed.

The two general cargo vessels from Wilson Shipmanagement were recently in Remontowa for repairs and maintenance – the 4,338 dwt Wilson Holla and the 2,516 dwt Wilson Onega, a new vessel in the Norwegian shipowner’s fleet. Both ships underwent hull maintenance and steel and pipe work. All nine ballast tanks were inspected on-board the Wilson Holla, with the Wilson Onega undergoing main engine, auxiliary engines and reduction gear overhaul.

Four giant, over 200 m long vessels

The Yeoman Bridge in Remontowa

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were repaired during the first half of April in Poland’s Remontowa – Tsakos Columbia Shipmanagement’s 39,382 dwt containership Irenes Remedy, Grimladi’s 47,365 gt car carrier Grande Marocco, SMT Shipping’s 96,772 dwt self-discharging bulk carrier Yeoman Bridge and Yang Ming Marine’s 57,320 dwt containership YM Express.

The YM Express is one of the largest ships that has ever entered the inner port of Gdansk.

Similarly to the two previouis vessels owned by the Yang Ming Marine Transport, the biggest and most important challenge during the repair was the main engine overhaul due to its sheer size. The engine cylinder head onboard the vessel weighed 11 tonnes and had a diameter of one piston of 1 m. She is the third containership of this shipowner repaired at Remontowa SA in the last few months, following the YM Essence and the YM Enlightenment.

Remontowa has also just completed repairs of Boskalis’ 2,000 kW 1999-built backhoe dredger Nordic Giant. The scope of work onboard this vessel comprised hull maintenance, painting and dredger equipment repairs. She is 55 m long, 17 m wide and her moulded depth is 4 m. She can dredge up 23 m in depth. Immediately after the repairs she left the shipyard, she was towed to Sweden for a project related to laying the power cable on the bottom of the sea.

Following succesful repairs on-board the 49,999 dwt chemical tanker Gerakas, Singapore’s World Tankers Management chose Remontowa for another of its fleet – the Klara for repairs and the installation of an the Erma First BWM system. Another major task of this repair was the Panama Canal modification, a change in the mooring system, which aims to adapt the ship to the new sailing conditions through the Panama Canal. The ship also underwent standard dock maintenance and inspection The yard has also carried out repairs to the Yeoman Bridge - one of the world’s largest selfunloading bulk carriers, following successful repairs to her sistership Yeoman Bontrup. This time the Yeoman Bridge called at Remontowa for class renewal, BWM system installation and comprehensive preparation for the scrubber assembly.

Also recently in the yard was Eco Shipping’s ice-class 17,300 dwt general cargo vessel MYS Zhelaniya. After the bulb replacement the vessel was reclassified to correspond to the ice class IA. Hence the versatility of the ship has increased, she has gained the possibility of safe

Our passion is not new!

We work with the same passion since the day we started, despite the high demand on quality, and always with the same commitment.

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Repairs icebreaker pilotage through the Northern Sea Route.

Stena Lagan arrives at Sedef Shipyard Stena Line’s ro/pax ferry Stena Lagan arrived at Turkey’s Sedef Shipyard in Tuzla on April 18th to begin her lengthening and passenger accommodation upgrade. The 27,510 gt 2005-built ferry will be lengthened by the insertion of a 36 m mid-body section, which will increase the vessel freight capacity from 2,238 lanemetres to 2,875 lanemetres and car capacity on the dedicated car deck from 170 to 280 cars.

The vessel’s stern ramps will be upgraded from wire operation to hydraulic mode. At the same time Stena Lagan will be fitted with an additional 74 new passenger cabins, taking the total onboard to 194. Passenger capacity, meanwhile, will remain the same at 970.

Following completion of this conversion and upgrade Stena Lagan will be a dedicated double-deck drive through ferry and will be deployed on a new, yet to be announced, Stena route, almost certainly in the Baltic. The same work package will be carried out on her sistership Stena Mersey in the last quarter of 2020.

Both Stena Lagan and Stena Mersey have been operating on Stena’s Belfast-Liverpool (Birkenhead) route.

restrictions being lifted. “A&P Group’s number one priority has always been to safeguard the safety of our staff, customers and subcontractors but in the face of the unprecedented challenge of COVID-19, it has required even more rigorous checks and practices to ensure our vital work can continue. The alignment of the whole of the maritime industry will be necessary if we are to minimise the long-term impact of COVID-19 and ensure we can meet the needs of our customers.”

During the pandemic, A&P Group has continued to deliver complex, large scale projects with minimum disruption to labour.

A&P Falmouth has continued to provide critical support to the Royal Navy and Royal Fleet Auxiliary, with the workforce commencing a major refit to RFA Mounts Bay and delivering essential repairs to HMS Scott. At A&P Tyne, the team has completed the installation of cable repair equipment to Prysmian’s North Sea Giant at A&P Tyne, which is essential to the safe and continuous power of the National Grid.

David added, “At A&P, our rigorous risk assessments, preplanning and ongoing communication with customers and ship staff have ensured we can limit the risk of the virus entering our facilities and minimum disruption to vessels as they arrive at our sites. Customers can be assured that they face minimum disruption when visiting our facilities as we’ve found effective ways to safeguard our workforce and customers whilst continuing to deliver

Work underway at A&P UK’s A&P Group has deployed a strict programme of COVID-19 measures to ensure it can maintain its support to the maritime community as it emerges from the pandemic.

Over this period, A&P has deployed a number of stringent measures at all three of its UK facilities, allowing them to remain operational and continue essential ship repair and maintenance works for the MoD, Royal Fleet Auxiliary and Seaborne asset community.

David McGinley, CEO of Cammell Laird Ship Repairers and Shipbuilders and Atlantic & Peninsula Marine Services, owners of A&P, believes the industry must give customers additional reassurances that rigorous COVID-19 measures are in place, ahead of

The dredger Arco Beck in A&P Tees

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essential projects.”

Projects delivered during the pandemic have included the upgrade of HMS Tamar by A&P Falmouth, as well as the full classification five yearly refit of Tamar Crossing’s Lyhner II. Falmouth Docks and Engineering Company, part of A&P Group, has provided multiple crew transfer services to Stena Drilling’s Stena Ice Max. It has supported the port calls of the Fugro Scout, Fugro Searcher, Alp Ace and the Komander Susan and continues to support ships at anchor and in lay-up with stores and fresh water using its afloat services.

A&P Tyne has also carried out vital mobilisation work for Global Marine’s Normand Clipper and its on-site fabrication division has continued its work on Dreadnought, Boat 1 and Boat 2 on behalf of BAE Systems.

A&P Tees has completed vital maintenance and repairs for suction dredger Arco Beck, which included urgent stern seal renewals.

Intermediate Class surveys were carried out on the Ocean Falcon and Galway Fisher.

A&P Group’s HSEQ track record has been commended with two awards from RoSPA in recent months. A&P Group has received the RoSPA Commended in the Engineering Services Sector Health and Safety Award and a RoSPA Gold Award in recognition of its work to ensure staff, clients and supply chain get home safely to their families at the end of every working day. SORJ

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Shipyards

An artist’s impression of IMI yard in Saudi Arabia

Commercial operations well under way at Saudi Arabia’s IMI The recent completion of a significant jackup rig maintenance, repair and overhaul (MRO) contract by Saudi Arabia’s International Maritime Industries (IMI) marks the first major rig repair project to have been undertaken by the company. IMI is described as the anchor facility within the vast new King Salman Global Maritime Industries Complex and construction at the 11 km2 complexis still in progress, according to Julian Panter, the company’s Vice President of Business Development.

This first rig upgrade project, therefore, was undertaken at nearby Dammam Shipyard, owned by Saudi group, Al Blagha. Completed safely and on time, the ARO Drilling-owned SAR201 left the Damman Shipyard towards the end of March. Co-operation on the project followed the signing of a Master Services Agreement between IMI and the shipyard, a formula that IMI hopes to use again, Panter said.

Zone D, designated for rig construction and with a large dock measuring 490 m by 90 m, is likely to open within the next 12 months, he revealed. Three other zones will be completed and commissioned at the vast facility later in 2021 and during 2022. These have been

purpose-designed for rig and ship maintenance and repair, shipbuilding and the construction of offshore support vessels. When fully operational, the King Salman Complex at Ras Al Khair, about 60 kms north of Jubail on Saudi Arabia’s Gulf coast, will be unique.

It will be the first shipyard facility anywhere in the world to have the capability to construct, maintain, repair and upgrade both offshore assets and commercial vessels in one location.

There will be multiple docks, including a 550 m-long shipbuilding dock in Zone C. Over the large dock in this zone, there will be two cranes which can work in tandem to lift over 2,050 tonnes. Meanwhile Zone A will have one of the world’s largest Synchrolifts with in-excess of 30,000-tonnes lifting capacity. The shipyard will have a total quay length of 9 kms Commercial operations have also begun in other areas of IMI’s business, Panter said.

Engineering work has begun on newbuild ships and rigs following the signing of newbuilding contracts last September and this January respectively. The September deal involved the company’s first shipbuilding contract – a VLCC for Saudi Arabia’s national carrier, Bahri, a shareholder in IMI with a stake of 19.9%.

The contract marks the first ship in a 10-year, 52-vessel off-take agreement between Bahri and IMI. Construction of the ship is being undertaken in partnership with South Korea’s Hyundai Heavy Industries (HHI), also an IMI shareholder with a 20% holding.

Meanwhile, following the signing of Rig Purchase Agreements with ARO Drilling, a 50:50 joint venture between Saudi Aramco (with

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a 40.1% IMI stake) and Valaris Companies, construction of two Le Tourneau Super 116E jack-up rigs has begun. Through a subcontracting arrangement with UAE-based offshore and renewable energy construction firm Lamprell (a 20% shareholder in IMI), the rigs are being built at its shipyard in Hamriyah.

Great emphasis is being placed on Saudisation of the IMI project – from head office staff right through to blue-collar workers in ship and rig construction and repair. This is a top priority for Fathi K. Al-Saleem, IMI’s Chief Executive, and a Saudi Aramco executive with experience across many sectors including oil and gas, chemicals, pipelines and refining. He is a specialist in economic analysis, investment appraisal and enterprise risk management.

Speaking at an interview in 2018, Mr Al-Saleem stressed the importance of comprehensive Saudi involvement from senior management right down through the ranks to the shop floor. Human resource development, he said, would lie at the very centre of the shipyard’s business strategy. These first three projects provide clear evidence of this. The first 700-person annual contingent of apprentices has recently qualified and many will be sent to work on these first projects to gain hands-on experience.

New in-house design team for A&P UK’s A&P Group plans to grow its in-house design team in response to greater demand for the certainty and precision it offers commercial marine clients. Based at A&P Falmouth, the commercial design team comprises five best-infield specialists and delivers projects from initial design through to planning, programming, installation and support.

Established in 2010, A&P’s in-house design team has delivered numerous projects for commercial marine clients including Condor Ferries, James Fisher Shipping and ABC Maritime. Some of the most recent projects have included BWM system installations, exhaust system re-routes and replacements, the installation of new crane pedestals and other structural works.

Steve Jones, Managing Director for Operations and Site Director at A&P Falmouth said, “The common requirement for all shipowners and operators is to build certainty into their operations. By expanding our design service and the breadth of our expertise, we will

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Shipyards

Andrea Sabbion be able to help more commercial customers achieve these goals whilst also capitalising on the in-house skills and knowledge that differentiate our business.”

The design team’s specialist skills include RF modelling, stability calculations, naval architecture, 3D scanning and manipulation of production drawings and BWM plans. The team also works with a select number of specialist subcontractors and design houses as projects require.

A&P’s design team currently comprises a design manager, two mechanical design engineers, one electrical design engineer and a construction design engineer. All design work is subject to design review and governance checks, including Classification Societies and Flag Authorities.

Meanwhile, A&P Falmouth, part of A&P Group, has appointed Andrea Sabbion as its new Business Development Director. A&P Falmouth is one of largest shiprepair complexes in the UK, operating three large graving docks and extensive alongside deep-water berthing providing capacity for vessels up to 100,000 tonnes. It is a renowned centre of excellence for ferries, mobilisation and demobilisation works, jack-ups, pontoons and tankers and provides a complete range of marine repair services from its on-site engineering, electrical, paint and fabrication workshops.

Andrea’s remit is to showcase the company’s capabilities globally, and to maintain and further develop A&P Falmouth’s marine portfolio and secure additional maintenance, repair, conversion projects with both local and international clients.

Steve Jones said, “I am delighted to welcome

Andrea to our team. I am sure he will prove a great asset and will be successful in securing more work for Falmouth and the wider A&P Group.”

Andrea was previously Group Sales Manager for Palumbo Shipyards in Monaco and before that he managed the shiprepair, towage and salvage desk at Italy’s main brokerage house, Banchero Costa. Andrea brings operational and commercial expertise to his role within the marine market with a special focus on shiprepair and conversion.

Andrea Sabbion, Business Development Director at A&P Falmouth said, “A&P’s breadth of experience and capability makes it well placed to exploit future opportunities in domestic and international markets. I look forward to becoming part of its future success.”

A&P Group has also appointed Mark Ellis as Commercial Director for A&P North East. Mark joins A&P North East after 10 years with the Holland’s Heerema Fabrication Group, which specialises in the engineering and fabrication of complex structures for the offshore, oil and gas and energy industries, where he was the Cost and Contracts Manager.

Whilst at Heerema, Mark also worked as Senior Commercial Manager on the Cygnus Project, thought to be the largest gas find in the southern North Sea for 25 years, which required the construction of four gas topsides.

Another notable project was the construction of the central hub for the Galloper Offshore Wind Farm. Prior to this, Mark worked in senior contract management roles at AMEC and Aker Kvaerner.

In his new role, Mark will be responsible for continuing A&P’s commitment to best practice across the estimating and commercial teams, evaluating commercial and contractual risks and pursuing new business. Reporting to Managing Director Keith Henry, Mark will be based at A&P’s Hebburn facility.

A&P Group is now using 100% renewable energy across all three of its facilities as it aims to improve its green credentials and meet UK Government targets. A&P Group operates facilities at Tyne, Tees and Falmouth and is committed to improving the sustainability of its services and reducing carbon emissions to ensure it meets UK Government’s legal requirement of bringing all greenhouse gas emissions to net zero by 2050. A&P Group’s decision to buy its energy from Haven Power, a company which only supplies energy from a renewable source, is the latest measure to help achieve this goal.

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Many roles for H&W InfraStrata, the London Stock Exchange-quoted group focused on strategic infrastructure projects and physical asset life-cycle management, issued its Interim Results last week. The company, among other things, owns and operates the assets of Harland & Wolff (H&W) in Belfast, which boasts two of the largest drydocks in Europe and one of only two docks licensed for marine waste disposal in the UK. The H&W site generates revenue from the fabrication, repair, conversion, recycling and support services for ships and assets in the defence, commercial, cruise and energy sectors. Importantly, H&W is one of only three UK shipbuilders suitable for major MOD contract work and has the only dock suitable for major cruise vessels in the UK. In addition to the above, the Company will utilise the 30,000 m2 of undercover fabrication facilities for the Islandmagee gas storage project in the future.

Clive Richardson, Chairman of InfraStrata, said, “We live in unprecedented times. Just like any other business, we are not immune to the challenges caused by the COVID-19 pandemic.

Whilst the Company’s management is currently focussed on cash preservation, we have our eyes firmly set on the future.

“When the lockdown is lifted, we expect to put in place a series of contracts at H&W. Commodities and people will start moving again in the coming weeks and months. Marine transportation, the only economically viable method of moving goods and people around in large quantities and numbers, respectively, will become even more important as our government seeks to stabilise our economy.

As a key strategic infrastructure asset, we are ready to service our clients and bring them up to full operational capacity in support of our government’s economic objectives.

“We have opened up H&W to provide six services to five unique sectors (defence, cruise & ferry, commercial, oil & gas and renewables).

Ferry in for repairs at H&W earlier this year

Shipyards Our business model is all-encompassing. The size and flexibility of H&W lends itself to providing the simplest of repair services through to complex offshore fabrication and shipbuilding. ​

Good start of the year at N-KOM

years

of excellence

Over 40 marine and offshore projects have been completed during the first quarter of this year (2020), which is about a 13% increase compared to the same period last year. The yard has delivered more than 10 offshore projects in this quarter, a significant increase of over 50% compared to the same period last year.

N-KOM has completed several BWM system installations and major works, as well as scrubber retrofit on several energy tankers, such as: • BWM system installation on-board the 210,000 m3 Q-Flex LNG tanker Al Bahiya operated by STASCO • BWM system and major works on-board the 320,054 dwt ULCC Madison Orca operated by Suntech Shipmanagement • BWM system installation on-board the 318,306 dwt ULCC Sea Lynx operated by Pantheon Tankers • Scrubber retrofit on-board the 114,516 dwt tanker Sperchios operated by Pleiades Shipping Agents S.A. The yard has also carried out a number of projects on-board OSVs operated by Schlumberger, Halul, Trelco and Nakilat-SvitzerWijsmuller, which are still at the yard undergoing repairs and maintenance works.

Work includes fabrication and installation of equipment platform, deck modification, fabrication and installation of new vent pipeline, piping renewal, crane load testing, equipment replacements, and other general services.

N-KOM also expects the arrival of several oil and gas tankers for general drydocking for routine maintenance, routine drydocking inspections and BWM system installations in the coming months. To date N-KOM has successfully secured four energy vessels (LNG, LPG and crude oil tankers) as well as five offshore support vessels for routine drydocking, between May to August. SORJ

Maritime Manpower

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LNG and offshore repairs in N-KOM

Volume 18 Issue 1 – Page 15

Underwater Repairs

Jotun adopts robot technology to tackle microfouling More details have now been released about Jotun’s new hull cleaning service, based on robots equipped with sensors and cameras to clean microfouling from a ship’s hull, has been launched by Norwegian coatings company, Jotun. Developed over several years, the practical system is supported by technical backup including a dedicated project manager attending an installation docking, paint application, robot commissioning, training and continuing after-sales service.

The system was formally launched in March at an Oslo event that had to be scaled back because of the onset of COVID-19.

Unfortunately for Jotun, this was followed, within weeks, by a steep decline in bunker prices and widespread repercussions from the spreading virus which distracted ship operators from the new technology. However, prior to the launch, three shipowning groups – Berge Bulk, Maersk and Wallenius Wilhelmsen – had tested

the system and given their positive feedback.

Jotun’s technology – developed with partners DNV GL, Kongsberg, Semcon, a robotics and digital technology specialist and Norwegian communications company Telenor – has been developed to solve a challenge that has long thwarted marine scientists. For many years, research has focused on preventing the build-up of microorganisms on surfaces submerged in sea water which then lead to the propagation of other types of fouling, notably macro-fouling.

This causes extra hull resistance and results in either a loss of speed or a higher power requirement for a given speed. Either way, the result is increased fuel consumption and more emissions.

The remote-controlled robot, HullSkater, which comes with a storage container and a mobile launch and recovery ramp, is intended to be kept on-board a ship at all times, explained

Jotun’s Geir Axel Oftedahl

Page 16 – www.shipandoffshorerepair.com

Jotun’s Business Development Director, Geir Axel Oftedahl, who has been closely involved in development of the technology. But the robot is just one component of the new service provided

by Jotun which includes the hardware, a new antifouling hull coating called SeaQuantum Skate, and training and/or supervision. The service also comes with smart algorithms and a digital set-up that enables hull condition monitoring services to be tailored to suit specific vessel requirements.

HullSkater is attached to a ship’s hull by the force of its magnetic wheels and is equipped with electric motors for propulsion and steering.

The sensors and cameras provide the operator with data relating to condition of the hull condition as well as the ability to navigate the robot remotely. Hulls are cleaned by a motorised brush which has been extensively tested with SeaQuantum Skate to ensure no erosion or damage to the coating.

The robot, which is installed during a docking, is controlled by the operator via an umbilical and can be controlled remotely in locations with 4G coverage. It is suitable for most types of ship, but not all, Oftedahl said.

He explained that the robot can handle double curvature and radii down to 1.8m, enabling the hulls of medium and large-sized ships to be cleaned. However, specific areas such as thruster tunnels and sea chests would still need divers, he said.

Oftedahl stressed the scale of the challenge posed by the early stages of hull fouling.

“Proactive cleaning means removing the fouling before it negatively affects hull performance,” he said. “Reactive cleaning,

Sin título-5 1

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Volume 18 Issue 1 – Page 17

Underwater Repairs even if regular, will result in a performance loss. An improvement in performance translates into a fuel cost saving.” And he added that as environmental regulations continue to tighten, hull cleaning in the water may soon require complex vacuum arrangements to contain waste material. For micro-fouling this is not necessary.

Although cheaper fuel available since the HullSkater launch may well affect the economics of the service, the new technology is nevertheless likely to appeal to progressive owners for several reasons. One, Jotun claims that regular use of the robot prevents the initial build-up of microfouling, meaning that increasing hull resistance and fuel consumption between dockings or reactive hull cleanings can be avoided. Two, the robot can be deployed while ships are in service, during port calls or at anchor. And three, the technology also prevents the transfer of aquatic invasive species.

Describing the service as a landmark development for shipowners world-wide, Oftedahl said, “Vessels are often faced with unpredictable operations, with erratic idling periods and varies operational profiles that make the selection of antifouling problematic, even for the best coatings. And once the fouling grows the impacts are immediate and damaging, with poor hull and propeller performance accounting for around one tenth of the world fleet’s energy consumption. This can make a massive impact on any owner’s bottom line.”

First Miko Plaster Polar Kits delivered The first Miko Plaster Polar Kits have been supplied to ship operators providing for passenger cruises in polar waters. Using magnetic patches and a special application technique, the kits have been developed to enable ships, for the first time, to effectively repair hull damage caused by polar ice while still at sea and without a diver. Such damage is a recognised risk, even for ice-class vessels, and is likely to increase as climate change releases more free-floating ice into open water.

Until now, there has been little possibility of a ship’s crew sealing a hull puncture in sub-zero waters. Interior fittings and the ship’s structure reduce the probability of a hole being repaired from the inside. External repairs can only be performed by divers protected against the freezing waters. Because few ships carry divers,

A Miko Plaster in-situ

only their pumps can protect them against flooding. If the pumps fail, they will suffer the same consequence as the Explorer, which sank off Antarctica in 2007 after being holed by ice in calm weather. Although passengers cruising in polar waters tend to be adventurous in outlook, it is believed that many may be disturbed to realise that their ship has no defence against ice damage.

The new Miko Plaster Polar Kit contains magnetic patches that have been familiar to the maritime industries for over 20 years. Oslo’s Miko Marine has now developed a technique that enables these patches to be applied without anyone entering the freezing water. Polar cruise operators Hurtigruten and National Geographic Lindblad are the first companies to equip ships with them.

Since 2017, ships seeking IMO Polar Code approval have been required to demonstrate an effective plan of action for any emergency in polar waters. This includes after sustaining ice damage to the hull and until now there has not been any possibility of the ship’s crew performing a credible repair. Miko Marine and its customers now believe that that the Polar Kit is the answer to this challenge.

Each Miko Plaster Polar Kit contains magnetic patches – referred to as plasters due to their instant adhesion to a steel hull. Made from an extremely strong flexible laminate with a powerful magnetic layer, they are widely used by navies and the global shipping and salvage industries and have been responsible for preventing the loss of many ships. Each Polar Kit contains several plasters combined with a

Page 18 – www.shipandoffshorerepair.com

number of lines and tackle that are deployed in a unique application technique by two or three crew members in a small boat beside the area of damage. Any hole down to two meters below the water line can now be closed with a plaster without anyone needing to enter the water. The magnetic adhesion of the patch, combined with the outside water pressure, will keep it securely in place and additional high-power magnets may also be applied to maintain the seal until the ship is safely in dock.

