SORJ Vol 18 Issue 3 Aug / Sep 2020 by A&A Thorpe

The Official Journal of the International Association of Shiprepair Agents

ISSN 2515-6179

Volume 18 - Issue 3 - Aug/Sep 2020

Page 2 â&#x20AC;&#x201C; www.shipandoffshorerepair.com

SORJ (Ship and Offshore Repair Journal) Welcome to the August/September edition of SORJ (Ship and Offshore Repair Journal), in which the main features are Northern Europe and Containerships. All the regular sections are also included. This issue, as was the case with the June/July issue, is now available to view or download on our new website – www.shipandoffshorerepair.com. All back issues are also available. Hard print copies of the journal are still sent out, so if you want to use the website instead of receiving the hard copy – please let us know.

FRONT COVER 4 The Official Journal of the International Association of Shiprepair Agents

ISSN 2515-