Nido Robotics - Sibiu Pro and Nano drones show flexibility The Sibiu Pro and Sibiu Nano underwater drones bring a new degree of precision, flexibility and convenience to sectors ranging from aquaculture to search & rescue. As with all good business ideas, Nido Robotics has grown out of expediency. CEO and co-founder Roy Torgersen, a keen and expert wreck diver in his spare time with more than a decade of varied maritime experience at a supervisory level behind him. The thought occurred to him that deep-sea missions of that nature, often conducted in extreme conditions, would be made substantially easier and safer with the use of suitably adaptable, affordable and portable mini ROVs. The fact that Torgersen, a Master Mariner,

Volume 18 Issue 1 – Page 19

Underwater Repairs Once a drone has located the victim, divers can follow the drone’s umbilical cable to recover the victim, benefiting from the bright illumination of the drone’s lights.

HullWiper now available in Ras Laffan

The affordable ROVs increase productivity while saving time and reducing expenditure

couldn’t find anything on the market capable of meeting the standards he envisaged led him to co-found Nido Robotics in 2016 with business partner Enrique González. Basing their business in Murcia, Spain and assembling a crack team of technicians and scientific advisors around them, they resolved to develop and manufacture small but robust remotely-operated underwater drones which would provide users with access to the most advanced and environmentally-sound undersea robotics technologies, but which would nevertheless be so competitively priced as to maximise their potential for all manner of applications.

The Nido Robotics team’s collective effort has accordingly resulted in the production of two game-changing mini-ROVs. The flagship 16 kg Sibiu Pro is capable of operating in depths of 300 m, can travel at a maximum speed of 3 knots and features an integrated 1080p camera, calibrated specifically for underwater usage and accompanied with four regulationcontrolled 1,500 lumens lights - a combination that guarantees crisp, high-resolution live images. Its modular system construction is designed to enable a variety of different payloads to be carried, opening up a broad range of underwater research, inspection and maintenance possibilities.

The Sibiu Pro is complemented with a smaller version, the 5 kg Sibiu Nano, designed for deployment in challengingly tight undersea environments inaccessible by larger ROVs. With a depth rating of 100m and a compact, practical transport suitcase, the Sibiu Nano echoes the deft lateral manoeuvrability, userfriendliness and high-spec features of its larger

sister. Like the Sibiu Pro, it is also equipped with an integrated 1080p camera and offers full mission autonomy as its powerful interchangeable batteries will hold their charge for up to two hours at a time. Both ROVs are simple to operate, can be easily launched by hand (‘by anyone, anywhere and at any time’) and pre-assembled and tested Ready To Dive systems. The Sibiu Nano is also offered in a convenient build-it-yourself Maker format for those on a tighter budget, and as an educational tool.

The potential of both ROVs, upholding the business mantra of increasing productivity while saving time and reducing expenditure, is enormous. In an aquaculture context, the underwater drones can, for example, be put to work to monitor fish stocks, clean and conduct routine lateral inspections of nets and cages, and oversee mort lift processes. The drones’ capacity to assist divers in safely preparing and carrying out detailed, environmentally-conscious subsea inspection and maintenance operations is also of significant value in ports and marinas as well as the energy provision sector, with offshore oil & gas, wind, solar, nuclear and hydro platforms and installations which all feature submerged infrastructure.

The small size of Nido Robotics’ drones has also proved advantageous in inspecting the interiors of tanks in water treatment stations, checking for leaks while assessing coating conditions, sediment levels and the overall condition of such assets. Crucially, the drones can also play an invaluable role in increasing safety and efficiency in search & rescue missions.

Page 20 – www.shipandoffshorerepair.com

HullWiper’s first hull clean has been completed at the port of Ras Laffan, under a new agreement with established shipping and logistics experts GAC Qatar to offer a global hull cleaning solution to vessels calling at Qatari ports and anchorages.

GAC Qatar is the only company to be granted a license by the country’s Environment Ministry to operate hull cleaning equipment in its waters, as HullWiper’s Remotely Operated Vehicle (ROV) complies with the stringent regulations to ensure safe and eco-friendly removal of marine bio-fouling. The first underwater clean using the HullWiper patented ROV at Ras Laffan saw 6,112.80 m² of vertical sides of a LNG vessel cleaned in 12 hours.

The HullWiper system uses adjusted pressure salt-water jets, instead of brushes or abrasives, to remove and collect biofouling with no damage to expensive anti-fouling coatings. No divers are used, so there is no risk to human life, and cleaning can be conducted day or night, in most weather conditions, and whilst cargo operations are underway. Removed residues are collected by the ROV’s unique on-board filter and deposited into dedicated drums onshore for safe disposal at the Qatar Petroleum (QP)

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Volume 18 Issue 1 – Page 21

Underwater Repairs facility after a QP test. HullWiper’s filter also reduces the risk of cross-pollination of waters with invasive species.

Since 2017, HullWiper has been working with partners around the world with its global leasing programme to offer ship owners and operators a cost-efficient, brush- and diver-free alternative to traditional hull cleaning methods that protects anti-fouling coating on vessel hulls and the oceans. Shipowners and operators benefit from a clean hull that improves vessel performance, fuel savings and lower CO2 emissions, without any extra downtime or harming our delicate marine ecosystem.

Hydrex’s fast response in Rotterdam To enable a fast mobilisation throughout the entire Rotterdam port without delaying a ship’s commercials operations, Hydrex dive support vessels are stationed in Rotterdam. These workboats are fully equipped with hydraulic cranes, winches, a dive spread and control room.

This allows Hydrex to offer simple maintenance operations as well as repairs on all parts of the underwater ship propulsion system and the hull. Hydrex operations are class approved and carried out alongside or at anchorage while commercial activities continue without disruption. The company does this with qualified and experienced diver/technicians, state-of-the-art equipment and advanced techniques that create drydock-like conditions underwater.

Hydrex has been active in Rotterdam since it was founded 45 years ago. Examples of recent operations in the port are the bow thruster removal and reinstallation on a container vessel and a stern tube seal repair performed on a ro/ ro vessel.

This is another good example of how Hydrex can assist shipowners is a technique called propeller buffing. Keeping a propeller in its optimum shape will give them an instant increase in fuel efficiency, resulting in savings on their fuel bill. By using this method on a regular basis, Hydrex is able to obtain this result.

While a Hydrex team was mobilising to a stern tube seal repair in Tasmania, the owner of the ro/ro ship asked the company to also carry out an underwater propeller blade replacement on the vessel’s sistership at the same location.

These operations were carried out back to

back by the Hydrex team.

As soon as the seal replacement was finished the two ships changed place and the Hydrex diver/technicians started the second repair.

This operation consisted of the underwater replacement of the damaged blade as well as the opposite blade of the main propeller of the vessel.

This propeller is designed with a special system to close it off from water ingress during a blade replacement. The operation was performed under supervision of an engineer of the propeller’s OEM. The team began the repair with the installation of chain blocks to rig the first blade.

They then removed the blade bolts and lifted the blade. A spare blade was lowered into the water and put in position. After it was secured and the bolts put on torque, the ship crew turned the propeller 180° to bring the opposite blade in 12 o’clock position. This blade was then rigged with the chain blocks. The diver/technicians repeated the same procedure on this blade to replace it with its spare. The operation was finished swiftly to enable the owner to sail his ship on schedule. No costly drydock visit had to be planned.

Linking jobs like this is no problem for Hydrex. Their technical department has many years of experience in organising jobs on a tight schedule or back-to-back operations. Hydrex teams are also trained to go from one job to the next without losing any time or quality.

While a Hydrex diver/technician teams was performing an underwater bow thruster repair in Phuket, a cruiseship suffered grounding damage while en route to this location. When the Hydrex technical department heard about the incident, they contacted the owners of the vessel and proposed to have the team inspect the vessel when it arrived in Phuket and perform any needed repair on-site.

Because the damage was too severe a permanent repair was not an option. A drydock visit in Singapore had therefore already been scheduled. The ship could however not sail that far on its own. Hydrex offered an underwater solution that would allow the vessel to sail safely to Singapore for extensive permanent repairs.

The proposal was gladly accepted by the owner. As soon as the team finished the bow thruster repair they shifted their equipment from one quay to the other and started the operation on the cruiseship.

First the divers performed a detailed underwater inspection of the damage. This revealed a large gap in the portside shell plating

Page 22 – www.shipandoffshorerepair.com

in the location of the freshwater tank. The bilge keel in this area was also severely deformed.

Four smaller hull penetrations were discovered in front of the gap as well as large scraping marks and indents behind it.

After a meeting with the superintendent of the vessel and the attending class surveyor the proposed repair plan was accepted. The repair itself consisted of the installation of a doubler plate over the gap in the hull and patches over the smaller holes.

The doubler plate was designed to follow the contours of the deformed hull perfectly. Together with the patches if was fabricated by the Hydrex team on-site and installed underwater. A stiffener was welded over the plate and part of the hull for extra protection. The repair was then inspected and approved by the class surveyor.

The team returned to the Antwerp Hydrex headquarters after successfully completing the repairs back to back. The cruise ship could sail safely to drydock in Singapore.

Meanwhile, to enable a fast mobilisation throughout ports in Belgium and the Netherlands without delaying a ship’s commercials operations, Hydrex dive support vessels are stationed in Antwerp and Rotterdam.

These workboats are fully equipped with hydraulic cranes, winches, a dive spread and control room.

This allows Hydrex to offer simple maintenance operations as well as repairs on all parts of the underwater ship propulsion system and the hull. Hydrex operations are class approved and carried out alongside or at anchorage while commercial activities continue without disruption. This is effected with qualified and experienced diver/technicians, state-of-theart equipment and advanced techniques that create drydock-like conditions underwater.

A good example of how we can assist you is a technique called propeller buffing. Keeping a propeller in its optimum shape will give an instant increase in fuel efficiency, resulting in savings on the fuel bill. By using this method on a regular basis, Hydrex is able to obtain this result. SORJ

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Volume 18 Issue 1 – Page 23

Paints & Coatings

South Korea’s Hyundai Mipo Dockyard

WBT coating from Chugoku Following many years of extensive prototype trials in field tests, Japan’s Chugoku Marine Paints (CMP), is ready to launch a new solventfree epoxy coating that can be applied to water ballast tanks (WBT) with standard application equipment that meets new South Korean regulations under the Atmospheric Environment Conservation Act for the management of volatile organic compounds (VOCs).

CMP has provided solvent-free epoxy coatings for the drinking water tanks of commercial ships for over 20 years as a standard product for most of the shipyards world-wide. However, solvent-free products require special equipment and the warming of the paints due to high viscosity in a cold temperature.

Therefore, their use has been limited to specific areas due to difficulties of treatment. To overcome existing limitations in the application of solvent-free coatings in WBTs, due to the severe application conditions and limited revision margin in performance standard for protective coatings (PSPC) regulations, South Korea’s Hyundai Mipo Dockyard (HMD) and CMP have found the best solution to coat WBTs with a solvent-free epoxy coating that has matched quality control and best performance after delivery without failure.

CMP’s new solvent-free epoxy coating Bannoh 5000 will be applied to the WBTs of three MR tankers to be built in HMD from April 2020.

This will be the first application of a solventfree coating to a WBT in the world. Through the use of this new product, the shipyard could reduce solvent emissions by up to 90% for WBT.

This makes Bannoh 5000 indispensable for South Korean shipyards for reducing total VOC emissions while maintaining current working processes. Additionally, Bannoh 5000 will be the first protective coating for ships that is applicable for all areas as a solvent-free multipurpose primer.

CMP’s R&D director, Hideyuki Tanaka, said, “This new generation coating will catalyse a paradigm shift, changing the conventional approaches of protective coatings in the marine newbuilding market. Throughout this success, CMP’s solvent-free epoxy will be standardised for ballast water tanks as well as for the general areas of ships to protect the global environment in the future.”

Corrosion problem can be solved According to a spokesman for Subsea Industries, suppliers of Ecospeed, “We are so used to corrosion on ships that no-one raises an eyebrow at the rust-stained hulls in any port or dock. It is, apparently, considered to be the way

An ‘Ecospeed’ hull

Page 24 – www.shipandoffshorerepair.com

of things. It is true that steel will rust. But with the knowledge and resources available, we have long passed the point when we should have recognised that this is a problem, and solved it.

“Corrosion on ships is rarely recognised as a failure of the coating, but that is precisely what it is. The first job of a hull coating is to prevent the gradual weakening and destruction of marine assets that is caused by corrosion. It remains a massive problem for shipping despite coating repairs every few years, eating up valuable days in drydock. Not only that, but current coating compounds also leak a million tonnes of toxic material into our oceans every year.

“Corrosion is not some unavoidable fact of life. The basics of the subject have been well known for centuries, but they are worth reiterating. The iron in a steel hull is, effectively, trying to return to the state in which it was taken as an oxidised ore. Three things are needed for rust to form - metal, water, and oxygen.

Energy, the galvanic difference between metals, stimulates the process, and impurities in the metal, seawater, water vapour, acids, salts, carbon dioxide and stresses hasten it.

“While cathodic protection slows the corrosion on a ship, total prevention is only achieved by preventing metal, water and oxygen from coming into contact with each other. That is the primary job of a coating. The problem is simply that most coatings fail poorly in that task.

“One reason for their failure is the permeability of zinc primers, epoxies and anti-fouling coatings usually used. Water can get through and behind the layers of coating where it can start the corrosion process while accelerating it by causing coating delamination.

This is the sequence of coating degradation which opens the door for further corrosion.

“A second reason is the use of heavy metals in coating systems such as copper. These have a high galvanic differential with the steel of the hull. In practice we see copper-based coatings

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Volume 18 Issue 1 – Page 25

Paints & Coatings degrade very quickly – their difference in potential is the highest we encounter on ships.

The fact that zinc, epoxy and anti-fouling, all of which have different surface tensions, are used together - further aggravates the problem.

“Permeability, different surface tensions, poor adhesion and heavy metals are the four main factors that lead to an inferior protection on the ship hull. It is not difficult to see that if a coating has no heavy metal content and therefore can avoid potential differential, is impermeable to water and achieves superior adhesion, the problem is solved. If the steel hull is isolated from its surroundings, then galvanic activity and corrosion are cancelled.

“Observation over 20 years on hundreds of ships protected with our coating systems, reveals a distinct absence of hull corrosion on any of them. We do not find corrosion on these hulls. With our glass-flake coating systems we have the solution. Their superior adhesion, impermeability and toughness fully isolate the steel hull. Even heavy corrosive environments in port or in seawater fail to touch the anodes or the steel surface of the hull. In fact, anodes become superfluous on an Ecospeed hull.

“Environmentally our coatings are a vital solution because they contain no heavy metals, no zinc and no pesticides or other biocides.

Extremely high concentrations of these elements are already found in the sediments around ports, estuaries and even far out at sea.

It is clear that using them on ship hulls is not sustainable.

“The subject of hull fouling is dealt with previously – but it should be mentioned here that anti-fouling coatings have already caused one international marine catastrophe with the extensive use of TBT, and are creating further catastrophes if their use is continued.

The attachment of marine organisms to ship hulls seems to be little affected by the currently available anti-fouling materials, but the marine environment suffers severely from their accumulating toxicity.

“Simple mechanical removal of these organisms from a hard, non-toxic surface is the obvious and most workable solution, provided the coating is designed to withstand this. We have seen more than 20,000 ships over the last 50 years – after some time they all have corroded, rough, degraded and inefficient hulls.

“An amazing discovery we frequently make is that, on inspection of ships coated with our systems, we never see corrosion of any significance, even when there has been small impact damage. Not after two years, not after five years, not even after ten years. This proves

that with an inert coating there is no influence on the steel, even when exposed to seawater.

The conclusion is simple - the majority of the coating systems in general use today do not protect the hull sufficiently. They should be replaced with coatings that can do the job.”

Jotun to use Selektope Norway’s Jotun will use Selektope in two anti-fouling products targeting customers within commercial shipping where increased protection against barnacle fouling is needed for idle ships during the outfitting period. I-Tech and Jotun are yet to formalise an agreement that binds orders for the commercialisation.

Therefore, the company can not issue any statement regarding volumes and financial impact.

Jotun will use I-Tech’s anti-fouling active agent Selektope in the products SeaQuantum Pro Ace and SeaForce Active Ace. These are the first products launched by Jotun that contain Selektope.

Philip Chaabane, CEO, I-Tech, says, “Jotun’s choice to use Selektope is yet more evidence of our product’s prominent features and efficiency.

I’m pleased to recognise that Jotun has introduced Selektope in two different product families bringing extreme performance for repelling barnacles from the hull and creating new opportunities for a range of different vessels at the new build phase and subsequent operations.”

With this product introduction, Jotun becomes the third official customer to integrate Selektope as a key ingredient into advanced and fuel saving anti-fouling paints available to globally trading vessels. Previous communication from I-Tech states that there is yet another major, but non-disclosed, manufacturer of marine paints working through the final development steps prior to product commercialisation.

Selektope is an organic, metal-free antifouling active agent added to marine coatings to prevent barnacles from settling on the coated surface by temporarily activating their swimming behaviour with non-fatal effect. This unique antifouling active agent delivers superior efficiency in extremely low concentrations (approximately 0.1% for each wet weight of paint - only a few grams/litre of paint).

IMO has committed to reducing emissions from commercial shipping by 50% by 2050, compared to 2008 levels. Reduced hull biofouling will be one of the key factors required

Page 26 – www.shipandoffshorerepair.com

to achieve this target since even small amounts of bio-fouling on the hull can contribute to a significant increase in fuel consumption.

Climate change will also lead to increased sea temperatures which in turn will accelerate bio-fouling risk.

“Anti-fouling paints will be one of the key technologies required to achieve IMO’s 2050 CO2 emission reduction targets. Selektope, with its high efficacy, precision and reduced environmental impact, will play a vital role in solving this challenge for the shipping industry,” Philip Chaabane concludes.

New Group Vice President at Hempel There have been some management changes at Denmark’s Hempel - current Group Vice President for Hempel South & East Asia, Pernille Lind Olsen, becomes new Group Vice President for Hempel Europe & Africa starting on July 1st 2020. At the same time, current Finance Director for Hempel Middle East Jonathan Mercer will take over Pernille Lind Olsen’s position as Group Vice President for Hempel South & East Asia.

Pernille Lind Olsen has been with Hempel since November 2013. Since then, she has held positions as Group Product Director, Group Product & Portfolio Director and, most recently, Group Vice President for South & East Asia. Jonathan and Pernille become members of Hempel’s Operational Management Board. SORJ

Pernille Lind Olsen

The washable coating

S

hip hulls should be protected with a system that lends itself to fast, effective cleaning without risk of damage to the coating and without posing any kind of hazard to the environment. Ecospeed is this system.

There is currently no hull coating available which will not foul. The only way to remove this fouling is to clean it off. The Ecospeed coating has a glassy surface that was designed to be washed without being damaged. This enables

fast and efficient fouling control throughout a ship’s entire service life, either by fast and easy underwater maintenance or high-pressure cleaning in drydock.

Subsea Industries NV Phone: + 32 3 213 5318 Fax: + 32 3 213 5321 info@subind.net www.subind.net

Volume 18 Issue 1 – Page 27

Services

MacGregor technicians use OnWatch Scou

Macgregor’s service answer to COVID-19 While the consequences of COVID-19 remain somewhat open-ended, the pandemic is concluding the case for condition-based information, as owners and operators realise the benefits of original equipment manufacturer support in the digital age. Whilst conditionbased information backed by responsive specialist support and technical expertise have become increasingly key to effective maintenance planning and maximising operational availability, COVID-19-related restrictions have consolidated the appeal.

“In the past, the service organisation footprint and logistics management capabilities required to effectively support ships in operation and maintaining a schedule have perhaps not been fully recognised,” says John Carnall, MacGregor’s Senior Vice President, Global Services. “With the current limitations on travel and provision of onboard support, this has changed and customers are seeing the value of locally based specialists and remote technical expertise in ensuring that the right parts are available in the right place at the right time.”

With 850 specialists and 60 service centres located in 31 countries world-wide, including recent expansion to provide enhanced support to customers operating in the Americas, MacGregor fully understands the value of local specialists supported by ‘centre of excellence’ based technical experts, and an ability to supply original spare parts from regional warehouse stock.

“Customers are recognising the value of condition-based information as a maintenance planning advantage,” adds Dennis Mol, Vice President, Digital and Business Transformation.

“It provides peace of mind with respect to mission-critical systems and operational

continuity, and is something we expect will be increasingly required by shipowners and operators to maximise the efficiency and value of expensive assets.”

“As an industry, we are moving towards predictive tools, which will help to eliminate unplanned downtime, ultimately reduce maintenance costs and increase revenue and profitability,” adds Mol. He says MacGregor’s extensive knowledge is being channelled into developing algorithms that can predict when certain equipment requires maintenance based on use and condition, rather than relying on conventional time-based service schedules. Digital advances in this arena include ‘OnWatch Scout’, with two merchant and offshore pilots currently in operation and more awaiting installation.

“High quality, accurate, predictive maintenance is possibly one of the most important elements of service provision,” says Mol. “OnWatch Scout is a predictive tool developed to ensure that equipment is able to operate more or less continuously. It detects variations in the behaviour of components and predicts if something might happen. We then have the ability to notify the customer and advise them of the preventative steps that need to be taken to avoid component failure.

“The crew and operation centres engaged in the pilot programmes are very happy with the ease of system use and information being made available, which is providing common visibility of the crane operating information.

This, in turn, is supporting effective ship to shore communication and co-ordinated decision making.”

Future development plans include extension of the OnWatch Scout capability beyond cargo and load handling cranes to include hatch covers, deck machinery and other critical equipment and systems. Making expert knowledge available to customers through simulation-based training is another

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information-based capability that enhances crew capabilities, operational safety and equipment reliability.

“Whereas OnWatch Scout provides realtime, condition based information, ‘digital twin’ services provide a dynamic environment that enable procedure demonstrations and training to take place, with the ability for this type of training to be undertaken by crew on-board being a planned development of MacGregor’s,” says Mol. Good maintenance practices positively support business operations, but John Carnall emphasises that saving costs does not mean cutting down on maintenance itself, “It means being focused on doing it the right way.

“OEMs know their equipment better than anyone else. This enables us to more easily access and determine its condition, ensure that parts are not replaced unnecessarily, and develop tailored, cost-effective plans for repair and renewal. Technical personnel can also make relatively small adjustments to operational parameters that deliver material performance benefits.”

This is particularly important with reported shipping incidents on the rise and an increased level of scrutiny applied to equipment failure-related insurance claims, particularly where genuine parts have not been used or maintenance not carried out.

“In many cases, these incidents could have been avoided through periodic visual inspection, but the prolonged industry downturn and current COVID-19 crisis has meant that maintenance budgets have been impacted,” Carnall notes.

“All equipment, if left unchecked, will gradually deteriorate in performance and efficiency, and ultimately fail. Shipowners and operators know this and that planned maintenance is more cost-effective because emergency repairs are almost always more expensive. Whilst it is understandable that longer term cost benefits may not be the highest priority when short-term survival is in question, ongoing operational reliability and potential reputational damage must also be considered.

“When we are able to have an effective dialogue with customers, jointly plan required work and then carry it out as agreed, we are the best at what we do,” Carnell says.“With this being increasingly combined with the availability of condition-based information to support effective maintenance planning, we can further enhance the world-class operational support expected of MacGregor, even in the most challenging of times.”

The two polar icebreakers, Xue Long (Snow

Services Dragon) and Xue Long 2, are working together for the first time during China’s 36th Antarctic expedition, with Xue Long 2 also being the first domestically built icebreaker.

Xue Long 2 was jointly designed by Aker Arctic Technology in Helsinki, Finland and the Marine Design and Research Institute of China (MARIC) in Shanghai, China. Construction began in 2016 at the China State Shipbuilding Corporation’s Jiangnan Shipyard in Shanghai, with the vessel delivered to the Polar Research Institute of China (PRIC) in July 2019.

A MacGregor project team has been involved in the Xue Long 2 project from the very early stage back in 2011, working collaboratively with the PRIC project team and MARIC to develop different technical solutions required to enable deck handling equipment to operate effectively at temperatures of minus 45o centigrade.

MacGregor’s deck handling solution and scope of supply for Xue Long 2 comprises three offshore cranes, the research equipment deck handling systems, oceanographic winches, deck machinery and hatch covers. Spare parts

and service support will also be provided to maximise the icebreaker’s operational availability.

Stone Marine opens propeller service facility in Turkey UK’s Stone Marine Shipcare has opened a fully equipped propeller repair and modification base at Sefine Shipyard in Turkey. The shipyard has been growing rapidly since it first opened in 2005 and Suleyman Yilmaz the company’s Marketing Manager says, “We are delighted with this new partnership. It is exactly what we need to further enhance our excellent repair services.”

The new propeller repair base will provide Stone Marine Shipcare with a permanent Mediterranean site for the first time and Fran Johnson, Managing Director of the company is in no doubt as to the value of the new base

for all parties, “We have worked with Sefine Shipyard frequently over the past few years and we have learned that we share the same goals and ideals for growth and the professional services that vessels should be receiving in shipyards today. With a new fully equipped propeller repair base now being positioned at their yard, the opportunity to expand this scope of work can be realised. This partnership strengthens our association moving into 2020 and beyond.”

The new repair base will be fully operational at Sefine Shipyard soon and will be equipped to facilitate propeller repair & modification and CP thruster overhaul. SORJ

Fran Johnson (left) and Suleyman Yilmaz

Being part of our customer’s journey throughout the lifecycle UNDERSTAND - CARE - SERVE

Volume 18 Issue 1 – Page 29

Remote Surveys

By Paul Bartlett

DNV GL’s remote survey system

Classification societies vie for remote business as virus spreads disruption The increasingly competitive market for classification business has ramped up further over the last four months as COVID-19 has disrupted normal ship assurance procedures, including periodic, statutoryand oneoff surveys such as damage repair, for example.

The classification sector now reflects trends in shipping’s commercial markets where long before the virus struck, the drive to develop digital technologies by original equipment manufacturers and other service suppliers had become a top priority.

However, experts point out that the principal business of classification societies is to provide a steady and robust framework for the design and construction of ships, and their subsequent through-life operation, to be undertaken as efficiently as possible, thereby enabling billions of tonnes of trade to be transported by sea as safely as possible. A ship’s classification status provides the basis for a whole range of third parties to provide goods and services in the knowledge that a vessel and its operator meets industry standards.

Some experts believe that COVID-19 will give global shipping the push that it needs to enable new digital technologies to become established, as well as the drive for new low- or zero-carbon fuels and operational efficiency gains that will be necessary if IMO’s decarbonisation targets are to prove anywhere near possible in 2030 and 2050. However, there are also concerns that in undue haste, safety standards, robust assurance and appropriate trials and testing may not receive the quality control that would normally be in place, even though this is now more essential than ever.

Despite marketing drives by classification societies which view a sharp contraction in seaborne trade and demand for new ships as a certain

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outcome of the virus, the pace of change is proving uncomfortable for some others. Some regulatory authorities are amongst those that are uneasy at the accelerating pace of change partly, say experts, because they feel that the classification community’s traditionally sedate and collaborative business strategies appear to have been overtaken by the dash for new business.

Observers suggest that this could well be behind Lloyd’s Register’s move to call for a uniform approach towards the postponement of surveys and the possible extension of digital options at a time when national lockdowns, access to repair yards and the attendance of appropriate personnel may not be possible.

The classification society is leading a working group under the auspices of the International Association of Classification Societies (IACS), which is aiming to produce guidelines on remote surveys and unavoidable extensions that will prove acceptable to flag states (see article below).

What’s on offer?

All of the major classification societies were already boosting their remote capabilities well before COVID-19 caused the first lockdown in the world’s most important ship repair country, China, and subsequently elsewhere. However, despite all the recent noise about remote services, experts point out that the physical attendance of surveyors in some cases has not been required for some time. It is recent connectivity at sea that has opened up a vast range of new possibilities in classification procedures but also in voyage planning, just-in-time arrival, third-party performance monitoring, OEM-supervised predictive maintenance, and so on.

Meanwhile, in a classification context, what appears at first sight rather mundane – digital certification – is resulting in huge benefits by saving time and raising efficiency. However, this is only one of many remote initiatives made possible by digitalisation and introduced by classification societies recently. Here, we identify some recent examples of digital

Remote Surveys initiatives in a brief overview intended to show what is now possible.

Early in May, Lloyd’s Register (LR) announced that it has boosted its team of remote surveyors in both the marine and offshore fields. Although the society has offered a remote survey capability for many years, demand has increased rapidly in recent months, it said, just as access to ships and assets has become more challenging in many parts of the world.

The team comprises dozens of experts at remote hubs including Rotterdam, Hamburg, Bremerhaven, Copenhagen, Piraeus, Cadiz, Southampton, Hull, Houston, Miami, Kobe, Yokohama, Guangzhou, Seoul, Dubai and Singapore. LR stressed that its remote capability was geared not only to supporting client requests in the short term, but also to ensuring a systematic and repeatable approach for future assurance requirements.

The society’s remote services are technology-agnostic and LR can provide the advanced LR Remote App, enabling surveys to be coordinated and channelled into its global surveyor network. The app enables ship’s crew to live-stream and illustrate on screen (telestrate) by video and audio with LR technical specialists and other relevant parties, including a flag state representative for example.

A wide range of statutory and occasional surveys are now available from leading classification societies but ABS is thought to be the first to offer remote annual surveys which, until now, have required the physical presence of a surveyor. The annuals that can now be undertaken, ABS says, include hull, machinery, automation, bridge design and navigational equipment systems, navigational integrated bridge system, and load line

surveys.

Other remote possibilities include continuous machinery, various statutory surveys and occasionals including conditions of class and statutory condition, drydock extensions, tailshaft, and minor damage surveys. In all cases, ABS stresses that applications for remote surveys are subject to its own reviewprocess for approval.

Meanwhile the classification society has also completed a pilot project using 3D digital models for class surveys. The pilot project, undertaken with NASSCO, involved surveyors using 3D digital models instead of traditional 2D drawings to simulate new construction surveys on several steel blocks. The 3D models can be seen remotely and in real time by surveyors using ABS software. The classification society said that this was its latest move to ensure that it could be ready to support any shipyard or designer that wants to submit a 3D model for class approval.

Bureau Veritas (BV), which opened its first remote survey centre in Rotterdam earlier this year is providing support to its clients with remote management system audits, including those covering surveillance, recertification and transfer. The society’s auditors and technical reviews have now undertaken remote audit learning. Such audits are now undertaken by video link, allowing communication and document review between auditor and client.

In April, the classification society completed a pilot for live remote class surveys with Anthony Veder. Using a wearable device, augmented reality and live video and audio connections, the pilot focused on three conditions of class and was undertaken between the Anthony Veder office

MODERN CLASS FOR SMARTER OPERATIONS Today’s market needs a smarter approach – and a classification partner who prioritizes safety. Find out how our modern classification solutions can turn possibilities into opportunities – and make your operations safer, smarter and greener. Learn more at dnvgl.com/maritime

DNV_GL_ModernClass_OSV_190x127_2019-09_SORJ_RN.indd 1

23/09/2019 12:18

Volume 18 Issue 1 – Page 31

Remote Surveys in Rotterdam and BV’s Paris office.

In January, Japan’s ClassNK, released new guidelines on using condition-based maintenance (CBM) in class surveys. Originally introduced in its class rules as a concept in 1994, the scope to use CBM has widened dramatically as many performance parameters, which could not previously be measured reliably or accurately, can now be constantly monitored and made available to remote parties in real time. The new rules stipulate that data derived from CBM can now be used is class surveys.

The classification society recently released ‘Guidelines for Nondestructive Inspection by Phased Array Ultrasonic Testing’. This relatively new technology enables the visualisation of flaw detection and the digitalisation of the record-keeping process. Compared with conventional ultrasonic testing, it provides a higher detection performance and more insight into the condition of welded joints, for example.

The world’s largest classification society, DNV GL, which claims a 21% share of the global ship classification market, has a wide portfolio of remote services and has introduced e-certificates across its entire fleet over the last year-and-a-half. Its Smart Survey Booking systems allows for surveys to be arranged at convenient times and in convenient locations.

Tramp operators, for example, can provide a next port or list of ports, while liner service rotations are known in advance.

The classification society’s remote survey system requires the physical attendance of a surveyor once a year but, so far, annuals, intermediates and specials cannot be undertaken remotely. Benefits of the 15,000 remote surveys, which DNV GL says have now been completed, include convenience, time and cost savings, a reduced carbon footprint, and access to a top expert in a particular field, rather than a general surveyor.

LR to Chair working group There is no time to lose is establishing a collective approach to the postponement of statutory and classification societies resulting from the impact of COVID-19, said Lloyd’s Register’s (LR) marine director, Nick Brown, in mid-April. In fact, he said that the LR-led working group

LR’s Nick Brown

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needed to reach an agreement over the next two months – in other words, by mid June – if this opportunity were not to be missed.

A key priority will be to establish a collaborative framework that is acceptable to flag states which are still uneasy about the rapid pace of digital development, and remote and delayed surveys in particular.

LR has already held talks with a number of flag states, as well as the UK’s Maritime and Coastguard Agency, to provide more detail about remote survey technology and how connectivity and a new approach can potentially provide time, cost and efficiency gains.

“We as an industry should be willing to take some brave steps here,” Brown told Lloyd’s List in a mid-April interview, “because I don’t think it is widely recognised just how critical supply chains that are provided by shipping are, to support our global responses to the virus.”

Brown went on to say, “I don’t personally see a time soon when we will never need to send surveyors on-board. But I do think the experience we are building up today as a result of the coronavirus situation will help us to accelerate that overall trend of using more remote surveys. There is opportunity out of this crisis to accelerate that trend that has been discussed over some time.”

New technologies – challenges ahead Holland’s RIMS BV is a provider of drone and robotic services in the marine and offshore field. With approvals from a number of leading classification societies, the company is poised to meet a surge in demand for its services as COVID-19 forces a new mindset on customers and regulators.

CEO David Knukkel is clearly excited about the prospects but he also sanguine about the scale of the challenge in transforming ageold industry procedures with which several generations have grown up. However, as a result of the virus, new technology has received an unexpected boost this year. Partly, he explains, that’s because the technology has improved steadily in recent times, as shipping’s service suppliers have engaged with the suppliers of equipment who previously had no knowledge, either of shipping’s survey regime or the assets themselves. Now, Knukkel says, for inspections in enclosed spaces, the technology is mature.

Other factors are at work too, he believes. “The cowboys have now left the building. Everyone bought a drone and said they could do a good inspection.” Now, he says, only the professional and certificated service providers remain and the negative perception of the sector, owing to failed projects, is recovering.

He predicts that when the virus has receded and shipping’s normal operations resume, there will be a huge backlog of surveys and a dramatic shortage of manpower to carry them out. Hundreds of tankers currently engaged in floating storage will need to be surveyed and docked. Classification societies, he says, will have no choice but to work smarter and more efficiently because the number of skilled surveyors is reducing fast.

Knukkel also sees a generational influence. In the past, many surveyors were ex-seafarers who wanted to come ashore, he explains.

Now, as the shipping industry has scoured the world for a steady of supply of cheap labour, this potentially experienced source of surveying expertise is drying up. “A lot of elderly are retiring and a younger

Remote Surveys

The RIMS drone in operation generation come into the driver’s seat,” he says. “They are more open to the use of new technology.” This, he says, applies not only to surveyors, but also to classification society personnel, ship managers and owners.

Knukkel concedes that new technologies do not yet meet all requirements. Thickness measurements must still be undertaken by

hand, he says, and although the technology to carry out thickness measurements by droneactually does exist, the equipment required is still too big for certain tanks. Also, surfaces must be in very good condition and this is not always the case.

“Class requires that during a close-up inspection, the asset must be inspected visually and thickness measurements must be undertaken at the same time,” Knukkel explains. “This means that we have to do some more R&D to make this work. As thickness measurement is a specialism in itself, it is important to have a strategic partner and combine the specialisms, both financial and technical.”

Meanwhile, despite claims to the contrary, there are no drones that can fly safely in an Atmospheres Explosible (ATEX) environment.

Although Knukkel and his team have developed a process enabling a drone to fly in an inert environment, providing alarms and automatic cut-off of the drone if the oxygen/gas level becomes too high, this is still at a ‘proof of concept’ stage. However, there are huge benefits such as rendering scaffolding or rafting unnecessary. Noting that RIMS completed the inspection of a 20-tank chemical tanker in 2.5 days, he commented that “bringing scaffolding into a tank is a tremendous job and damages the coating. Rafting is dangerous and time-consuming.”

Knukkel is clearly an optimist. To push a new technology in a sector where little has changed for generations was never going to be easy. But the events of recent weeks are changing the mindset. “For me,” he says, “it is not a question if the market will embrace the new technology, but when.” SORJ

Volume 18 Issue 1 – Page 33

Machinery Repairs

KOTC’s Al Funtas is one of four KOTC VLCCs to be retrofitted with the Wärtsilä Fuel Efficiency Boost

Wärtsilä wins KOTC contract Finland’s Wärtsilä has been contracted to upgrade the performance of four vessels owned by Kuwait Oil Tanker Company (KOTC) by retrofitting the Wärtsilä Fuel Efficiency Boost solution to the ships’ main engines.

The modification, which will be carried out ‘in service’, will reduce fuel consumption, and correspondingly lessen the environmental impact by lowering greenhouse gas emission levels.

KOTC and other major ship owners who have taken a proactive approach towards environmental protection have been actively looking for ways to reduce their fuel consumption and carbon footprint, thus paving the way for them to reduce greenhouse gas emissions. As a result, the Wärtsilä Fuel Efficiency Boost initiative has attracted considerable interest, and similar orders from other large shipping companies have been placed in recent months.

The Wärtsilä solution is based on two-stroke engine optimisation technology for selected Wärtsilä RT-flex and earlier deliveries of X-type two-stroke engines. The four KOTC very large crude carriers (VLCCs) to be retrofitted operate with seven-cylinder Wärtsilä RT-flex82T twostroke main engines. The retrofitting of the vessels with the Wärtsilä Fuel Efficiency Boost will take place over the coming six months.

“Our smart marine approach is dedicated towards raising efficiencies and improving the environmental sustainability of marine operations. The Wärtsilä Fuel Efficiency Boost is completely aligned with this philosophy, while at the same time lowering operating costs,” says Riad Belaid, Area Sales GM, Middle East & Asia, two-stroke & Specialised Services,

Wärtsilä Marine Business.

“By modifying the main engines of these tankers, we are assured of operating with the latest technology and having the best operational efficiency. We know and trust Wärtsilä’s high quality products and systems, and we appreciate the excellent support they offer,” says KOTC’s Acting CEO, Ali Shehab.

The Wärtsilä Fuel Efficiency Boost is a well-balanced combination of an increased compression ratio and modified injector nozzles. Together with optimised engine tuning parameters, it allows fuel savings of up to 4%.

The pilot installation showed around 10~12 tons per day lower fuel consumption than a sister vessel operating the same route, and resulted in 1,195 tons of fuel savings over the nine months pilot period.

In 2019, Wärtsilä successfully installed the company’s Intelligent Combustion Control and Fuel Activated Sacless Technology (FAST) upgrades on these same four vessels.

Meanwhile, Wärtsilä, Stena, and Methanex Corporation have marked five years of successful operation of the methanol-fuelled ro/pax ferry Stena Germanica. This is the first ship in the world to run on methanol as a marine fuel, signifying a major milestone in the continued shift towards a more sustainable future for commercial shipping in line with the industry’s decarbonisation efforts.

The Stena Germanica was converted to be capable of running on methanol fuel in early 2015 at Remontowa Shipyard in Poland. The 240 m long ferry, with a capacity for 1,500 passengers and 300 cars, was retrofitted with a first-of-its-kind fuel-flexible Wärtsilä 4-stroke engine that can run on methanol or traditional marine fuels. The ferry began the world’s first methanol-powered sailings between Gothenburg, Sweden and Kiel, Germany in late-March 2015.

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Stena Germanica’s conversion was a cooperation between Methanex Corporation, Stena Line, Wärtsilä, the Port of Gothenburg, and the Port of Kiel. The project was cofinanced by the European Union, and the classification of the conversion to methanol was conducted by Lloyd’s Register. In the five years since the Stena Germanica’s launch, the market for methanol-powered vessels has seen continued growth. Methanex Corporation, through a wholly-owned subsidiary, Waterfront Shipping, operates the world’s largest methanol ocean tanker fleet with 11 vessels.

Stena Bulk recently announced a jointventure with Proman Shipping to build two methanol-powered vessels with delivery scheduled for the beginning of 2022.

Euronav signs up for LR’s MPMS CM UK’s Lloyd’s Register (LR) has signed an agreement with Belgium’s Euronav to approve its Machinery Planned Maintenance and Condition Monitoring Scheme (MPMS CM) for 25 LR-classed vessels. This will be performed in accordance with LR’s recently updated ShipRight procedures for MOMS (CM), helping Euronav optimise maintenance schemes and embrace available technology.

To approve Euronav’s MPMS (CM), LR will conduct a remote audit of the planned maintenance scheme, which involves the review and approval of selected machinery on the basis of satisfactory Condition Monitoring data, and an implementation audit performed during the first annual survey.

During September 2019, MPMS (CM) and the corresponding Rules, which enables operators to apply the most appropriate planned, condition-based, risk-based or predictive maintenance methodologies to each of their machinery items, in order to suit their specific needs.

Euronav’s Fleet Technical Manager Theodore Mavraidis said, “Over the past five years, we have extensively applied conditionbased maintenance techniques throughout our fleet, supplementing the traditional ‘preventive maintenance’ and ‘condition monitoring’ routines. Within our organisation, we have built a strong technical knowledge base and valuable expertise enabling the next step. This next step encompasses as its main objectives - the use of our resources, people and equipment, even more effectively,

Volume 18 Issue 1 – Page 35

Machinery Repairs improved efficiency of equipment/machinery performance, which provides savings in operations and energy consumption and proactive condition-based maintenance that will imply more control over resources, as well as reduce business and safety risk.

“In this journey, we feel fortunate having LR by our side, supporting us with their established tools and approval framework of the updated ShipRight procedures. Just as technology has been developing rapidly in fields like telecoms, data analytics, smart devices and infrastructure, the same can be said of asset condition monitoring and we recognise in LR a reliable partner who can significantly contribute to our organisation’s progress in digital transformation,” Mr Mavraidis added.

LR’s Theodosis Stamatellos added, “Providing approval for MPMS(CM) is a key step in supporting Euronav’s move towards optimised maintenance, paving the way for risk-based maintenance and predictive techniques.

LR updated its ShipRight procedures for Machinery Planned Maintenance and Condition Monitoring to reflect technological development and owner operational needs, helping our clients create suitable maintenance schedules which fit their needs and take advantage of available technologies.

Wärtsilä announces launch of Smart Service Centre Finland’s Wärtsilä has announced the launch of its global Smart Support Centre service. This service is aimed at improving asset uptime via remote access for customers of Wärtsilä’s Voyage business, thereby substantially reducing the need for physical service attendance.

Operational support is delivered via virtual service engineers.

Smart Support is designed to maintain all Wärtsilä Voyage equipment, including ship handling solutions, such as ECDIS and charts, simulation & training systems, and ship traffic control solutions. The service is a notable extension to the company’s already extensive remote monitoring and support capabilities covering other areas of Wärtsilä’s total offering.

The Wärtsilä Smart Support Centre remotely manages the health of systems, proactively warns if anything is deteriorating, makes

Remote monitoring of equipment and systems with Wärtsilä’s Smart Support Centre reduces the user’s involvement in maintenance issues software updates, and assists system users in all operative questions with fast response times.

The service has been extensively tested in a pilot programme together with Danish shipping company J. Lauritzen AS. Hans Elker Hansen, Marine QA, Vetting & Nautical Manager at Lauritzen, commented as follows: “Firstly, the crew is aware that 95% of all errors can be rectified remotely, and they don’t need to arrange for a service engineer in the next port to solve the issue. This means that we have the equipment up and running at all times. Secondly, the use of e-mails to solve a technical or user-related problem is almost entirely eliminated, which avoids excessive communication.”

“The Wärtsilä Smart Support Centre connects our equipment and systems, for example ECDIS, simulators and our Vessel Traffic System, allowing significant enhancement to our remote service capabilities. It gives an opportunity to really establish the status of the systems, to carry out remote software updating, and to enable the customer and Wärtsilä to work closely together on the systems,” says Torsten Büssow, Managing Director, Wärtsilä Voyage.

The Wärtsilä Smart Support Centre delivers outstanding service levels backed by an experienced team of engineers and subject matter experts who are available 24/7. In addition, it provides access to the company’s knowledge base and responds to the most frequently asked questions.

DNV GL research reveals trends on tubes and piping failures New DNV GL research based on more than 1,000 failure cases has revealed that

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tubes and piping are the most failure-prone components in the oil and gas and maritime industries. Fatigue and corrosion are the most common failure types.

The research is based on cases from DNV GL’s global network of five laboratories in the United States, Europe and Asia, which specialise in failure investigation. The laboratories identified that, of the components they examined, some 27% of failures occur in tubes and piping, and 20% in rotating machinery. Fasteners and mooring and lifting components also appear in the top five components most prone to failure.

Fatigue (30%) and corrosion (19%) make up nearly half of the primary failure types occurring in the cases DNV GL analysed. Brittle fracture, overload and wear are also in the top five.

“The cost of prevention, monitoring, repair or replacement as a result of these forms of component degradation can run into billions of dollars. Potentially, financial penalties can occur if major incidents and loss of life result from such a failure. Our experts can provide in-depth technical advice to prevent future failure on similar components that keep operations running and importantly keep the workforce safe,” said Koheila Molazemi, Technology and Innovation Director, DNV GL - Oil & Gas. To obtain the data for its research, DNV GL’s laboratory experts applied several methods to analyse data and documentation to assess failure trends and predict what components are most likely to fail. This included innovative approaches applying advanced search engine technologies combined with technical subject matter expertise. DNV GL continues to enhance this approach with its customers.

This systematic analytical approach means high volumes of data can be examined far more rapidly than using traditional databases and spreadsheets. The accumulation of more and better data and learnings from failures can be applied in the front-end engineering design

Technical competence Service with passion We at MAN PrimeServ understand that performance and reliability are paramount to your business. You need technical competence that drives your success. MAN PrimeServ’s many decades of hands-on experience and its diverse portfolio provide this. With MAN PrimeServ as your partner you benefit from state-of-the-art technical and digital solutions that fit your individual situation. What’s more, these benefits are brought directly to your business through a global network of local experts. Whatever the time and wherever you are in the world, you can count on MAN PrimeServ as a strong service solution provider for your needs.

To find out more about our technical competence, please visit: www.man-es.com

Volume 18 Issue 1 – Page 37

Machinery Repairs

Koheila Molazemi phase of development projects to engineer more robust assets. During operations, learnings can enhance optimisation of inspection, repair and maintenance for more efficient and safer use of capital and people.

oil and charge air pressures were in line with appropriate tolerances.

Royston’s specialist turbocharger test and repair facility in Newcastle upon Tyne features a Schenk H3BU horizontal balance machine alongside an IRD B5OU-290 instrument, as part of a precision instrumentation capability to carry out balance testing. This allows skilled engineers to undertake specialist work, which can involve the removal and replacement of turbochargers and components as well as the re-routing of associated pipework.

Shaun Cairns, Royston’s operations manager, said, “Our experience with the engine and vessel type ensured the work was carried out efficiently and effectively, enabling the Ocean Endeavour to return to important sea-going operations as quickly as possible.

Vessel operators can achieve considerable cost savings when using service providers like Royston without compromising the quality and standard of engineering work provided.”

The Ocean Endeavour is part of a fleet of dredgers, offshore support vessels and pontoons and barges owned and operated

by Gardline which currently includes Ocean Reliance, Ocean Researcher, Ocean Observer, Kommandor, Ocean Vantage, Ivero and Vigilant.

Royston completes research vessel overhaul UK’s Royston Marine has completed the overhaul of two turbocharger units as part of service work on a marine diesel engine on-board Gardline’s 1,967 gt research vessel, Ocean Endeavour. The project saw the removal of the heavy-duty ABB VTR 200 turbochargers from the vessel’s Mirrlees Blackstone ES6 engines and transportation from Hull docks to Royston’s test and repair centre on the banks of the River Tyne in the North East of England.

There, the units were dismantled and inspected by engineers for signs of wear or damage before being cleaned, serviced and reassembled with new bearings, seals and joints. The rotor shaft was also blasted and balanced while filter panels were re-packed with copper mesh.

After being repainted, the unit was returned to the Ocean Endeavour where it was reconnected to the engine and tested to ensure

The Ocean Endeavour

Off water treatment system and Bilge water separator. The innovative solution is approved by both DNV GL and MAN Energy Solutions and fulfils the requirements of MEPC 107(49) and MEPC 307(73). The approval means that only one separator is required instead of two.

Reducing the amount of equipment needed on a vessel will provide shipyards, engine makers and ship owners with a significant cost saving solution.

Exhaust Gas Recirculation (EGR) is used to reduce NOx as per the Tier III requirements when used with compliant fuel. The EGR process will generate a portion of bleed off water that must be treated to < 15 ppm which is also the requirement for bilge water.

By combining the two treatment systems, the CAPEX will be significantly reduced without any negative impact on performance. Additionally, there will also be a welcomed reduction in Operating Expenditures as maintenance, spare parts and training are needed only for one unit.

The system is based on Marinfloc’s flocculation technology with thousands of references world-wide. The Whitebox is included as standard to segregate the waste streams, to eliminate cross contamination and record all activities. Moreover, the Whitebox fulfils the EXXON requirements and is Marinfloc’s recommendation on all vessels calling in the US. “Both treatment units are mandatory, so why not combine them. It would be foolish to have a separate treatment unit that might not even be in use for the majority of the year.

This way neither crew nor owners will lose any sleep going into NECAs as they are already operating the unit on a daily basis,” says Martin Gombrii MD at Marinfloc S&P.

Dave Newcombe, marine workshop supervisor at Gardline, said, “As a global operator, we not only require efficiency gains, but also rapid and effective service solutions.

Royston’s experience, expertise and streamlined operation are a huge advantage for any customer like us looking for beneficial gains.”

Marinfloc announces new equipment Sweden’s Marinfloc has announced its combined Exhaust Gas Recirculation Bleed

Page 38 – www.shipandoffshorerepair.com

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Volume 18 Issue 1 – Page 39

Machinery Repairs The development of this solution started back in 2016 at MAN Energy Solutions facilities in Copenhagen and concluded when DNV GL approved the system design in early 2020.

“Sometimes new products are done overnight, sometimes they take five years.

Looking at the result I’m glad that we didn’t rush anything. We have developed a truly unique product and are proud to be a MAN Energy Solutions approved supplier,” says Benny Carlson, Chairman of Marinfloc.

SCHOTTEL retrofit for Norwegian ferry The successful SCHOTTEL Rudder EcoPeller is set to be installed in a retrofit project for the first time. Two four-bladed SCHOTTEL EcoPellers type SRE 340 L CP with an input power of 750 kW each will be featured in a double-ended ferry from Norway’s Torghatten Trafikkselskap.

Gunnar Heringbotn, Technical Manager at Torghatten Trafikkselskap said, “We have already equipped several of our ferries with SCHOTTEL propellers. For the electrification of the Torghatten, we have opted for the SRE, as it optimally meets our requirements and supports us on our way to an eco-friendly future. Thanks to the tailor-made modernisation concept, downtimes can be kept as short as possible.”

Since it is possible to integrate the SCHOTTEL solution into the existing steel structure of the former propulsion system, no hull changes or major steel work will be necessary. Beyond this, the work can be carried out by a local shipyard – thus reducing installation efforts and shortening downtime tremendously.

The EcoPellers will be driven by electric motors. In operating mode, the required power

will be supplied by battery packs installed onboard.

These will be recharged from the land grid during the stays on the quay.

To be environmentally compliant, the propulsion system of the Norwegian ferry will be equipped with the patented and DNV-GL type-approved SCHOTTEL LEACON sealing system. Through the use of separate seals on the seawater side and on the gearbox side, the sealing system ensures that, in case of leakage, seawater entering the system or gear oil escaping from the system is collected in an intermediate chamber. This prevents water from entering the gearbox and, of even greater importance, oil from escaping into the seawater.

Higher efficiency, lower operating costs Covering the range from 500 to 5,000 kW, SCHOTTEL EcoPellers ensure high efficiency and improve course keeping stability many times over. The ecologically clean propulsion system has been primarily developed for open seas and coastal operating conditions.

By combining proven SCHOTTEL quality with latest technologies, the azimuth thruster contributes to the ship’s low fuel consumption, resulting in low operating costs and low emissions.

Alewijnse wins Jumbo contract Dutch heavy-lift specialist, Jumbo, has awarded Holland’s Alewijnse Marine, Rotterdam, a contract to fabricate and install two switchboard panels for its 15,022 gt heavy-lift crane vessel Jumbo Javelin.

Alewijnse Marine will engineer, supervise, test and commission the cabling and electrical

The Torghatten

Page 40 – www.shipandoffshorerepair.com

The Jumbo Javelin installation activities during the conversion.

The switchboards will manage the additional power provided by six containerised temporary generator sets, which Jumbo has installed to increase the vessel’s capacity for an upcoming contract. The Jumbo Javelin is a dynamic positioned heavy-lift crane vessel operated by heavy-lift shipping and offshore installation contractor Jumbo.

The 144 m long vessel is typically mobilised for offshore installation contracts, providing DP heavy-lift services with its two 900 tonne capacity mast cranes. Fully redundant power preparing for an upcoming contract that will require increased power requirements, Jumbo has equipped the Jumbo Javelin with six additional containerised generator sets. These will supply power to her bow thrusters and offshore equipment during DP operations.

The Alewijnse Marine switchboards will manage this increased power supply. Jumbo will remove the six generators at the end of the project. “Our switchboards will make it possible for the Jumbo Javelin to have a fully separated power supply for the two bow thrusters,” says Pieter Vosselman, Account Manager Alewijnse Marine.

“In the existing setup, there will not be enough power available for the temporary set up. This upgraded configuration will give Jumbo the extra capacity and reliability to take on this project.” Future flexibility Alewijnse Marine will ensure the complete integration of the new switchboards into the Jumbo Javelin’s existing systems.

The company will install the switchboards in such a way to allow the ship’s electrical systems to return to their previous settings after the removal of the company generators. This will be achieved through modifications to the PMS and PLC control systems. The switchboards will remain in position, giving Jumbo the option to increase the vessel’s power capacity again in the future.

“We worked on Jumbo Javelin when she was being built,” continues Pieter Vosselman.

“It is nice to be back on-board with this project giving this great vessel the flexibility to take on similar jobs in the future.SORJ

Ballast Water Management Optimarin offers flexible installation options for BWM systems By Paul Bartlett Logistics challenges, survey extensions and reduced shipyard productivity as a result of COVID-19 are likely to lead to a spike in demand for repair capacity sometime fairly soon, though nobody knows when. For owners and operators with BWM system installations pending or overdue, this could be challenging, particularly if repair costs rise on the back of surging demand.

Some operators thought that de-linking renewal of the International Oil Pollution Prevention Certificate and the next scheduled docking of their vessel would buy more time.

However, many of these could now face the prospect of installing a ballast water system perhaps a year or two before necessary, or the unthinkable prospect of paying for two dockings.

Not necessary, says Leiv Kallestad, Chief Executive Officer of Norway’s privately-owned Optimarin who joined the company from TTS Group ASA where he was Chief Financial Officer. There are other options, at least for many ship types. And the company has already demonstrated how, with careful planning, design and engineering at an advance docking or even alongside, it is possible for systems to be installed at sea.

It was quite a move that Kallestad made – from a large public limited company to a small privately owned one – but he admits candidly that he liked what he saw. Not only was Optimarin the first system maker to complete a shipboard installation in 2006 and the first to receive USCG approval in 2016, but it had a chunky orderbook and the 2019 financials were looking good.

Meanwhile the company had clearly been managed well – with the first-ever system guarantees, providers of key components duplicated for security of supply, and a sophisticated logistics set-up run out of Luxembourg. In March this year, a tie-up with China’s Sunrui, a maker of treatment systems

based on electro-chlorination for larger vessels, enables both companies to offer a choice of technologies potentially suitable for a broad range of ship sizes.

Sunrui has a similar pricing strategy, aiming for high quality, not low price, explains Tore Andersen, who handed over to Kallestad as CEO in May last year and is now the company’s Executive Vice President, Sales & Marketing. “You get what you pay for in this business,” he says, while Kallestad points out that the company could not offer equipment guarantees if components were unreliable.

The two companies will now co-operate in the global market, tailoring customised services for different shipowners and vessel types, and going forward consider the possibility of future supply chain and after sales service cooperation.

The General Manager of SunRui, Fu Hongtian has emphasised that SunRui’s marketing philosophy is always customercentric. He states SunRui realised that when analysing the competition in the crowded BWM system maker market, with shipowners often forced to go through complicated assessment Blue-C

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Volume 18 Issue 1 – Page 41

Ballast Water Management Applications for UV-related technologies are expanding all the time and Norway offers plenty of possibilities, with aquaculture and algaculture high on the list.

Alfa Laval’s activities in China Optimarin engineers install a BWM system at sea processes of different technologies to figure out potential risks. The collaboration of the two partners will now allow shipowners to simplify the process, reaching an optimal solution of both technology and maker, while benefiting from value-added services.

He adds, “This partnership is first and foremost beneficial to our clients. We believe this co-operation removes a major hurdle for many in the industry that are now racing to comply, but are finding it difficult to make a selection amongst the crowded field of suppliers. This is an exciting development – for us as suppliers and, more importantly, for our customers across the world.”

Andersen reveals that the company turned profitable in 2019 and has now notched close to 1,000 orders, of which 650 have been installed, mostly retrofits. He also describes the installations at sea, which require a combination of meticulous strategic planning, smart logistics and careful dock and alongside preparations. Often, this work is undertaken with the assistance of specialist marine engineering firms such as Goltens, Hauschildt

Leiv Kallestad, Chief Executive Officer of Optimarin

Marine in Denmark and Aries in Dubai.

UK short-sea shipowner, Carisbrooke, has recently had BWM systems successfully installed at sea and Optimarin is currently using a specialist subcontracted riding gang to complete installations across a fleet of similar vessels for an unnamed owner whose ships trade world-wide. The specially-trained team moves from ship to ship, completing similar installations carefully planned in advance.

The capacity of systems can be a constraint, Kallestad concedes. Handling heavy components in a rolling sea is clearly not possible. But he explains that the company simplifies installation by diligent preparation.

Installing heavy system plant and a new overboard line in advance – in dock or alongside – whilst leaving piping and cabling to be configured at sea, saves time and makes installation at sea possible.

This approach demonstrates Optimarin’s drive to meet the demands of customers who realise that “minimum compliance” is not a prudent strategy. Just having a type-approved system on-board, Andersen points out, does not mean plain sailing. If it doesn’t work properly or components fail, a ship can be delayed, detained or even diverted. If faults occur repeatedly, an operator risks reputational damage. For some owners, this approach has already proved expensive. No names are given but both men confirm that Optimarin systems have been installed a number of times as replacements for faulty systems.

Treatment systems are the company’s main activity and after-sales service is therefore a top priority. Both agree that the installation curve is likely to be flatter and longer than some experts predicted earlier, but there will come a time when installations will be confined to newbuildings - the rest will be service. But Kallestad and Andersen already have their eyes on the next phase of corporate development.

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Alfa Laval’s PureBallast 3 has become one of the first non-Chinese BWM solutions to be type approved by the China Classification Society.

With the Chinese type approval in hand, PureBallast 3 systems can now be installed on vessels that carry the Chinese flag.

The type approval certificate for PureBallast 3 was issued by the China Classification Society on January 17th this year. For Chinese customers, it provides access to one of the global market’s most respected and successful BWM solutions.

“Alfa Laval has long had a strong position in the Chinese newbuilding market and has grown considerably in the retrofit market during the last 12 months,” says Peter Sahlén, Head of Alfa Laval PureBallast. “Now that PureBallast 3 has Chinese type approval, we can support all shipowners who build or sail under the Chinese flag. There are many who see the benefits of a strong international partner in BWM – one with proven UV technology that can handle large ballast water flows, but also one with global service and support.”

Despite the COVID-19 delays impacting many of China’s repair shipyards, Italy’s SeaQuest Shipmanagement has ensured that the 34,053 dwt handysize bulk carrier San Felice completed her second special survey, drydock and BWM system retrofit two days ahead of schedule and 7% below budget.

The completed her retrofit on March 5th that COSCO Nantong under the supervision of a SeaQuest team.

The work list included routine drydocking work, hull blasting and painting, cargo holds blasting and painting, maintenance of the hatch cover hydraulic system, other minor deck and engine works, and the installation of an Alfa Laval PureBallast BWM system, including ballast lines’ modification, new electric cabling and remote control system. The duration of the repairs was estimated at 28 days.

The project had originally been scheduled for early December 2019, but was postponed for commercial reasons, before COVID-19 struck, to January 28th 2020, just ahead

Ballast Water Management The next vessel under SeaQuest management due for drydock, repairs and BWM system retrofit at COSCO was scheduled for March 17th 2020.

USCG approval for Bawat system

The San Felice in drydock of Chinese New Year. During the last week of January 2020 China was severely hit by COVID-19 and COSCO Nantong, as well as all its subcontractors, was forced to stop all activities until February 8th 2020.

“We are proud of our achievement,” said Massimo de Vincenzo, director of SeaQuest’s service centre in Genoa. “It clearly shows how expertise, continuous co-ordination

between owners and managers, a strong local presence and selection of reliable partners enable demanding projects can overcome any hurdle. We are particularly grateful to the master of the San Felice and his crew for their high professionalism and commitment during such a critical situation, and to COSCO’s management and staff for the great assistance granted throughout the whole repair period”.

Denmark’s Bawat has been awarded Type Approval from USCG for its BWM system and sets an industry benchmark utilising waste-heat for treatment rather than chemicals, filters and UV lamps - and all done in a truly one-pass process.

The system is the only BWM system available to shipowners that relies on heat pasteurisation to kill off potentially dangerous aquatic organisms in ballast water instead of expensive and hard to maintain filters, ultraviolet lights, electrolysis systems or active chemicals.

“We are extremely pleased to have been awarded Type Approval by the USCG, which has one of the toughest approval processes,” says Marcus Hummer, chief executive, Bawat,

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Volume 18 Issue 1 – Page 43

Ballast Water Management adding that this is proof that this unique system using waste heat really works.

“Most shipowners seek cost effective systems that have both IMO’s Type Approval and the more stringent USCG Type Approval to gain the reassurance that the technology works and their vessels can remain compliant of both international as well as local rules.”

The Bawat system was awarded Type Approval according the updated standards set

by IMO in late 2019. The Bawat technology is also unique in that there are no filters which need cleaning when clogged, there are no UV bulbs, which can break and often perform badly if the water is turbid and there are no active substances or other chemicals which need to be continually purchased, stored and handled on-board. It is also the only treatment technology that works with only a single straight-forward pass of the ballast water through the system.

For vessels on time sensitive operational profiles this is a winning factor as it gives ship operators flexibility to treat the ballast water when it suits during the vessel’s voyage. Other systems on the market require the ballast water to be treated either during loading or discharge, or both, potentially influencing port stay times.

Hummer also points out that the technology is highly cost-effective in that it is designed to use a ship’s own waste heat to pasteurise the ballast water rather than rely on vast amounts of electricity to be generated on-board.

A final winning factor for Bawat customers is the ease of installation. As shipowners rush to find solutions, competent engineers and even drydock space, a simple to install, compliant, type-approved system with tried and tested components will make this a go-to-choice for many owners and operators.

The Harvey Spirit enquiries since achieving USCG Type Approval last year and there is every sign that this will continue as more operators approach their compliance deadlines”, said Adam Rogers, Evac’s Head of Global Sales for BWM Systems.

Based on a combination of filtration and UV technology, the Evac Evolution system has a ‘feedback loop’ which uses UV transmission as the parameter for precisely determining UV dosage. This ensures effectiveness in challenging water conditions, but saves on power during normal running.

Effective in fresh, brackish and seawater, the system that has been developed over a 10 year period by the UK marine equipment manufacturer enabling vessels to operate without restriction. The system is available with capacities from 34 m3/hr to 1,500 m3/hr in a single unit. It can be supplied in modular form for retrofits or skid mounted for newbuilding applications.

During 2016, Cathelco installed a BWM system on the 1,589 dwt Harvey Stone, a multi-purpose field support vessel owned

by Harvey Gulf, the vessel having operated successfully over the past four years. Its record

of reliability was an important factor in winning the contracts for the two latest vessels.

The Evac Evolution system has now been installed on a wide variety of vessels including cruise ships, container vessels, cargo ships, trawlers and polar research vessels. Its spacesaving features have also made it the choice for a number of superyachts

BIO-UV gains IMO and USCG approval France’s BIO-UV Group has received IMO and USCG type approval for its next generation low flow rate BWM system range. The BIO-SEA L Easy-to-Fit system had to undergo new type approval testing as it incorporates a completely new UV-reactor, designed specifically to meet market demand from the luxury yacht, expedition cruise and offshore vessel segments, where ballast water pump flow rate capacities are often under 100 m3/hr.

A key change is the UV lamp and casing materials used in the new system. One 6 kW

Two PSV contracts for Evac Evac Evolution BWM systems are to be installed on two PSVs operated by Harvey Gulf International, the US-based offshore company that specialises in providing OSVs and PSVs for deepwater operations in the US Gulf of Mexico. The 3,672 dwt Harvey Spirit and 4,000 dwt Harvey Supplier will each be fitted with Evac Evolution BWM systems with the capacity to treat ballast water at the rate of 250 m3/hr.

“We have seen a steady rise in orders and

BIO-SEA L Easy-to-Fit is specifically designed and adapted for ships with small flow rate

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Volume 18 Issue 1 â&#x20AC;&#x201C; Page 45

Ballast Water Management lamp can treat ballast water flows of up to 30 m3. A further one or two lamps can be added to the BWM system’s skid for flow rates of 60 m3 and 90 m3, respectively.

Based on the experience gained from BIO-SEA B range (50 to 2,000 m3/hr) which received USCG type approval in 2017, the system designer and manufacturer says the development provides ship operators with more competitive BWM with low CAPEX and low OPEX. With a footprint starting at 1.36 m2, the BIOSEA L skid is not only the most compact system on the market, it can also be split into two parts simplifying on-board delivery, installation and integration, and making it suitable for retrofit projects.

With quick response times and flexibility, BIO-UV Group can deliver its modular BIO-SEA system in eight weeks – a highly competitive lead time. “So far, the new corona virus has not presented any significant risk to our activities,” said Gillmann. “As to manufacturing supplies, we currently have an inventory level sufficient to maintain production rates.

The bulk of our UV systems are assembled mainly in France and Asian operations are restarting.”

Largest contract for Techcross South Korea’s Techcross began 2020 by entering into its largest ECS installation contract to date. This contract designates Techcross ECS as the BWM system that will be installed on South Korea’s largest semi-submersible heavy transport vessel owned by local owner Megaline.

The ship’s size is at 41,000 dwt, with a ballast pump capacity involving eight sets of 3,000 tonnes. Here, six sets of Techcross’ ECS 3000 model will be installed to simultaneously conduct ballasting and de-ballasting. This is the largest capacity of all BWM systems installed in South Korea. The deciding factor in this contract was the company’s extensive experience installing BWM systems in large ships, starting with the world’s first installation of BWM systems on-board several VLCCs. In addition to this contract, Techcross won contracts for approximately 50 vessels as of February, with many contracts signed for existing foreign ships as well. Techcross is set

The Techcross BWM system to install BWM systems on-board 10 ships on a rolling basis this year. Techcross also won a contract from another UK-based shipping company for seven large vessels, with capacities ranging from 900 tonnes to 3,000 tonnes, with more contracts expected to follow. Meanwhile, Techcross is processing contracts of various sizes including advance payment contracts for 16 ships owned by a Greek shipper and for 20 LNG ships owned by a Russian owner.

Meanwhile, Japan’s shipbuilders Mitsubishi and Hitachi, have transferred the patent for the BWM system installation solution allowing South Korea’s Techcross to provide reliable service to clients. Under these arrangements, Techcross entered into a patent transfer agreement with Mitsubishi and Hitachi to receive the patent for a BWM system installation solution. The transfer of rights will be completed by the beginning of June at least as each country finished administrative procedures. The patent is recognised in four major shipbuilding countries including Korea, China, Indonesia and Philippines.

As of 2020, Techcross holds 115 patents and utility models regarding BWM systems, related technologies, and installation solutions.

The company continues to develop technology through sustained research projects, purchasing patents if needed to secure the source technology.

In doing so, Techcross provides customers with reliable services under various circumstances. The key objective of this patent transfer is to ensure that all Techcross customers are supplied legal product solutions reliably within the scope of the international law, as well as to eliminate potential risks such as legal disputes. The competition in the ship ballast equipment industry will elevate for the next four to five years, which is expected to cause much fatigue for suppliers and consumers alike. The

Page 46 – www.shipandoffshorerepair.com

acquisition of new patents by Techcross will not only lift the risk of undesired incidents that are unrelated to individual intentions but also help clients grow their businesses.

Techcross’ Singapore Office has moved to a larger office on April 1st. In order to establish a regional base to respond to increasing orders, Techcross dispatched two employees from headquarters in May 2018 to the export incubator office operated by KOTRA (Korea Trade-Investment Promotion Agency) and the Korea SMEs (Small and Medium Enterprises) and Startups Agency, and it is now making its second leap even before two years have passed since opening the branch in Singapore.

With the mandatory installation of BWM systems for the BWMC, Techcross Singapore Office has moved its offices to the nearby Jurong East area to reinforce manpower and services to respond to the explosive growth in service requests and meetings with customers since last year. The new office is over 230 m2 in size and capable of accommodating up to 15 people, and is also equipped with a warehouse able to store more than 50 sets of materials including rectifier parts and reagents that are frequently requested for urgent dispatch, bringing added speed to the supply and provision of materials.

The new office will house ten employees, including five engineers, and plans to seek further stabilisation through recruiting of more local employees.

Techcross has also established a local partnership system based on material warehouses and three engineers at local service partner Dintec Singapore and a stable chemical supply from Eureka Control System, with an ultimate goal of growing into a hub for Southeast Asia service centres, including Singapore, nearby Malaysia, Indonesia, and Vietnam. SORJ

Expertise in the gas value chain

With a wealth of experience and capabilities in gas-related repairs and conversions, Keppel Offshore & Marine is today’s preferred partner of choice in meeting the world’s growing demand for LNG in a fast and cost-efficient way.

Keppel Shipyard Limited (A member of Keppel Offshore & Marine Limited) Volume 18 Issue 1 – Page 51 Pioneer Sector 1 Singapore 628437 Tel: (65) 68614141 Fax: (65) 68617767 Email: ks@keppelshipyard.com www.keppelom.com

47

Singapore

Sembcorp Marine’s AY has always had a fine reputation in the cruiseship repair and refit markets

Cruiseship repair continue at Sembcorp Marine Sembcorp Marine’s Admiralty Yard (AY) is the eastern hemisphere’s leading yard fort cruiseship refits and refurbishments. The yard has held this to spot for many many years and this past winter season has been no exception. Earlier this year, Carnival Cruise Line’s 113,323 gt 2008-built Carnival Splendourentered Sembcorp Marine Admiralty Yard (AY) for an US$60m upgrade to ready the 2,974 passenger capacity vessel for yearround cruises out of Australian ports. The vessel will receive Carnival’s Fun Ship 2.0 upgrades, including new bars and dining options.

The Japanese cruise ship Asuka II, owned by NYK Line, drydocked at AY during January 15th to begin a US$50m upgrade completed on February 28th.

UK cruise line Cruise & Maritime Voyages (CMV) has bought two cruise ships from P&O Cruises (Australia) – the 1994-built 55,820 gtPacific Aria and the 1991-built 70,285 gt Pacific Dawn, which will be taken over in the AY facility in during 2020. They will both undergo drydocking in Singapore, before being renamed and heading to the UK. The yard also recently drydocked P&O Cruises (Australia)’s 77,411 gt 1997-built cruise vessel Pacific Explorer ex Dawn Princess.

Another cruise vessel recently in the yard was Princess Cruises’ 115,875 gt 2004-built Sapphire Princess, which is redeploying to Australia six months earlier than scheduled. Seabourn Cruises’ 41,865 gt 2018-built Seabourn Ovationwas also recently in the shipyard as wasCrystal Cruises’ 51,044 gt 1995-built Crystal Symphony Sembcorp Marine’s wholly-owned and operated subsidiary EstaleiroJurongAracruz (EJA) in Brazil has crossed a significant operational milestone with the completion of its first FPSO project.P-68, a newbuild FPSO vessel, left the

Page 48 – www.shipandoffshorerepair.com

shipyard recently for deployment on the ultra-deepwaterBerbigão and Sururu fields in Brazil’sSantos Basin.

The vessel is constructed for Tupi BV, a consortium comprising Petrobras Netherlands,Total Brazil Services, BG Gas Netherlands Holdings and Galp Sinopec Brazil Services.Measuring 316m in length and 54m in width, P-68 will produce up to 150,000 bbls of oil/day and has a 1.6m bbls storage capacity.

EJA’s P-68 workscope included fabricating six modules, pipe-racks and a flare, and integrating them on the vessel along with other freeissue items. It also executed carry-over works on the FPSO’s hull, which was built by a Chinese shipyard.

The 82.5ha shipyard has been operating in the Espirito Santo municipality of Aracruz since 2014 and employs up to 4,400 workers at peakperiods.Following the P-68 project, EJA will complete the P-71 FPSO modules fabrication and integration project, also for Tupi B.V.

Conversion work continues at Keppel Singapore’s Keppel Shipyard, part of Keppel Offshore & Marine, currently has a number of large contracts underway – three FPSO conversions, an offshore turret newbuilding, and a FLNG project. The yard has also recently completed the FPSO Abigail-Joseph conversion project.

The three FPSO conversions contracts are the FPSO Liza Unity and the FPSO BW Opportunity, which includes a new aft section hull, both these projects being carried out in the Tuas and Pioneer Shipyards, and theIngenium II FPSO, being carried out in the Gul Shipyard. The turret newbuilding is for the Coral South project offshore Mozambique. The long-term FLNG conversion project is Golar’sGimi FLNG, which is

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Volume 18 Issue 1 â&#x20AC;&#x201C; Page 49

Singapore

Keppel celebrates the delivery of the FPSO Abigail-Joseph being carried out in the Benoi Shipyard. Another FPSO project recently completed was the 274,333 dwt 1976-built Berge Helene, which underwent condition assessment and upgrades to enable her to operate in the Maromba field offshore Brazil.

The BW Opportunity project involves the former Petrobras FPSO Cidade de Sao Mateus, which suffered extensive explosion damage during 2015. The 250,000 dwt hull of FPSO Liza Unity has drydocked at Keppel Tuas Shipyard for topsides installation and final commissioning work. Owned by Holland’s SBM Offshore, the hull of the FPSO was ordered on speculation in 2017 as the first of five hulls being built for SBM’s Fast4Ward standardised FPSO hull programme. Liza Unity has been chartered to Exxon-Mobil and will operate offshore Guyana. The hull of the FPSO was built in China by Shanghai’s SWS shipyard and arrived in Singapore in February. When operational in 2022 Liza Unity will be able to produce 220,000 bbls/day.

Keppel Shipyardrecently delivered the world’s fastest brownfield FPSO modification and upgrading project,Abigail-Joseph,safely and on time, to YinsonNepeta Production, a wholly-owned subsidiary of Yinson Holdings Berhad.

Chris Ong, CEO of Keppel O&M said, “This is our 134th floating production vessel, and we are pleased to be able to fast-track the project and upgrade it in less than seven months. This achievement reflects Keppel’s track record of reliability and quality, anchored in our strong engineering and project management capabilities, which enable us to offer value adding solutions for customers.”

Keppel’s scope in this project includes refurbishment and life extension work, engineering and procurement, fabrication and installation of new structures including the helideck and riser balcony, as well as the installation, integration and completion of topside modules.

Lim Chern Yuan, Group CEO of Yinson Holdings, added, “This is our third FPSO conversion project with Keppel since 2012, and our close partnership has grown from strength to strength. Leveraging our FPSO expertise and Keppel’s experience in vessel conversions, we are able to achieve this significant industry milestone and bring FPSO Abigail-Joseph to market quickly, maximising its operational uptime.”

Chartered by First Exploration and Petroleum Development Company on a firm seven-year contract with options to extend, FPSO AbigailJoseph will be deployed in Block OML 83/85 in the Anyala-Madu field, Niger State, Nigeria.

She has a processing capacity of 50,000 bbls of oil/day and 60,000 bbls of liquid/day. It also has a gas compression capacity of 34m

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standard cubic feet/day (mmscfd) and a storage capacity of not less than 550,000 bbls of oil. It is designed for 15 years of operations without dry docking.

Keppel has clinched 104 scrubber and BWM systems retrofit orders worth a combined value of about S$160mduring 2019. This brought the total number of retrofit projects secured to date to 108 scrubber and 97 BWM projects.

Keppel has recently completed the five-year special survey and the scrubber retrofit on-board Dorian LPG-owned 84,000 m3 LPG tankerCratis in just 30 days.The 2015-built Cratis was retrofitted with a Clean Marine 140K hybrid scrubber system. This is the sixth Dorian LPG tanker to be fitted with an exhaust gas scrubber system by Keppel.

As of the first quarter of 2020, 69 BWM systems installations have been completed inclusive of eightsystems completed during the first three months of 2020. Also during the first three months of this year, Keppel has completed the repairs to a total of 16 LNG tankers.

Keppel’s Offshore & Marine (O&M) Division registered a net profit of S$3m for the first quarter of 2020, compared to a net profit of S$6mthe previous year - due mainly to the share of losses from associated companies which had offset the Division’s stronger operating results.

Keppel’s efforts to right size its operations and diversify from oilrelated projects over the past few years is helping it to remain resilient amid challenging conditions posed by the COVID-19 pandemic and the collapse in oil prices. Notably, renewables and gas-related solutions make up over 70% of the Division’s net orderbook of S$4.0bn as at endMarch 2020.

ST Marine delivers converted OSV The Mariska G is an offshore supply vessel (OSV) belonging to Norway’s Rederij Groen,a shipping company specialising in guard and seismic support vessel operations. The customer’s brief was to convert this newly acquired OSV into a robust platform that could support their seismic activities.

Class approval for the engineering concept was still pending when the vessel sailed into Tuas Yard during early January this year. Nevertheless, having worked with the Marine team in ST Engineering on ship maintenance and repairs over the last two years, the customer had full confidence in the yard’s experience and capabilities.

The Marine team swung into action the moment Class approval was obtained by mid-January. The schedule was two months to complete the massive mission, which included the installation of a new fuel oil (FO) tank and bunkering system, as well as the streamer and hose reels required for the seismic support function.

According to Dirk Klok the vessel manager in ST Engineering Marine, who was responsible for Mariska G’s redelivery, meticulous planning was the secret to the team’s success. “The removal of existing cement tanks, fabrication and conversion of various tanks into FO tanks, as well as integration of the FO system interface with the ship system were among the complex engineering works involved in this contract. To achieve the modification works within the tight timeline, we anticipated the challenges, had the right resources on standby and were well prepared.”

SORJ

Cruise Industry in “great crisis”

By Paul Bartlett

Meyer Werft’s Bernard Meyer The global travel industry has been devastated by COVID-19 and, for many companies, it is not a question of when the recovery may come, but whether they will still be around to see it. Cruise lines are amongst those to have been hit hardest. A steady rise in passenger numbers and new markets in Asia had been underpinning aboom in the business.

At the end of 2019, the orderbook stood at 105 ships with an estimated value of around US$63bn and specialist cruise ship builders had record orderbooks.

What a difference a month makes! By the end of January, the sector was in crisis. Infected ships could not find a port to dock and evacuate sick passengers, multiple sailings were cancelled, builders rescheduled construction timetables and laid off workers and cruise lines’ finances went into free-fall. The world’s largest cruise group, Carnival, with 105 vessels, told US Securities and Exchange Commission in a recent filing that it is spending $1bn a month on fleet upkeep while revenues have dried up. Meanwhile, Royal Caribbean Cruises, the second largest cruise group, announced early in May that it was burning cash at a rate of $250-275m a month. The company, with 62 ships lying idle, has already assigned some vessels to cold lay-up for an as-yet indeterminate period.

“We are in a great crisis,” declared Bernard Meyer, CEO of the privately owned Meyer Group, a shipbuilding group established 225 years ago and now a specialist cruiseship builder. Meyer, who has been in the business for 47 years, said he had never seen anything like the impact of COVID-19. Speaking in a video released by the shipyard in the middle of April, Meyer said that the sector would sustain huge losses this year and would take years to recover. Meyer Werft would be rescheduling its construction timetable, introducing short-time working, and discussing with customers delivery delays and other measures. One customer had even told the shipyard that he no longer wanted the ships he had ordered there, Meyer said.

Now, cruise lines and builders – still reeling from the speed at which their fortunes were dashed – are holding frantic talks to assess possible strategies. Some ships have been delivered recently but all have had their early itineraries cancelled or postponed. Meanwhile, schedules for existing ships have been cancelled or postponed and new vessel

deliveries over the balance of this year delayed into 2021. More than 400 cruise vessels are now in some form of lay-up, ranging from ‘hot’ right through to full ‘cold’ decommissioning.

Meanwhile, ship launches that have been postponed include Princess Cruises’ 3,560-passenger Enchanted Princess which was due to have a naming ceremony in Southampton on June 30th, and P&O Cruises’ 5,200-passenger Iona where final outfitting work at Meyer Werft has been delayed and a delivery date reflecting this had not been released at the time of writing.

The cruise orderbook extends until 2027 although many of the specialist yards have building slots available before then.

Now, though, new ship deliveries in the peak years of 2021, 2022 and 2023 are likely to be pushed back under mutual agreements made in the interests of both cruise lines and builders. Meanwhile, postvirus health-and-safety work requirements and necessary workforce adjustments resulting from the crisis will inevitably have a long-term impact on ship construction schedules, shipyard capacity, and delivery dates.

Two new cruise lines were due to launch their first vessels this year.

Virgin Voyages’ Scarlet Lady

Volume 18 Issue 1 – Page 51

Cruise Richard Branson’s Virgin Voyages took delivery of the 2,800 passenger Scarlet Lady from Fincantieri on February 17th. With a new business model aimed at attracting young adults and no children, the company scheduled overnight stops at Dover and Liverpool in the UK before the ship’s transatlantic voyage for New York. Now, she is one of about 50 cruise vessels off the US coast near Fort Lauderdale.

Another new line – The Ritz-Carlton Yacht Collection, a company within the upmarket Ritz-Carlton Hotel group –was due to introduce the 298-passenger Evrima in June this year, but this has been postponed until April 2021.

Short- and long-term opportunities for yards Some repair yards have already benefited from the rescheduling of planned maintenance by cruise lines. Hapag-Lloyd brought forward maintenance on two expedition vessels – Hanseatic Inspiration and Hanseatic Nature – at Blohm+Voss. Meanwhile, Germany’s Phoenix Reisen opted to refit the 1973-built Albatros and the 1988-built Amera at Germany’s Emden Dockyard, which has aimed to attract cruise business for some time. The Phoenix Reisen-owned, 1991-built Amadea has also completed an overhaul at Germany’s Lloyd Werft. Tallink Group brought forward scheduled maintenance on the cruise ferry, Silja Symphony, at Finland’s Turku Repair Yard.

Outside Europe, Sembcorp Marine Admiralty Yard, widely considered Asia’s leading cruise repair facility, has undertaken repairs and upgrades to Princess Cruises’ 2004-built Sapphire Princess and Crystal Cruises’ Crystal Symphony, built in 1995. Other repair yards in China and the Middle East are also believed to be eyeing up current opportunities.

However, with virtually the entire cruise fleet idle or laid up, repair yards specialising in cruise are likely to have a tough time for months to come.

Thereafter, however, they may well be able to play catch-up as out-ofservice vessels undergo the overhauls, upgrades, repairs and surveys necessary before they are recommissioned. Much of their potential success, however, will depend on cruise lines’ lay-up strategies and their choice of location.

Most operators were caught on the back foot as the speed and scale of the crisis overwhelmed them but the type of lay-up – particularly for medium- to long-term arrangements – is important both for running expenses and recommissioning costs. In a recent filing to the US Securities and Exchange Commission, Carnival Corporation said, “During the pause in our global fleet cruise operations, certain of our ships will be in warm lay-up where the ship will be manned by a full crew, and certain of our ships will be in a prolonged ship lay-up where the ship will be manned by a limited crew. We currently estimate the substantial majority of our fleet will be in prolonged ship lay-up.”

Sector experts expect that most cruise lines will follow a similar strategy.

Even if the virus is brought under control more quickly than expected, demand for cruises is likely to remain low for the moment. So cruise executives and their marine superintendents have been weighing up the pros and cons both of strategies and possible lay-up locations.

Whatever the strategy, however, keeping a ship idle is not cheap: experts suggest a range of $1m a month for a large cruise vessel in cold lay-up to double or treble this for hot lay-up, meaning that the ship is fully crewed and ready to sail within a few hours.

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In long-term cold lay-up, ship systems are shut down, electronic installations removed where possible, with both structure and fittings protected as much as possible from extremes of temperature and humidity. Even if lay-ups extend to more than a year which, some experts say, may well be possible for at least some of the fleet, a docking is likely, a refit possible and a major engineering overhaul essential.

Hull coatings will require close attention, if not renewal.

For repair yards, cruise lines’ decisions at this stage are likely to signal possible future business. Classification society Lloyd’s Register, which has the largest share of cruise vessels in its portfolio, gave indications recently of recommissioning times. At one end of the scale, ships in hot lay-up should be ready to sail within 24 hours and are unlikely to require external support from a repair yard.

In warm lay-up lasting between one and twelve months, recommissioning could take up to one week and involve repair yard services. In cold lay-up of 12 to 60 months, a spell in dock and a threeweek recommissioning process provides an indication while ships in longterm lay-up of more than five years could spend up to three months in preparation to sail again.

Cruise ship executives and marine superintendents have inevitably been weighing up the pros and cons of various lay-up locations. For those with long memories, Norwegian fjords were viewed favourably by large tanker owners in the depression of the 1980s. Temperature, humidity and fouling risk were all low; waters were mostly sheltered, and a comprehensive service network was close at hand.

Yards in Europe which could offer repair services for large cruise vessels in future include Denmark’s Fayard, which has the large Odense Dock (415 m by 90 m), Blohm+Voss and Lloyd Werft in Germany, Navantia’s Cadiz shipyard and Chantiers Naval de Marseille in France.

Meanwhile, Grand Bahama Shipyard (GBS) – owned by Carnival, Royal Caribbean and Grand Bahama Port Authority, will be well-placed.

Not only will it have guaranteed business from its shareholders who have laid up vessels nearby, some adjacent to cruise company-owned private island resorts such as Cococay, but the yard will also be well-placed for business from other cruise ship owners with vessels in the vicinity.

There were 50 cruise vessels off the coast near Fort Lauderdale early in May. Owing to shortage of space, other vessels are idle near Gulfport, Jacksonville and Mississippi. The questions at that point could be: is there sufficient repair capacity to service the fleet and how long will it take?

SORJ

Cruiseships in Fort Lauderdale

Volume 18 Issue 1 â&#x20AC;&#x201C; Page 53

Large Tankers

By Paul Bartlett

sufficient to offset the collapse in demand.

In more normal times, weak demand for crude oil and products would spell bad news for tanker owners. But this market is far from normal.

Hoping to avoid production shut-ins and refinery closures, producers and refiners were still selling into markets awash with crude and products.

Shore-based storage facilities were filling up quickly and charterers turned to floating storage on tankers ranging from the largest VLCCs right through the range to MR product tankers.

Contango market

Tanker earnings are likely to remain solid for some time

Tanker owners cash in on extraordinary market dynamics There are many shipowners whose operations are being ravaged by the spread of COVID-19, with lockdowns across the world preventing normal industrial activity and crushing demand. The virus is likely to have dealt a lethal dose to many companies whose business models now lie in bits.

Luckily for tanker owners, they are not amongst them.

Quite the reverse, in fact. Tanker owners have benefited from extraordinary and unprecedented market dynamics that pushed some VLCC rates briefly to more than US$400,000 a day in April. They then eased back to the $200,000s for a spell, before falling back further during the last week of April. Even these lower rate levels, however, are highly profitable. And with no dramatic fleet growth on the cards, tanker earnings are likely to remain solid for some time, analysts predict.

As is often the case in the factors that determine the fortunes of tanker owners, it is economics and geopolitics that have set the scene. A failure

by OPEC+ to agree on production cuts in March sent the Saudis on a mission to win market share, upping output by thousands of barrels a day.

The Russians also boosted production. Trouble was – nobody wanted the extra oil. The virus had wiped about 30% off daily demand as people stayed home, flights were grounded and heavy industries closed the gates.

It is too early to assess the impact of a new round of production cutbacks but experts believe the latest moves have come too late. The world is already awash with unwanted oil and producers are still turning out far more crude and products than are needed.

Negative territory When the oil surplus began to accumulate, oil prices crashed, with US benchmark West Texas Intermediate plunging into negative territory (lower than minus $40 for a brief spell on April 20th) for the first time ever. At the beginning of May, Brent crude was priced at $26.60 and WTI at $19.70.

Analysts predicted little change to the underlying fundamentals – demand for crude oil was not getting a boost any time soon and even though more supply cuts had been agreed by OPEC+ members and other producers including Norway, they appeared not to have an impact on the market

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In this so-called ‘contango market’, the forward curve for crude oil and product prices makes it worthwhile to buy cheap oil now, store it at sea, and sell it in the future at a higher price.

Contango conditions are not uncommon, particularly in the tanker market, but the sheer scale of this one has been unprecedented. The outcome for tanker owners was fantastic – in a market that should have meant ships lying idle at anchorages or heading for lay-up, they’d been fixed instead on lucrative storage contracts.

It is telling that bullish tanker earnings expectations are not only being talked about by owners. The fact that big ships are being fixed at robust rates on six-month to year-long deals indicates that charterers are expecting the firm market to last for some time. Meanwhile, owners are in the unusual and lucky position of being able to choose between fixing a long-term storage contract at a lower but still solid rate and continuing with spot business where earnings have a shorter window but offer a better return.

Across the board Unusually, the drive for floating storage has spread across the tanker board. At the end of April, more than 100 VLCCs were engaged on storage contracts. Suezmax and Aframax units were also storing oil.

According to Clarkson figures, 60m dwt of dirty tanker capacity had been fixed for storage by the end of April, an increase of more than 150% from the beginning of March.

However, it is not only the owners of crude tankers that are benefiting.

Again unusually, collapsed demand for aviation and land transport fuel and a decline in demand for oil products used in industrial processes has meant that many product tankers have also been fixed on storage contracts. Clarkson estimates that the capacity of products tankers fixed on such deals rose almost ten-fold between the beginning of March and the end of April, reaching about 10.5m dwt by then.

Star performers The impact on publicly quoted tanker companies’ share prices was dramatic. Euronav is the world’s largest VLCC and Suezmax owner - DHT Holdings also owns VLCCs, Scorpio Tankers is the largest operator of product tankers, with a fleet of 137 vessels.

All three companies were due to report first quarter earnings early in May and analysts were expecting some phenomenal numbers, both in terms of first quarter earnings and projections for the future.

Late in April, investors had piled into tanker stocks, with more than $1bn ploughed in on a single record day. Their expectations were understandably sky high. Whatever lay down the road for tanker owners in 2021 and beyond, this year would see huge dividend pay-outs, debt write-downs and a transformation of balance sheets. Despite the euphoria, however, some analysts agree that whilst tanker stocks are a good risk in

Large Tankers the short term, what goes up must come down. They warn that at some stage, the huge number of tankers engaged in storage deals will have to be absorbed again into the trading fleet.

Post-viral demand At such time, they point out, global oil production may have fallen significantly as producers adjust to lower post-viral demand.

There could be fewer cargoes, no need for storage and, potentially, a significant number of tankersseeking cargoes in the crude and product markets. Concordia Maritime Chief Executive, Kim Ullman, detailed some of these issues in a late-April conference call with analysts. He said that the relatively small product tanker orderbook would bereassuring for owners when the storage boom is over.

He pointed out, however, that declining oil production coinciding with a potential increase in consumer demand would mean that consumption exceeds production and oil in storage would be released back in the system. Such an inventory drawdown, Ullman noted, would not be good for tanker owners because consumers can access products that do not require long-haul shipments - supplies of product could well be stored locally on land requiring no shipping capacity at all.

However, he conceded that the volume of tankers now engaged on relatively long-term floating storage contracts would mean that tanker supply would remain constrained for a significant period.

Tanker boom â&#x20AC;&#x201C; implications for repairers The unexpected tanker boom has certainly encouraged many owners to look again at their fleet planning strategies, particularly in relation to older tankers that were due to be phased out soon. Options for such vessels are limited at present â&#x20AC;&#x201C; the global recycling market is effectively closed for business and no-one would want to leave an elderly tanker, provided it was seaworthy, lying idle or at an anchorage in Fujairah or Singapore in this buoyant market.

So, the obvious option could be to undertake life extension with perhaps an unexpected intermediate or special survey, an unforeseen ballast water treatment system installation, and even a scrubber retrofit if another five years of trading looked possible. On the other hand, in the short run, storage options lookattractive, particularly over a period of six

Concordia Maritime Chief Executive, Kim Ullman to 12 months.

Such a contract would mean that there is no downside on a thirsty old engine, no question of scrubbers and, possibly, a way round a ballast water installation. Sources contacted by SORJ on this last point, however, were not able to provide a definitive answer by press-time.

They were able to agree, however, that this market potentially offers a new lease of life to elderly vessels that were destined for the recycling yards of the Indian subcontinent sometime soon. And this development opens up a whole range of opportunities for tanker repair yards.

Clarkson figures reveal that there are about 190 VLCCs already 15 years old or more - 40 of them are over 20 years. Another 380 crude tankers in other size categories are more than 15 years old. The total number of crude and product tankers 15 years old or more is almost 1,340.

For tanker owners considering the possibility of further trading for older vessels, the question of scrubber installation is no longer so tricky.

At the price differentials between heavy fuel oil and very low sulphur fuel oil prevailing at the beginning of the year, a scrubber investment looked attractive, given sufficient time for amortisation. For timecharter deals, scrubber-fitted tankers are clearly much more attractive to charterers who pay for bunkers.

Now, though, as bunker prices have fallen, the differential has narrowed significantly, extending the possible payback period for a scrubber investment. Across an average of 20 bunker ports tracked by Ship and Bunker, the differential at the beginning of May was $65.50 (see Table). Many owners are known to have assessed potential returns

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Volume 18 Issue 1 â&#x20AC;&#x201C; Page 55

Large Tankers

This market potentially offers a new lease of life to elderly vessels on scrubber investments at a far higher price differential than this.

Table: Bunker prices at key hubs – May 1s Source: Ship and Bunker Meanwhile, following lengthy contracts storing oil at sea, tankers are likely to require significant recommissioning maintenance. Components that have not been monitored remotely will require inspection and possibly overhaul, class extensions will require attention, hulls and propellers will need cleaning and polishing and other essential maintenance that is not possible with minimum save manning requirements may also be necessary. Dockings may not be required but alongside or afloat operationsmay offer the next best option. Is there another opportunity here for mobile repair squads made available by repair yards.

Stopford’s analysis Dr Martin Stopford, President of Clarkson Research Services, has suggested that COVID-19 could be the catalyst required to accelerate the global shipping industry’s digital adoption and emissions reduction endeavours. Together with other industry experts, he is concerned that the IMO’s decarbonisation targets are based on a relatively short timeframe and, despite the opportunities made possible by Industry 4.0, many shipowners and operators continue to operate as though business can

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continue as usual.

In a recent White Paper, he assesses three possible Scenarios resulting from virus opportunities which present threats but opportunities too.

Stopford believes that a catalyst is required to propel global ship design and technology to a position where meeting IMO 2030 and 2050 decarbonisation ambitions may become possible. The inference is that ‘business as usual’ is simply not enough.

A major sea change is required, he believes, as shipping embraces new digital technologies which are still an anathema to many companies.

All three of his Scenarios are bad news for newbuilding yards because the global economy is inevitably suffering from the impact of the virus and shipping demand will therefore suffer. Even in the most favourable one, new contracting will fall away in the near term. Thereafter, expansion in the world’s sea trade will revert to its historical average of an annual 3.2% although average ship speeds are likely to stabilise at around 12 knots – roughly the same as today – despite the fact that the average design speed of ships in operation today is 14 knots.

In his second Scenario, the virus proves harder to shake off and it is not until 2023 that the G7 economies are back to a new normal, with virus testing, immunity identification and inoculation. Sea trade recovers in 2024 but grows at a slower rate – 2.2% a year between then and 2050 – owing to the impact of higher low-carbon transport costs, a reduction in the transport of fossil fuels - and some reduction in demand from shipping’s heavy industrial consumers.

His worst case, the third Scenario, is a serious worry. Lockdown measures don’t work fast enough to prevent high or recurrent infection levels, governments face funding problems or businesses struggling to re-establish themselves. Global oil trade falls steadily and by 2024, the world’s total trade by sea has dropped by 15%. For shipping, Stopford says, this recession is similar to the 1980s cycle, but not as bad as the 1930s. The result is that sea trade grows at just 0.5% a year from the trough until 2050, reaching 11.9bn tonnes by the middle of the century – slightly less than today’s seaborne trade volume of a about 12.5bn tonnes. SORJ

Dockgate No fuel like an old fuel If I was thinking about renewing my fleet (instead of sitting “locked down” in my garden idly wondering whether to buy a few cheap enormous cruiseships, or a couple of hardly used Airbus A380s), how on earth am I going to propel any vessel I might get around to ordering? Assuming a shipyard can be found that can build me some tankers or bulk carriers in the next year Michael Grey or two, these ships are going to be around for the next quarter century, and this question really needs to be answered before we sign the contract.

There are a growing number of people, not all of them the noseringed middle-class ‘activists’ – I nearly wrote ‘terrorists’- of Extinction Rebellion, who suggest that hydrocarbon fuel is really operating on borrowed time. If I opt for conventionally fuelled big diesels which operate to the economic criteria and horsepower that is needed for large, ocean going ships, are they going to retain any value, 10 years into their lives? All ships represent deteriorating assets, but might such an investment today amount to a reckless waste of my shareholders’ cash. And with the banks increasingly seized with a sort of green ‘wokeness’ where they are more interested in your environmental credentials, than the returns you need to pay the blighters back, it could be increasingly hard to finance conventionally powered tonnage.

by Michael Grey MBE

There is no shortage of advice about the ‘fuel of the future’, although with the exception of LNG, which is allegedly only a ‘bridging solution’ to the sulphur problem and really leaves the carbon conundrum un-addressed, most remain very much in in the realms of the future, rather than the present. There are experiments being undertaken with ammonia, on a small scale, although these look promising. There are various small craft operating with hydrogen fuel cells - the same fuel is being used in some buses in London and other progressive cities. Just a matter of scaling up, you might ask?

Except that another desktop study concluded that if you wanted to power a big bulk carrier with this splendidly clean fuel, on a 10,000 mile voyage, the payload would be so small that you could load it in wheelbarrows.

Waste vegetable oil is regarded by some as a useful fuel that will answer the dual problems of harmful emissions and what you do with the inedible products of several million deep fat fryers. There are a few brave suppliers already offering various blends of bio-fuels that are said to have excellent calorific value and don’t smell like burned cod. But could you eat enough fried food to fuel the big diesels of whole fleets of ocean-going ships? These are, once again, early days and small scale business that only a brave owner would put his shirt on to fuel a future fleet. Maybe somebody will achieve a spectacular breakthrough, although one wouldn’t suggest that it would be soon, and the years are ticking away to the zero-carbon deadline. It is suggested that both the industry and government will need to put their collective shoulders to the research wheel, but we are still just talking about these matters.

On the subject of waste, it was not many years ago that I corresponded with an Italian engineer who had devised a design to burn solid waste in a large containership, once again answering the problem of ‘fuel poverty’ with the need to dispose of waste that might otherwise end up in a landfill. This was no eccentric inventor, but a bone fide professional mechanical engineer who made his living

One of Nauticor’s LNG bunker vessels supplying DEME’s new offshore wind installation vessel Orion in northern Germany

Volume 18 Issue 1 – Page 57

Dockgate

The bulk carrier Tomini Destiny building waste-fuelled shore power stations and felt that there were ideas that could be ‘marinised’. It was an elegant notion, with the waste, sorted to exclude stuff, like old fridges, which could not be burned, containerised and with a system that would automatically empty the fuel containers (not the cargo) into the furnaces. It was, in fact a marine version of what was being done in progressive power plants all around the world. Filtration systems, exactly like those cleaning up emissions ashore, would ensure that what came out of the ship’s exhausts was environmentally acceptable.

There was mild interest and some sporadic correspondence, after the ideas were given an airing in the BIMCO Bulletin, but the real problem was that the power plant provided for a steam turbine, which was obviously a technical step too far backwards. Some 40 or 50 years ago it might have flown – after all the Australians were actually building modern coal-fired tonnage. There was also at that time a fanatical interest in cramming as many boxes as possible onto a ship, and if a lot of them were to be carrying the fuel for the voyage, it was rather defeating the object.

But it was a nice idea, to have machinery on-board a ship that could burn pretty well anything. It reminded me of stories of the very first steamships, which were always having trouble in adverse weather, the crew having to hurl the furniture, derricks, hatchboards, cargo, teak decking etc, into the furnace to keep up the steam pressure.

So the sad fact, after you have taken the trouble to plough through these musings, is that there are still no answers to the future fuel conundrum. Perhaps you should just hedge your bets, opt not for duel fuel but ‘multi-fuel’ machinery, assisted by photo-voltaic cells, telescopic sails, a couple of kites and as many Flettner rotors as you can cram onto the foredeck.

seafarers – it is just that despite the useful entreaties of the IMO, International Chamber of Shipping and the International Transport Workers’ Federation, for this due recognition, governments always have more pressing problems to solve. And if they do think about seafarers, it is the umpteen thousand cruise ship crews that attract all the attention. The 25 folk from a Maersk containership who have worked two months extra or the 20 Philippine sailors off some old bulker just don’t register with the port authorities and their plight doesn’t escalate to the right decision makers.

Nevertheless, there are a few real heroes, like the master of the bulker Tomini Destiny, who refused to take his ship into the port of Chittagong before adequate measures to protect his crew were provided. You can imagine that the dilemma that faced this master being multiplied all around the ports of this virus struck world, with commercial interests being ‘weighed’ against the welfare and safety of the ship’s crew. Everyone is getting exercised about whether the arriving ship is disease-free, but what facilities has the ship’s crew to protect them against the contagion that the multiple boarders might bring with them, once the ship is anchored or alongside? You can just imagine the reaction of some fussy customs boarder or a port official if the chap on the gangway whips out a rectal thermometer.

Full marks to the Marshall Islands, flag state of the Tomini Destiny, for supporting the crew and sorting it out. It occurs to me that once this is all over, it might be worth having a closer look at the International Health Regulations 2005 and checking on their practical relevance to a world where you can find up to 7,000 souls on-board some massive cruiseship turning up in your port. Hoping for the best, because pandemics come along but rarely, will probably not be good enough, when policies for quarantine arrangements in the future are being discussed.

Another sort of hero might be Captain Brett Crozier, commanding officer of the monstrous nuclear aircraft carrier USS Theodore Roosevelt, relieved of his command by the Pentagon because he put the health of his virus-struck crew ahead of his career and the ‘proper channels’. There will be no tears shed for the Acting Navy Secretary Thomas Modly, whose tasteless speech to the crew of the carrier demonstrated his utter unfitness for any executive role.

You don’t get to become captain of one of these giant warships by being ‘stupid or naïve’, even though you might have collected some enemies along the road to this lofty command. It would be good to read that Admiral Brett Crozier has hoisted his flag somewhere, but one fears that President Trump’s navy, like its Commander in Chief, doesn’t do ‘sorry’. SORJ

Forgotten navy As we are exhorted to noisily celebrate the wonderful British National Health Service every Thursday evening, I prefer to quietly raise a glass to the forgotten navy represented by the thousands of seafarers whose ships carry the stuff we need, COVID-19 or not. I’m sure they wouldn’t describe themselves as heroes, but people simply doing their jobs, but it would be nice if governments would recognise their dependency upon these seafarers in even a modest fashion.

In particular, it would be very useful and humane if they could be recognised as ‘essential workers’, rather than treated as something of a nuisance when their ship rocks up to a port when they were overdue a crew change. I don’t think that there is any real hostility to

Page 58 – www.shipandoffshorerepair.com

Captain Brett Crozier, commanding officer of the USS Theodore Roosevelt

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: mail@shiprepairagents.org Web: www.shiprepairagents.org

Sembcorp Marine, Singapore SES Marine, Singapore ES Offshore and Marine Engineering, Thailand

Baltic States

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: repair@marine.marketing Web: www.marine.marketing Contact: Mike McMahon, Katie Grummett, Jen Buckley, Alex Cesca Companies Represented Shipyards Abu Dhabi Ship Building (Adu Dhabi, UAE) Baltyard (Gdynia, Poland) Carell SA (Piraeus, Greece) CARENA (Abidjan, Ivory Coast) CARIDOC (Chagueramas, Trinidad) ChengXi Shipyard (Jiangyin, China) CSBC Corporation (Kaohsiung, Taiwan) CIC Shipyards Group (China) CMR Tunisia (Menzel Bourguiba, Tunisia) Cotecmar, (Cartagena, Colombia) Colombo Dockyard (Colombo, Sri Lanka) Detyens Shipyard (Charleston, USA) EBH South Africa (Capetown & Durban, South Africa) Namdock (Walvis Bay, Namibia) EDR Shipyard (Antwerp, Belgium) Malaysia Marine & Heavy Engineering (Pasir Gudang, Malaysia) MTG Dolphin (Varna, Bulgaria) Navalrocha SA (Lisbon, Portugal) Oman Drydock Company, (Duqm, Oman) Qingdao Beihai Shipyard, (Qingdao, China) Shanhaiguan Shipyard (Qinghuangdao, China) Guangzhou Wenchong Dockyard (Guangzhou, China) Marine Services BIO-UV Ballast Water Treatment (Lunel, France) Boilerman Ltd (Shanghai, China) Estonian Rope Access Solutions ERAS (Tallin, Estonia) Kwang Youn Gi Engineering (Kaohsiung, Taiwan) Laser Cladding Technologies (Worksop, UK) Marine Services and Shipping MSS (Farnham, UK) PB Asher (Southampton, UK) Singatac Engineering (Singapore and Bintan, Indonesia) Sinco Automation (Singapore, Indonesia, Taiwan, Malaysia) Sunrui Balchlor Ballast Water Treatment (Qingdao, China) Shanghai Willing (Shanghai, China) Zhoushan Haitong Tank Cleaning (Shanghai, China) Versitec Shaft Seals, (Port Colborne, Canada) TruMarine Group (Rotterdam, Singapore, Tianjin, Shanghai, Zhoushan, Guangzhou, Dubai) PMax One Services (Singapore)

Australia

HEMPSTEAD MARINE SERVICES

31 Mitchell Street,Putney, Sydney, NSW 2112, Australia Mobile: +61 419880099 Email: semagent@iprimus.com.au Contact: Iain Hempstead Companies Represented

LITHUANIA, LATVIA, ESTONIA, POLAND, RUSSIA, UKRAINE

ORCA MARINE UAB Silutes plentas 95D, LT-95112 Klaipeda, Lithuania Tel: +370 46 246430 Mobile: +370 650 40900 Email: info@orca-marine.eu Web: www.orca-marine.eu Contact: Viktoras Cernusevicius Shipyards: ASABA Shipyard (Malabo, Equatorial Guinea); ASMAR Shipyard (Chile); BRODOTROGIR D.D. Shipyard Trogir (Croatia); CARENA (Abidjan, Ivory Coast); CHANTIER NAVAL de MARSEILLE (France); COLOMBO Dockyards (Sri, Lanka); COSCO Shipyards Group: • COSCO Dalian (China); • COSCO Nantong (China); • COSCO Shanghai (China); • COSCO Zhoushan (China); • COSCO Guangdong (China); • COSCO Lyanungang (China); DAVIE (Quebec, Canada); DETYENS Shipyard (N. Charleston, USA); DONG SUNG Engineering & Shiprepair (S.Korea); DAMEN Shiprepair Group: • DAMEN Shiprepair Dunkerque (France); • DAMEN Shiprepair Oranjewerf Amsterdam (Netherlands); • DAMEN Shiprepair Brest (France); • DAMEN Shiprepair Den Helder (Netherlands); • DAMEN Shiprepair & Conversion Rotterdam (Netherlands); • DAMEN Shiprepair Vlissingen (Netherlands); • DAMEN Shiprepair Amsterdam (Netherlands); • DAMEN Shiprepair Harlingen (Netherlands); • DAMEN Oskarshamnsvarvet (Sweden); • DAMEN Shiprepair Van Brink Rotterdam (Netherlands); • DAMEN Shiprepair Curacao (Curacao, Dutch Antilles).

ENAVI Reparos Navais (Rio de Janeiro, Brazil); FAMA Group (Cyprus); GIBDOCK (Gibraltar); HARLAND & WOLFF (Belfast, UK); MMHE Shipyard (Malaysia); MEC Shipyards (Panama); NAMDOCK (Walvis Bay, Namibia) NARP Shiprepair: • Kiran/Erkal Tuzla (Tuzla, Turkey); • HAT-SAN Shipyard (Yalova, Turkey); •TERSAN Shipyard (Yalova, Turkey); •SEFINE Shipyard (Yalova, Turkey); • HICRI ERCILI Shipyard (Yalova, Turkey); •GISAN Shipyard (Tuzla, Turkey); OMAN DRYDOCK (Oman);

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

Zhoushan Qingdao Dalian

Yiu Lian Dockyards( Zhoushan) Qingdao Beihai DSIC

Ship RepairServices: Spain BMT Netherlands Rotterdam Ship Repair Germany German Ship Repair US /GoM Offshore Inland Houston Bludworth Marine Panama Unity Marine Services Brasil Mapamar Malaysia Hon Marine Singapore Singatac HongKong Longkong Marine Shanghai Oceantrans Marine Services Worldwide Trident divers

Benelux

ESMA MARINE AGENCIES B.V.

AYS SHIPREPAIR / PC MARITIME M. +31 6 47 952 452 T. +31 85 0160 635 E. hilka@aysshiprepair.nl hilka@pcmaritime.nl W: www.aysshiprepair.nl Slenerweg 108, 7848AK Schoonoord, The Netherlands Shipyards: EUROPE: Bulgaria Bulyard Gibraltar Gibdock Germany Bredo Drydocks Ireland Harland and Wolff Sweden Oresund Dry Docks Turkey Kuzey Star NORTH AMERICA – CARIBIC: Canada East Davie - Quebec Canada West Seaspan - Vancouver Seaspan - Victoria US Eastcoast Detyens Bahamas Grand Bahama Shipyards PERSIAN GULF: Abu Dhabi Abu Dhabi Ship Building AFRICA: Namibia EBH – Walvisbay South Africa Dormac Capetown Dormac Durban ASIA: Korea Orient Shipyard – Busan AUSTRALIA: NS Wales Thales CHINA: Hong Kong Yiu Lian Dockyards Shekou Yiu Lian Dockyards(Shekou)

Kuiperbergweg 35, 1101 AE Amsterdam, The Netherlands Tel: +31 20 3121350 Email: shiprepair@esma.nl Web: www.esma.nl Contact: Marcus Weggeman Direct: +31 20 3121353 Mobile: +31 6 51408082 Contact: Atie Witte Direct: +31 20 3121366 Companies Exclusively Represented EUROPE Lisnave – Setubal – Portugal Gemak Group – Istanbul -Turkey Netaman-Riga-Latvia Netaman-Tallinn-Estonia 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

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 17 Issue 2 – Page 59

Agents Contact Directory

AIMSS V.O.F

Thoornseweg 92, 4854 EH Bavel, The Netherlands Tel: +31 76 889 20 42 E: enquiries@aimss.nl W: www.aimss.nl Contacts: Sami Golestanian E: sg@aimss.nl | Mobile: +31 6 28 96 38 48 Onno Kramer E: ok@aimss.nl | Mobile: +31 6 27 28 90 98 Shipyards • ASL- Indonesia • Asmar- Chile • Cammell Laird- UK • Nasco- China • Oman Drydock- Oman • Southern African Shipyard (SAS)- South Africa • Tersan- Turkey • TNG- Mexico • Wooseung- Korea Marine Services • Atlantida- Spain (Underwater Services) • Jobson - Italy (Afloat Repairs) • Macor - France (LSA Services) • Mikrotech - China (Scrubbers) • NICO - UAE (Afloat, Underwater & Voyage Repairs) • PMS - Panama (Afloat Repairs) • Riding Squad - Romania • TGA- Singapore (Galley Equipment) • Van Bodegraven - The Netherlands (Electric Motors) • Winkong - China (Afloat, Underwater & Voyage Repairs) • Zebec Marine - India (Marine Consultancy)

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Zener Maritime - India, Singapore Subsea Global Solutions - Brazil, Curacao, Los Angeles, Miami, Panama, Trinidad LongKong Marine Eng. Co, Ltd - China Technodive Ltd - Greece Trident BV - The Nederlands, Las Palmas, Italy ROG Ship Repair - Rotterdam Atlantis Marine Services LLC - Fujairah, UAE Underwater Contractors PTE-Singapore Underwater Contractors -Spain RIMS BV Argus Marine Services - Columbia

Denmark / Finland

JML SHIPYARD AGENCY

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: china@apanda.com Contact: Haojun Liao Companies Represented (in China and Hong Kong) Gdansk Shiprepair Yard Remontowa (Poland)

Cyprus

WSR SERVICES LTD 234 Ayias Fylaxeos, CY 3082 Limassol, Cyprus Tel: +357 25344418 Email: mail.cy@umarwsr.com Web: www.umarwsr.com Companies Represented – Shipyards AASRY - Bahrain Caribbean Dockyard - Trinidad & Tobago Chengxi Shipyard - Shanghai, China Ciramar - Dominican Republic Colombo Dockyard Ltd - Sri Lanka Dakarnave - Dakar, Senegal Detyens Shipyards - Charleston, South Carolina, USA Dormac Marine & Engineering - Capetown/Durban, South Africa EDR Antwerp - Belgium Fayard A/S - Munkebo, Denmark Gemak Shipyard - Turkey German Dry Docks - Bremerhaven, Germany Guangzhou Wenchong - South China Harland and Wolff Heavy Industries - Belfast , N. Ireland HRDD Dockyard - Shanghai, China Hutchison Ports TNG (Talleres Navales del Golfo S.A.) - Vera Cruz , Mexico International Ship Repair - Tampa, Florida, USA Lisnave Estaleiros Navais - Setubal, Portugal Loyd Werft - Bremerhaven, Germany Marina Barcelona 92 - Spain MTG Dolphin - Varna, Bulgaria Netaman Repair Group - Tallinn, Estonia Papua New Guinea Dockyard - Papua New Guinea Sembcorp Marine Repairs & Upgrades - Singapore Sociber - Valparaiso, Chile Zhoushan IMC YY - China Zhoushan Nanyang Star Shipbuilding - China Shanhaiguan Shipyard - North China Dalian Shipbuilding Industry Marine Services (DSIC) - North China Underwater and Afloat Avalontec Engineering - Singapore

Norra Hamngatan 38, 457 40 Fjällbacka, Sweden Tel: +46 525 310 83 Contact: Jens Larsson, Managing Director Mobile: +46 702 20 37 41 Email: jens@jmlshipyardagency.com Contact: Markus Larsson, Partner Mobile: +46 702 20 37 43 Email: markus@jmlshipyardagency.com Contact:T omas Järund, Business Development Manager Mobile: +46 704 45 50 87 Email: tomas.jarund@jmlshipyardagency.com Web: www.jmlshipyardagency.com Shipyards Represented Europe Astander, Santander, Spain Astican, Las Palmas, Spain Lloyd Werft, Bremerhaven, Germany MSR Gryfia Shipyard, Szczecin, Polen Sefine Shipyard, Tuzla, Turkey San Giorgio del Porto, Genoa, Italy Chantier Naval de Marseille, France Middle East Drydocks World, Dubai Far East PaxOcean, Singapore & Batam Chengxi Shipyard, Jiangyin, China Guangzhou Wenchong Shipyard, China PaxOcean, Zhoushan, China DSIC Marine Services, Dalian, China Changhong International Shipyard, Zhoushan, China US, Canada & Caribbean Talleres Navales del Golfo, Veracruz, Mexico Ciramar Shipyard, Dominican Republic Chantier Davie, Quebec, Canada Caribbean Dockyard, Trinidad & Tobago Afloat Repair Global Offshore Service, Dubai UAE Offshore Inland, US Gulf/Mexico

Germany

COMBITRADE GMBH Caffamacherreihe 7, 20355 Hamburg, Germany Tel: +49 40 80 80 110 600 Fax: +49 40 80 80 110 699 Email: combitrade@combitrade.de Contact: Andreas Schou (+49 172 453 5135) Eike Lohmann (+49 151 742 30009) Shipyards Represented EUROPE A&P Tyne (UK) A&P Tees (UK) A&P Falmouth (UK)

Aviles Shipyard (North of Spain) Desan Shipyard (Turkey) Eiffel Industries Marine (France Atlantic Side) Gibdock (Gibraltar) La Nuova Meccanica Navale Srl (Italy) MTG Dolphin (Bulgaria) Nauta Shipyard (Poland) MIDDLE EAST Heisco (Kuwait) 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 ST Engineering Marine (Singapore) INDIAN OCEAN Colombo Dockyard (Sri Lanka) FAR EAST CHI Dalian (China) CHI Nantong (China) CHI Shanghai (Changxing + Huajing + Donggou) (China) CHI Zhoushan (China) CHI Guangdong (China) CSSC Guangzhou Huangpu Shipyard (China) Zhoushan Xinya Shipyard, Zhoushan (China) Jinhai Shipyard, Zhoushan (China) Fujian Huadong Shipyard, Fuzhou (China) Beihai Shipyard, Qingdao (China) CUD, Weihai (China) CSSV Guangxi Shipbuilding, Qingdao (China) CSBC Koahsiung (Taiwan) CSBC Keelung (Taiwan) Mitsubishi Heavy Industries (Japan) Hyundai Mipo Dockyard (Korea) ORIENT SHIPYARD CO. LTD (HQ) Busan & Gwangyang Shipyard (Korea) Sam Kang Shipbuilding & Conversion (Korea) CENTRAL AMERICA Caribbean Drydock (Cuba) Caribbean Dockyard (Trinidad & Tobago) SOUTH AMERICA SIMA, Callao (PERU) Cotecmar, Mamonal (Colombia) Tsakos Industrias Navales (Uruguay) Special Services Edilcom Ou – worldwide (Thickness Measurement, Flying Squad), Entirely Shipping & Trading - Romania (afloat voyage repair/main engine overhaul), Marine Technical Services (MTS) - worldwide (Port Repair, Voyage Repair), Marcontrel – worldwide (Port Repair, Voyage Repair and Electric Cargo Crane Automation), Marship (afloat repair with own berth/voyage repair in European ports/yards), STEP Consolidated – workshops in Brazil, Portugal and South Africa(Port Repair, Voyage Repair incl Flying Squads) M.M. Shipping - Whole Indian Coast (port/voyage repair/spares supply) Seagull Marine – SE Asia (Port Repair, Voyage Repair, specialised in PBCT propeller), Kwang-Youn-Gi Engineering Co. Ltd – Taiwan (Repair workshop with flying squad), Alnmaritec (Aluminium-Workboats), Port Marine Contractors (PTY) LTD – South Africa (Port Repair, Voyage Repair), Pasras - Balboa (port repair, specialised in ship’s automation / main engine remote & safety) Pro Nautas. Leer (Germany) (nautical equipment, SAT communication & IT on board) Loewe Marine, Bremen (Germany) (newbuilding & repair, rudder & stearing gear, ECO design) Bacviet, Haiphong (Taiwan) (port and voyage repair incl spare parts) New Hai An Marine Engineering, Shenzhen (China) (port repair, afloat incl steel renewal, piping & electrical repairs & tank cleaning) Shanghai Marine Technology (China) (specialized in port repair, voyage repair) Hatchtec Marine Service, Shanghai (China) (specialized in hatch cover/deck crane/windless/winch/roro/grab)

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 60 – www.shipandoffshorerepair.com

Agents Contact Directory Boilerman International Service, Shanghai (China) (boiler repair/heat exchangers) Kingfisher Marine Service, Shanghai (China) (supply & general service, supervision & engineering) SeaTec Ship Service, Shanghai (China) (3d-scan, project design, service repair, maintenance, supervision, engines, boilers) worldwide diver support and port repairs

GERMANIA SHIPYARD AGENCY GMBH Schauenburgerstr. 35, 20095 Hamburg, Germany Tel: +49 40 300 877 99 Fax: +49 40 303 826 07 Email: germania@shipyard-agency.de Web: www.shipyard-agency.com Contacts: Christof Gross, Eliane Tietz, Oliver Kirmse Shipyards North America/Central America/Caribbean Chantier Davie Canada Inc. Quebec ,Canada Detyens Shipyard Charleston,USA MEC Repairs, S.A., Panama Seaspan Vancouver Drydock, Canada Seaspan Victoria Shipyards Company Ltd, Canada TNG Talleres Navales del Golfo, Veracruz Mexico South America SPI Astilleros S.A.; Argentina Far East DSIC Changxingdao Shipyard Co., Ltd. Dalian Huarun Dadong Dockyard Co.,Ltd, China PaxOcean Engineering Zhoushan Co Ltd, China PaxOcean Shipyard Pte. Ltd, Singapore PaxOcean Asia – Pertama, Indonesia Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd, China Yiu Lian Dockyards Limited, Hongkong Yiu Lian Dockyards (Shekou) Limited, China Zhoushan IMC YY Shipyard Persian Gulf Drydocks World – Dubai LLC, UAE Med/Black Sea Bulyard Shipbuilding Industry EAD, Bulgaria Carell S.A., Greece Chantier Naval de Marseille, France San Giorgio del Porto Genoa, Italy Sefine Shipyard, Turkey Europe Atlantic/Baltic Astander, Santander, Spain Astican, Gran Canaria, Spain Baltyard, Gdynia Bredo Dockgesellschaft mbH, Germany Blohm+Voss B.V. & Co. KG Harland&Wolff HI. Belfast, UK HSOG LTD. UK Oresund Drydocks, Sweden Pregol Shipyard Kaliningrad Afloat Companies Bludworth Marine, USA BMT Repairs, Spain Drydocks World Global Offshore Services, UAE DSK Co., Ltd Korea, afloat repairs, engine service, drydocking Greentec Marine Engineering Co., Ltd; Turnkey installation, design or supervision for BWTS and Scrubber HON Marine, Malaysia Longkong Marine Engineering Co., Ltd, China Oceantrans Marine Services Co. Ltd, China Offshore Inland Marine & Oilfield, LLC, USA On Site Alignment, Supervision for Alignment and shaft works MarineService Hirthals A.S., Denmark Metalock Brasil ROG Rotterdam Offshore Group, Netherlands Subsea Global Solutions Halifax, Canada Subsea Global Solutions Vancouver, Canada Subsea Global Solutions Miami, USA Subsea Global Solutions Los Angeles, USA Subsea Global Solutions Seattle, USA Subsea Global Solutions Tampa, USA

Subsea Global Solutions Houston, USA Subsea Global Solutions Panama Subsea Global Solutions Curacao Netherlands Antilles Subsea Global Solutions, Trinidad and Tobago Trident BV. Netherlands Trident Italia Trident Malta Trident Spain Trident UAE UMA Marine Group, India VICUS DESARROLLOS TECNOLOGICOS S.L., shipdesign and performance upgrades Spares and Equipment Brightsun Marine Pte. Ltd, Singapore LAB S.A., scrubber maker SunRui Marine Environment Engineering Company, China 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: groffice@apaltd.gr 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: info@giavridisgroup.gr 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)

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: main@resolute.gr 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 4, Kifisias Avenue, 1st Floor, 15125, Marousi Tel: +3021 0428 2552 Email: mail.gr@umarwsr.com Web: www.umarwsr.com Companies Represented – Shipyards Caribbean Dockyard - Trinidad & Tobago Chengxi Shipyard - Shanghai, China Ciramar - Dominican Republic Colombo Dockyard Ltd - Sri Lanka Detyens Shipyards - Charleston, South Carolina, USA Dormac Marine & Engineering - Capetown/Durban, South Africa EDR Antwerp - Belgium Fayard A/S - Munkebo, Denmark German Dry Docks - Bremerhaven, Germany Guangzhou Wenchong - South China Harland and Wolff Heavy Industries - Belfast , N. Ireland HRDD Dockyard - Shanghai, China International Ship Repair - Tampa, Florida, USA Loyd Werft - Bremerhaven, Germany MTG Dolphin - Varna, Bulgaria Netaman Repair Group - Tallinn, Estonia Papua New Guinea Dockyard - Papua New Guinea Zhoushan IMC YY - China Zhoushan Nanyang Star Shipbuilding - China Shanhaiguan Shipyard - North China Dalian Shipbuilding Industry Marine Services (DSIC) - North China Underwater and Afloat Avalontec Engineering - Singapore Atlantis Marine Services LLC - Fujairah, UAE Zener Maritime - India, Singapore Subsea Global Solutions - Brazil, Curacao, Los Angeles, Miami, Panama, Trinidad Technodive Ltd - Greece Trident BV - The Nederlands, Las Palmas, Italy ROG Ship Repair - Rotterdam Underwater Contractors PTE-Singapore Underwater Contractors -Spain RIMS BV Argus Marine Services - Columbia

ADVERTISE WITH US THIS YEAR SORJ

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 18 Issue 1 – Page 61

Agents Contact Directory N-Kom Paxocean Engineering Zhoushan

Italy

CAMBIASO RISSO SERVICES SAM

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: shipyard@bcagy.it Web: www.bancosta.it Contact: Fabio Bertolini Mobile: +39 335 8078217 Contact: Daniele Perotti Mobile: +39 335 7366801 Contact: Giovanna Ximone Mobile: +39 335 7366802 Companies Represented Ardent Salvage (The Netherlands) Asaba shipyard (Equatorial Guinea) Astilleros Cernaval, Algeciras (Spain) Astilleros Mario Lopez, Malaga (Spain) Chengxi Shipyard (China) CMR Tunisie (Tunisia) Colombo Dockyard (Sri Lanka) Cromwell & C. (Argentina) Damen Shiprepair & Conversion •Damen Shiprepair Amsterdam (The Netherlands) •Damen Shiprepair Oranjewerf, Amsterdam (The Netherlands) •Damen Shiprepair Brest (France) •Damen Shipyards Den Helder (The Netherlands) •Damen Shiprepair Dunkerque (France) •Damen Shiprepair Harlingen (The Netherlands) •Damen Oskarshamnsvarvet (Sweden) •Damen Shiprepair Van Brink Rotterdam (The Netherlands) •Damen Shiprepair Rotterdam (The Netherlands) •Damen Shiprepair Vlissingen (The Netherlands) •Damen Shipyards Sharjah-Albwardy Marine Engineering (UAE) • Damen Curacao shipyard • Damen Mangalia (former Daewoo Mangalia) • Damen Verolme (former Keppel Verolme) 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) Ibercisa (Spanish winches and deck machinery producer) Komas-Korean Maritime Repairs Service (South Korea) Malaysia Marine & Heavy Engineering (Malaysia) MSR Gryfia Shiprepair Yard (Poland) Pregol Shiprepair Yard - Kaliningrad (Russian Federation) Qingdao Beihai Shipyard (China) Riga Shipyard (Latvia) Sasebo Heavy Industries (Japan) Shanghai Shipyard (China) Sociber (Chile) SYM (Barcelona, Spain - Santo Domingo, Dominican Republic) ST Marine Underwater Shipcare, Singapore, Zhoushan Xinya Shipyard (China)

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Gildo Pastor Center, 7 Rue du Gabian, MC 98000, Monaco Switchboard: + 377 98801360 Fax: + 377 97987848 Email: tech@cariservice.com Web: www.cambiasorissoservice.com Contact: Massimiliano (Max) Iguera Direct Line: +377 98 801361 Mobile: +33 640 623327 Private email: max@cariservice.com Contact: Giovanni Palumbo Direct Line: + 377 98801362 Mobile: +33 640616602 Contact: Nicolò Iguera Direct Line: + 377 98801364 Mobile: +33 640623184 Companies Represented ASMAR, Chile China Shipbuilding Corporation (Taiwan) • Kahosiung Shipyard • Keelung Shipyard Cosco Shipping Heavy Industry • Cosco Dalian Shipyard • Cosco Guangdong Shipyard • Cosco Nantong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Qidong Offshore • Cosco Shipping Ppa, Greece • Cic Changxing Shipyard • Cic Boluomiao Shipyard • Nacks • Dacks • Cic Jiangsu Dakarnave (Senegal) Detyens Shipyard (USA) DDW Shipyard Paxocean Batam DDW Paxocean Shipyard Singapore 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), 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) Sefine Shipyard (Turkey) Tersan Shipyard (Turkey) Todd Pacific Shipyard (Seattle) Tsakos Indusrias Navales (Montevideo, Uruguay) Tuzla Shipyard (Turkey) Unithai Shipyard & Engineering (Thailand) Western India Shipyard (India)

STUDIO TECNICO LONOCE

Le Montagne7, Av. De Grande Bretagne, MONACO - 98000 Contact: Mr. Lorenzo Lonoce Tel: +377 93258673 Mobile: +33 640 615643 Email: info@gme.mc Companies Represented Keppel Shipyard Keppel Philippines • Batangas Yard • Subic Shipyard

Monaco

VICTORIA MARITIME SERVICES CAMBIASO RISSO SERVICES SAM

Gildo Pastor Center, 7 Rue du Gabian, MC 98000, Monaco Switchboard: + 377 98801360 Fax: + 377 97987848 Email: tech@cariservice.com Web: www.cambiasorissoservice.com Contact: Massimiliano (Max) Iguera Direct Line: +377 98 801361 Mobile: +33 640 623327 Private email: max@cariservice.com Contact: Giovanni Palumbo Direct Line: + 377 98801362 Mobile: +33 640616602 Contact: Nicolò Iguera Direct Line: + 377 98801364 Mobile: +33 640623184 Companies Represented ASMAR, Chile China Shipbuilding Corporation (Taiwan) • Kahosiung Shipyard • Keelung Shipyard Cosco Shipping Heavy Industry • Cosco Dalian Shipyard • Cosco Guangdong Shipyard • Cosco Nantong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Qidong Offshore • Cic Changxing Shipyard • Cic Boluomiao Shipyard • Nacks • Dacks • Cic Jiangsu 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) 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 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) Sefine Shipyard (Turkey) Tersan Shipyard (Turkey) Todd Pacific Shipyard (Seattle) Tsakos Indusrias Navales (Montevideo, Uruguay) Tuzla Shipyard (Turkey) Unithai Shipyard & Engineering (Thailand) Western India Shipyard (India)

7 Avenue des Papalins, MC 98000, Monaco Tel: +377 99995160 Email: shiprepair@victoriamaritime.com Web: www.victoriamaritime.com Contact: Luca Spinelli-Donati, Julia Sandmann, Carlo Spinelli-Donati,

Maurizio Taviani Shipyards Represented Art Shipyard (Turkey) ASRY (Bahrain) ASTANDER (Spain) ASTICAN (Spain) Besiktas Shipyard (Turkey) BLRT Group: • Tallinn Shipyard (Estonia) • Turku Repair Yard (Finland) • Western Shipyard (Lithuania) Cammell Laird (UK) Chantier Naval de Marseille (France) Dongsung Engineering & Shiprepair (Korea) Dormac (South Africa and Namibia) Fujian Huadong Shipyard (China) 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 • Estaleiro Jurong Aracruz (Brazil) Shanhaiguan Shipyard (China) TANDANOR (Argentina) Talleres Navales del Golfo (Mexico) Yu Lian Dockyards (Hong Kong) Zhoushan Xinya Shipyard (China) Marine Service Companies Represented Elettrotek Kabel (Italy) Harris Pye Group (UK) PBM (Croatia) SES Marine Services (Singapore) Turbo-Technick Repair Yard (Germany)

The Netherlands

ESMA MARINE AGENCIES B.V.

Kuiperbergweg 35, 1101 AE Amsterdam, The Netherlands Tel: +31 20 3121350 Email: shiprepair@esma.nl Web: www.esma.nl Contact: Marcus Weggeman Direct: +31 20 3121353 Mobile: +31 6 51408082 Contact: Atie Witte Direct: +31 20 3121366 Companies Exclusively Represented EUROPE Lisnave – Setubal – Portugal Gemak Group – Istanbul -Turkey Netaman-Riga-Latvia Netaman-Tallinn-Estonia West Sea Viana Shipyard – Viana do Castelo – Portugal

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 62 – www.shipandoffshorerepair.com

Agents Contact Directory 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

AYS SHIPREPAIR / PC MARITIME M. +31 6 47 952 452 T. +31 85 0160 635 E. hilka@aysshiprepair.nl hilka@pcmaritime.nl W: www.aysshiprepair.nl Slenerweg 108, 7848AK Schoonoord, The Netherlands Shipyards: EUROPE: Bulgaria Bulyard Gibraltar Gibdock Germany Bredo Drydocks Ireland Harland and Wolff Sweden Oresund Dry Docks Turkey Kuzey Star NORTH AMERICA – CARIBIC: Canada East Davie - Quebec Canada West Seaspan - Vancouver

Seaspan - Victoria US Eastcoas Detyens Bahamas Grand Bahama Shipyards PERSIAN GULF: Abu Dhabi Abu Dhabi Ship Building AFRICA: Namibia EBH – Walvisbay South Africa Dormac Capetown

Dormac Durban ASIA: Korea Orient Shipyard – Busan AUSTRALIA: NS Wales Thales CHINA: Hong Kong Yiu Lian Dockyards Shekou Yiu Lian Dockyards(Shekou) Zhoushan Yiu Lian Dockyards( Zhoushan) Qingdao Qingdao Beihai Dalian DSIC Ship Repair Services: Spain BMT Netherlands Rotterdam Ship Repair Germany German Ship Repair

US /GoM Offshore Inland Houston Bludworth Marine Panama Unity Marine Services Brasil Mapamar Malaysia Hon Marine Singapore Singatac HongKong Longkong Marine Shanghai Oceantrans Marine Services Worldwide Trident divers

AIMSS V.O.F

Thoornseweg 92, 4854 EH Bavel, The Netherlands Tel: +31 76 889 20 42 E: enquiries@aimss.nl W: www.aimss.nl Contacts: Sami Golestanian E: sg@aimss.nl | Mobile: +31 6 28 96 38 48 Onno Kramer E: ok@aimss.nl | Mobile: +31 6 27 28 90 98 Shipyards • ASL- Indonesia • Asmar- Chile • Cammell Laird- UK • Nasco- China • Oman Drydock- Oman • Southern African Shipyard (SAS)- South Africa • Tersan- Turkey • TNG- Mexico • Wooseung- Korea Marine Services • Atlantida- Spain (Underwater Services) • Jobson- Italy (Afloat Repairs) • Macor- France (LSA Services) • Mikrotech- China (Scrubbers) • NICO - UAE (Afloat, Underwater & Voyage Repairs) • PMS- Panama (Afloat Repairs) • Riding Squad- Romania • TGA- Singapore (Galley Equipment) • Van Bodegraven- The Netherlands (Electric Motors) • Winkong- China (Afloat, Underwater & Voyage Repairs) • Zebec Marine- India (Marine Consultancy)

ADVERTISE WITH US THIS YEAR SORJ

Email: tom.lindstrom@lmagency.no 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

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ULRIK QVALE & PARTNERS AS

Norway

JML SHIPYARD AGENCY

Norra Hamngatan 38, 457 40 Fjällbacka, Sweden Tel: +46 525 310 83 Contact: Jens Larsson, Managing Director Mobile: +46 702 20 37 41 Email: jens@jmlshipyardagency.com Contact: Markus Larsson, Partner Mobile: +46 702 20 37 43 Email: markus@jmlshipyardagency.com Contact: Tomas Järund, Business Development Manager Mobile: +46 704 45 50 87 Email: tomas.jarund@jmlshipyardagency.com Web: www.jmlshipyardagency.com Shipyards Represented Europe Lloyd Werft, Bremerhaven, Germany Sefine Shipyard, Tuzla, Turkey San Giorgio del Porto, Genoa, Italy Chantier Naval de Marseille, France Middle East Drydocks World, Dubai Far East PaxOcean, Singapore & Batam Chengxi Shipyard, Jiangyin, China Guangzhou Wenchong Shipyard, China PaxOcean, Zhoushan, China DSIC Marine Services, Dalian, China Changhong International Shipyard, Zhoushan, China US, Canada & Caribbean Talleres Navales del Golfo, Veracruz, Mexico Ciramar Shipyard, Dominican Republic Chantier Davie, Quebec, Canada Caribbean Dockyard, Trinidad & Tobago Afloat Repair Global Offshore Service, Dubai UAE Offshore Inland, US Gulf/Mexico

LINDSTRØM MARINE AGENCIES AS

Thorøyaveien 32, 3209 Sandefjord, Norway Tel: +47 3344 6567 Fax: + 47 3345 4371 Mobile: +47 9188 5803

Hoffsveien 13, 0275 Oslo Tel: +47 22511616 Email: post@uqp.no Web: www.uqp.no Contact: Oivind Qvale or Kjell Jacobsen Shipyards Represented: Europe: A&P Falmouth (UK) A&P NorthEast – Tees & Tyne (UK) Bredo Drydocks (Germany) Gemak (Turkey) Lisnave (Portugal) Nauta Shipyard (Poland) Africa: Dakarnave (Senegal) Dormac Marine & Engineering (South Africa) Americas: Asmar (Chile) Grand Bahama Shipyard (Bahamas) Renave Industrial Group (Brazil) Seaspan Vancouver Shipyard (Canada) Asia: ARAB Shipbuilding and Repair Yard (ASRY) CHI Dalian Shipyard (China) CHI Guangzhou Shipyard (China) COSCO Shipping Shipyard (NANTONG) CO Ltd (China) CHI Shanghai Shipyard (China) CHI Xidong (China) CHI Zhoushan Shipyard (China) HSD Marine (Singapore) Japan Marine United Corp (Japan) Australia: Forgacs Henderson Dockyard (Australia)

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: apapol@apaltd.com.pl 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)

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 18 Issue 1 – Page 63

Agents Contact Directory LITHUANIA, LATVIA, ESTONIA, POLAND, RUSSIA, UKRAINE

Russia

ORCA MARINE UAB Silutes plentas 95A, LT-95112, Klaipeda, Lithuania Tel: +370 46 246430 Mobile: +370 650 40900 Email: info@orca-marine.eu Web: www.orca-marine.eu Contact: Viktoras Cernusevicius Shipyards: ASABA Shipyard (Malabo, Equatorial Guinea); ASMAR Shipyard (Chile); BRODOTROGIR D.D. Shipyard Trogir (Croatia); CARENA (Abidjan, Ivory Coast); CHANTIER NAVAL de MARSEILLE (France); COLOMBO Dockyards (Sri, Lanka); COSCO Shipyards Group: • COSCO Dalian (China); • COSCO Nantong (China); • COSCO Shanghai (China); • COSCO Zhoushan (China); • COSCO Guangdong (China); • COSCO Lyanungang (China); DAVIE (Quebec, Canada); DETYENS Shipyard (N. Charleston, USA); DONG SUNG Engineering & Shiprepair (S.Korea); DAMEN Shiprepair Group: • DAMEN Shiprepair Dunkerque (France); • DAMEN Shiprepair Oranjewerf Amsterdam (Netherlands); • DAMEN Shiprepair Brest (France); • DAMEN Shiprepair Den Helder (Netherlands); • DAMEN Shiprepair & Conversion Rotterdam (Netherlands); • DAMEN Shiprepair Vlissingen (Netherlands); • DAMEN Shiprepair Amsterdam (Netherlands); • DAMEN Shiprepair Harlingen (Netherlands); • DAMEN Oskarshamnsvarvet (Sweden); • DAMEN Shiprepair Van Brink Rotterdam (Netherlands); • DAMEN Shiprepair Curacao (Curacao, Dutch Antilles).

ENAVI Reparos Navais (Rio de Janeiro, Brazil); EBH NAMIBIA (Walvis Bay, Namibia); FAMA Group (Cyprus); GIBDOCK (Gibraltar); HARLAND & WOLFF (Belfast, UK); SEMBCORP (Singapore); MEC Shipyards (Panama); NARP Shiprepair: • Hidrodinamik Shipyard (Tuzla, Turkey) • Kiran/Erkal Shipyard (Tuzla, Turkey) • Hat-San Shipyard (Yalova, Turkey) • Tersan Shipyard (Yalova, Turkey) • Sefine Shipyard (Yalova, Turkey)OMAN DRYDOCK (Oman); SIMA (Peru); SAN GIORGIO del PORTO (Genova, Italy); TANDANOR (Buenos Aires, Argentina); TSAKOS Industrias Navales (Montevideo, Uruguay); ZAMAKONA Yards: • Zamakona Pasaia (Spain); • Zamakona Las Palmas (Canary Isl., Spain); Marine Service Companies: ARGO NAVIS (Greece) - Marine consulting & engineering (BWTS, SOxNOx); CHINAPORT CLEANSEAS - de-slopping, cleaning (China); DGS Industrial & Naval (Brazil) - afloat repairs; ELSSI - Drug & Alcohol Testing; ONE NET - satelite communications, bridge equipment service; ONE TECH - technical service; RANDOX - Drug & Alcohol Testing; SHANGHAI WILLING - repair & conversion management in China.

SYM - afloat repairs & marine services.

WSR SERVICES LTD 353900, Novorossiysk 10, Kommunisticheskaya str., 1st Floor Tel: +749 9918 4307 Email: mail.ru@umarwsr.com Web: www.umarwsr.com Companies Represented - Shipyards ASRY - Bahrain Caribbean Dockyard - Trinidad & Tobago Chengxi Shipyard - Shanghai, China Ciramar - Dominican Republic Colombo Dockyard Ltd - Sri Lanka Dakarnave - Dakar, Senegal Detyens Shipyards - Charleston, South Carolina, USA Dormac Marine & Engineering - Capetown/Durban, South Africa EDR Antwerp - Belgium Fayard A/S - Munkebo, Denmark Gemak Shipyard - Turkey German Dry Docks - Bremerhaven, Germany Guangzhou Wenchong - South China Harland and Wolff Heavy Industries - Belfast , N. Ireland HRDD Dockyard - Shanghai, China Hutchison Ports TNG (Talleres Navales del Golfo S.A.) - Vera Cruz , Mexico International Ship Repair - Tampa, Florida, USA Lisnave Estaleiros Navais - Setubal, Portugal Loyd Werft - Bremerhaven, Germany MTG Dolphin - Varna, Bulgaria Netaman Repair Group - Tallinn, Estonia Papua New Guinea Dockyard - Papua New Guinea Sembcorp Marine Repairs & Upgrades - Singapore Sociber - Valparaiso, Chile Zhoushan IMC YY - China Zhoushan Nanyang Star Shipbuilding - China Shanhaiguan Shipyard - North China Dalian Shipbuilding Industry Marine Services (DSIC) - North China Underwater and Afloat Avalontec Engineering - Singapore Zener Maritime - India, Singapore Subsea Global Solutions - Brazil, Curacao, Los Angeles, Miami, Panama, Trinidad Technodive Ltd - Greece Trident BV - The Nederlands, Las Palmas, Italy ROG Ship Repair - Rotterdam Atlantis Marine Services LLC - Fujairah, UAE Underwater Contractors PTE-Singapore Underwater Contractors -Spain RIMS BV Argus Marine Services - Columbia

Singapore

HRDD Dockyard - Shanghai, China Hutchison Ports TNG (Talleres Navales del Golfo S.A.) - Vera Cruz , Mexico International Ship Repair - Tampa, Florida, USA Netaman Repair Group - Tallinn, Estonia Zhoushan IMC YY - China Shanhaiguan Shipyard - North China Zhoushan Nanyang Star Shipbuilding - China Dalian Shipbuilding Industry Marine Services (DSIC) - North China Underwater and Afloat Technodive Ltd - Greece Trident BV - The Nederlands, Las Palmas, Italy Atlantis Marine Services LLC - Fujairah, UAE Underwater Contractors -Spain Argus Marine Services - Columbia

Sweden

JML SHIPYARD AGENCY

Norra Hamngatan 38, 457 40 Fjällbacka, Sweden Tel: +46 525 310 83 Contact: Jens Larsson, Managing Director Mobile: +46 702 20 37 41 Email: jens@jmlshipyardagency.com Contact: Markus Larsson, Partner Mobile: +46 702 20 37 43 Email: markus@jmlshipyardagency.com Contact: Tomas Järund, Business Development Manager Mobile: +46 704 45 50 87 Email: tomas.jarund@jmlshipyardagency.com Web: www.jmlshipyardagency.com Shipyards Represented Europe Astander, Santander, Spain Astican, Las Palmas, Spain Lloyd Werft, Bremerhaven, Germany MSR Gryfia Shipyard, Szczecin, Polen Sefine Shipyard, Tuzla, Turkey San Giorgio del Porto, Genoa, Italy Chantier Naval de Marseille, France Middle East Drydocks World, Dubai Far East PaxOcean, Singapore & Batam Chengxi Shipyard, Jiangyin, China Guangzhou Wenchong Shipyard, China PaxOcean, Zhoushan, China DSIC Marine Services, Dalian, China Changhong International Shipyard, Zhoushan, China US, Canada & Caribbean Talleres Navales del Golfo, Veracruz, Mexico Ciramar Shipyard, Dominican Republic Chantier Davie, Quebec, Canada Caribbean Dockyard, Trinidad & Tobago Afloat Repair Global Offshore Service, Dubai UAE Offshore Inland, US Gulf/Mexico

Switzerland

WSR SERVICES LTD 1557 Keppel Road, 03-16 Block C, Singapore 089066 Tel: +65 315 81050 Email: mail.sg@umarwsr.com Web: www.umarwsr.com Companies Represented - Shipyards Caribbean Dockyard - Trinidad & Tobago Chengxi Shipyard - Shanghai, China Ciramar - Dominican Republic Colombo Dockyard Ltd - Sri Lanka Detyens Shipyards - Charleston, South Carolina, USA Dormac Marine & Engineering - Capetown/Durban, South Africa EDR Antwerp - Belgium Fayard A/S - Munkebo, Denmark Guangzhou Wenchong - South China

ENCOMPASS MARINE LIMITED 26 Flour Square, Grimsby NE Lincs, DN31 3LP United Kingdom Tel: +44 (0) 1472 245500 Fax: +44 (0) 1472 245511 Email: services@encompassmarine.com Web: www.encompassmarine.com Contacts: David Maitland, Jon Thompson Diving & Marine: Kath Ridley, Alan Jagger

Shipyards Represented ART (Tuzla, Turkey) Asaba Shipyard (Malabo, Equitorial Guinea) Cammell Laird Shiprepairers (Merseyside, UK) Chengxi Shipyard (Jaingyin & Xinrong, China) Grand Bahama Shipyard (Freeport, Bahamas) Guangzhou Wenchong Dockyard (Guangzhou, China) Hidramar Shipyards (Canary Isles, Spain) Hidrodinamik Shipyard (Tuzla, Turkey) Keppel Philippines Marine (Philippines) • Keppel Batangas Shipyard (Batangas) • Subic Shipyard (Subic) 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) Zhoushan IMC-YongYue Shipyard (Zhoushan, China) Zhoushan Xinya Shipyard (Zhoushan, China) Diving & Marine Service Companies Represented Atlantis Marine Services (Fujairah, UAE) Blay Marine Tech (Spain) Hellenika (Bulgaria) Komas (Korea) KET Marine (The Netherlands) Link Instrumentation (UAE & Singapore) Marine Technical Services (Poland) Maritime Shipcleaning Rotterdam NARP Ship Repair (Turkey) Rentong Marine (China) South Bank Marine Charts (Grimsby, UK) Underwater Shipcare (Singapore) Underwater Contractors Spain (Spain) Zener Maritime (Rotterdam, Mumbai, Singapore) Over 200 diving stations worldwide

Turkey

TURMAR Marine Survey Consultancy and Shipping Inc. Inonu Cad. Turaboglu sok. Hamdiye Yazgan Is Merkezi No.4 Kat.3 Kozyatagı 34742 Istanbul, Turkey Phone : +90 216 411 45 75 Fax : +90 216 302 50 87 Email: turmar@turmarmarine.com Web: www.turmarmarine.com Contact: Burc Canga +90 533 266 31 00 Igor Sumchenko +90 532 212 74 81 Companies Represented Goltens DMI Optimarin Norwater AMI Heat Exchangers Dalian Cosco Rikky Ocean Engineering Zhejiang Energy Marine Environmental Technology Shipyards Represented ART Shipyard – Turkey Astander Shipyard – Spain Astican Shipyard – Canary Islands Besiktas Shipyard – Turkey Chantier Naval De Marseille – France Cosco Shipyard Repair Group – China Heisco Shipyard - Kuwait Hyundai Mipo Dockyard Co. Ltd. – South Korea Hyundai Vinashin Shipyard – Vietnam MYO Shipyard – Turkey San Giorgio Del Porto – Italy Sefine Shipyard – Turkey Tersan Shipyard – Turkey Yardgem Shipyard – Turkey

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 64 – www.shipandoffshorerepair.com

Agents Contact Directory Shipyards Represented (China) COSCO Dalian Shipyard DSIC Marine Services Shanhaiguan Shipyard Xixiakou Shipyard Qingdao Beihai Shipyard COSCO Shanghai Shipyard Huarun Dadong Dockyard SUD Shipyard CHI Nantong Shipyard Nantong Ruitai Shipyard Chengxi shipyard (Jiangyin) Changhong International shipyard Longshan shipyard Zhejiang Eastern Shipyard (ZESCO) COSCO Zhoushan Shipyard Fujian Huadong shipyard You Lian Dockyards Shekou, Guangzhou Wenchong Dockyard COSCO Guangdong Shipyard CSSC Guangxi Shipyard

U.A.E

• Nasco- China • SNC- Romania • Southern African Shipyard (SAS)- South Africa • TNG- Mexico Marine Services: • Atlantida- Spain (Underwater Services) • Macor- France (LSA Services) • Mikrotech- China (Scrubbers) • On Site Alignment- The Netherlands (Alignment) • PMS- Panama (Afloat Repairs) • RIMS- The Netherlands (Inspection with Drone) • ROG- The Netherlands (Afloat Repairs) • Riding Squad- Romania • TGA- Singapore (Galley Equipment) • Van Bodegraven- The Netherlands (Electric Motors) • Winkong- China (Afloat, Underwater & Voyage Repairs) • Wortelboer- The Netherlands (Anchors & Chains) • Zebec Marine- India (Marine Consultancy)

Churchill Tower 1, Business Bay, Office 1403, Dubai, U.A.E. T:+971 4338 8918 Email: mail.ae@umarwsr.com Web: www.umarwsr.com Companies Represented - Shipyards Caribbean Dockyard - Trinidad & Tobago Chengxi Shipyard - Shanghai, China Ciramar - Dominican Republic Colombo Dockyard Ltd - Sri Lanka Detyens Shipyards - Charleston, South Carolina, USA Dormac Marine & Engineering - Capetown/Durban, South Africa EDR Antwerp - Belgium Fayard A/S - Munkebo, Denmark Guangzhou Wenchong - South China HRDD Dockyard - Shanghai, China Hutchison Ports TNG (Talleres Navales del Golfo S.A.) - Vera Cruz , Mexico International Ship Repair - Tampa, Florida, USA Netaman Repair Group - Tallinn, Estonia Zhoushan IMC YY - China Zhoushan Nanyang Star Shipbuilding - China Shanhaiguan Shipyard - North China Dalian Shipbuilding Industry Marine Services (DSIC) - North China Argus Marine Services - Columbia

United Kingdom

AIMSS GROUP LTD

71-75 Shelton Street, London, WC2H 9JQ, United Kingdom E enquiries@aimss.co.uk W aimss.co.uk Contacts: Sami Golestanian E sg@aimss.co.uk | M +44 74 72 40 40 21 Onno Kramer E ok@aimss.co.uk | M +44 74 75 542 642 Shipyards: • ASL- Indonesia • Cernaval- Spain

A. P. & A. Ltd

32 The Mall, London W5 3TJ, United Kingdom

WSR SERVICES LTD

Tel: +44 20 8840 8845 Fax: +44 20 8840 8843 Email: ship@apanda.com 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: calvey@calveymarine.co.uk Web: www.calveymarine.co.uk Contact: Steven Black Mobile: +44 (0) 7885 217869 Contact: Suzanne Black Mobile: +44 (0) 7867 785957 Companies Represented AMI Exchangers (Hartlepool) Beihai Shipyard (Qingdao) Beihai Lifeboats (Qingdao) Bredo Shipyards, (Germany) Brightsun Group (Singapore) ` Cassar Ship Repair (Malta) Chengxi Shipyard (Jiangyin) Chengxi Shipyard (Xinrong)

Changxing Shipyard (Shanghai) CHI Shipyards (China) Ciramar Shipyard (Dominican Republic) Davie Shipyard (Quebec) Diesel Marine International (Worldwide) Drydocks World Dubai (UAE) Drydocks World Dubai Global Offshore Services (UAE) Fujian Shipyard – Huadong Guangzhou Wenchong Dockyard Greens Power (UK) JinHai Shipyard (Zhoushan) Co.,Ltd.China Lisnave Shipyard (Portugal) Nauta Shiprepair (Gdynia, Poland) North East Ship Repair, (Boston) North East Ship Repair (Philadelphia) 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 Professional Manpower Supply (Panama) Shanhaiguan Shipyard (North China) Seatec Repair Services – (Worldwide) Tersan Shipyard – (Tuzla, Yalova) UMC International, (Worldwide) Vancouver Shipyard - (Vancouver) Victoria Shipyard – (Victoria) Viktor Lenac Shipyard (Croatia) Worldwide Underwater Services Yiu Lian Dockyards (Hong Kong) Yiu Lian Dockyards (Shekou) Yiu Lian Dockyards, Zhoushan, China Young & Cunningham Valves (North Shield)

ENCOMPASS MARINE LIMITED 26 Flour Square, Grimsby, NE Lincs, DN31 3LP, United Kingdom Tel: +44 (0) 1472 245500 Email: services@encompassmarine.com Web: www.encompassmarine.com Contacts: David Maitland, Jon Thompson Diving & Marine: Kathryn Ridley, Alan Jagger Shipyards Represented ART (Tuzla, Turkey) Asaba Shipyard (Malabo, Equatorial Guinea) Besiktas Shipyard (Yalova, Turkey) BLRT Group • Tallinn Shipyard (Tallinn, Estonia) • Turku Repair Yard (Turku, Finland • Western Shipyard (Klaipeda, Lithuania) Cammell Laird Shiprepairers (Merseyside, UK) Chengxi Shipyard (Jaingyin & Xinrong, China) ENA Shipyard (Martinique) Guangzhou Wenchong Dockyard (Guangzhou, China) Hidramar Shipyards (Canary Isles, Spain) Hidrodinamik Shipyard (Tuzla, Turkey) ISR Repair & Marine Service (Tampa, USA) Keppel Shipyard (Singapore) Keppel Philippines Marine (Philippines) • Keppel Batangas Shipyard (Batangas) • Subic Shipyard (Subic) Orient Shipyards (Busan/ Gwanyang, Korea) Shanhaiguan Shipyard (Qinhuangdao, China) West Sea Viana Shipyard (Viana de Castelo, Portugal) Zhoushan IMC-YongYue Shipyard (Zhoushan, China) Zhoushan Xinya Shipyard (Zhoushan, China) Diving & Marine Service Companies Represented Atlantis Marine Services (Fujairah, UAE)

Blay Marine Tech (Spain) Hellenika (Bulgaria) Komas (Korea) KET Marine (The Netherlands) Keyser Technologies (Singapore) Link Instrumentation (UAE & Singapore) Marine Technical Services (Poland) Maritime Shipcleaning Rotterdam Malin International Ship Repair (Texas, USA) Metalock Brasil (Brasil) Metalock Engineering DE (Germany) NARP Ship Repair (Tuzla, Turkey) South Bank Marine Charts (Grimsby, UK) Talleras Industriales (Panama) Techcross BWMS (Korea) Underwater Contractors Spain (Algeciras, Spain) Underwater Shipcare (Singapore) Zener Maritime (Rotterdam, Mumbai, Singapore) Over 200 diving stations worldwide

EMCS INTERNATIONAL LTD

(MLC2006 Approved/ISO9001:2015 Accredited) Marion House 9 Station Road Port Erin, Isle of Man IM9 6AE United Kingdom Tel: +44 1624 833955 Group email: enquiries@emcs.co.im Web: www.emcs.co.im Contact: Steve George/Richard George Mobile: +44 7624 492 716 Contact: Amanda Green (North East UK Representative) Tel: 0191 5160010 Mobile: +44 77363 18126 Services Provided Labour Supply for afloat (“riding teams”)/shipyard/offshore repairs and maintenance All trades provided including welders, platers, mechanical/ engine fitters, pipefitters, scaffolders, riggers, blaster/painters, tank cleaners, electricians plus chargehands and foremen.

Consultancy Services/Vessel Inspections Diving Services Worldwide (For diving enquiries contact Jamie Skillen +44 7624 232916) Companies Represented Electro Partners NV - Electrical/Electro Mechanical Workshop and Vessel Based Repairs (Antwerp/NW Europe) Navicom Marine Limited – Radio/Navigation Equipment Repairs and Spares (Malta) Marine Marketing Int (agent for IOM only) Course Managed Ship Superintendents’ Training Course. (For all enquiries and reservations contact Cheryl Reeday) Sister Company Ramsey Shipping Services: Above and below waterline repairs at Ramsey Shipyard, Isle of Man and ship’s agency services

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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 18 Issue 1 – Page 65

Agents Contact Directory 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: jholloway@lrmidland.com Web: www.lrmidland.co.uk Contact: Jon Holloway Shipyards Represented Astander (Spain) Sembcorp Marine – (Singapore) Sembcorp Marine Admiralty Yard Sembcorp Marine Tuas Boulevard Yard Oresund Drydocks - (Sweden) Cantieri del Mediterraneo - (Italy) Grand Bahama Shipyard (Freeport) Estaleriro Jurong Aracruz (Brazil)

Zhoushan Haitong Tank Cleaning (Shanghai, China) Versitec Shaft Seals, (Port Colborne, Canada) TruMarine Group (Rotterdam, Singapore, Tianjin, Shanghai, Zhoushan, Guangzhou, Dubai) PMax One Services (Singapore)

United States

L&R MIDLAND INC.

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: sales@seadockmarine.com Web: www.seadockmarine.com Contact: George D. Skinitis Companies Represented Blohm+Voss B.V. &. Co. KG (Hamburg, Germany) TURBO-TECHNIK GmbH & Co. KG (Wilhelmshaven, Germany) Dynamic Co. (Athens, Greece) Metalships & Docks S.A. (Vigo, Spain) Ozata Shipyard (Turkey) EMDEN DOCKYARD, Emden Germany NAVALINK Srl, Constanta, Romania RUITAI SHIPYARD Co. Nantong, China IMC YY, Zhoushan, China

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

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: repair@marine.marketing Web: www.marine.marketing Contact: Mike McMahon, Katie Grummett, Jen Buckley, Alex Cesca Companies Represented Shipyards Abu Dhabi Ship Building (Adu Dhabi, UAE) Baltyard (Gdynia, Poland) Carell SA (Piraeus, Greece) CARENA (Abidjan, Ivory Coast) CARIDOC (Chagueramas, Trinidad) ChengXi Shipyard (Jiangyin, China) CSBC Corporation (Kaohsiung, Taiwan) CIC Shipyards Group (China) CMR Tunisia (Menzel Bourguiba, Tunisia) Cotecmar, (Cartagena, Colombia) Colombo Dockyard (Colombo, Sri Lanka) Detyens Shipyard (Charleston, USA) EBH South Africa (Capetown & Durban, South Africa) Namdock (Walvis Bay, Namibia) EDR Shipyard (Antwerp, Belgium) Malaysia Marine & Heavy Engineering (Pasir Gudang, Malaysia) MTG Dolphin (Varna, Bulgaria) Navalrocha SA (Lisbon, Portugal) Oman Drydock Company, (Duqm, Oman) Qingdao Beihai Shipyard, (Qingdao, China) Shanhaiguan Shipyard (Qinghuangdao, China) Guangzhou Wenchong Dockyard (Guangzhou, China) Marine Services BIO-UV Ballast Water Treatment (Lunel, France) Boilerman Ltd (Shanghai, China) Estonian Rope Access Solutions ERAS (Tallin, Estonia) Kwang Youn Gi Engineering (Kaohsiung, Taiwan) Laser Cladding Technologies (Worksop, UK) Marine Services and Shipping MSS (Farnham, UK) PB Asher (Southampton, UK) Singatac Engineering (Singapore and Bintan, Indonesia) Sinco Automation (Singapore, Indonesia, Taiwan, Malaysia) Sunrui Balchlor Ballast Water Treatment (Qingdao, China) Shanghai Willing (Shanghai, China)

SIMPLEX AMERICAS LLC

SHIP REPAIRERS & SHIPBUILDERS LTD The Manor Grain Store, Eastleach, Cirencester, Gloucestershire GL7 3NQ Tel: +44 (0) 1367 860 050 Mobile: +44 (0) 7767 690 704 Email: ship@shiprepairers.co.uk Web: www.shiprepairers.co.uk Contact: Roderick Wordie Tel: +44 (0) 7767 690704 Contact: Marie McClure Tel: +44 (0) 7765 228984 Companies Represented Asmar (Punta Arenas, Chile) Asmar (Talcahuano,Chile) Asmar (Valparaiso, Chile) ASRY (Bahrain) Barkmeijer Shipyards (Netherlands) Dakarnave (Senegal) Dormac Cape Town (South Africa) Dormac Durban (South Africa) Dormac Walvis Bay (Namibia) FAYARD (Denmark) Gemak (Turkey) Gibdock (Gibraltar) Hong Kong United Dockyard (HK) Huarun Dadong (Shanghai) NICO International (Fujairah, Dubai & Abu Dhabi) ST Engineering Marine (Singapore) Tsakos (Uruguay) Agencies Cleanship Solutions EMCS & SESmarine Lagersmit SPS Technology

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VOGLER MARINE AGENCIES LLC

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: info@simplexamericas.com 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 underwater SKF 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

20 Bartles Corner Road, Flemington New Jersey 08822, USA Tel: +1-908-237-9500 Fax: + 1-908-237-9503 Email: shiprepair@vogler.net Contact: Donald W Vogler Shipyards Exclusively Represented ASRY Arab Shipbuilding and Repair Yard (Bahrain) DORMAC Pty. Ltd. (Durban, Cape Town, Richards Bay, Saldanha Bay, Walvis Bay South Africa) SOCIBER (Chile) ASMAR Shipyards CHILE (Talcahuano, Punta Arenas and Valparaiso) Shiprepair Companies Exclusively Represented Metalo ck do Brasil Ltda. (Brazil)

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Page 66 – www.shipandoffshorerepair.com

Maintenance and Repair Solutions for the World Fleet Where the Atlantic meets the Mediterranean

Phone: +351 265 799 363 E-mail: comercial@lisnave.pt 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 www.lisnave.pt

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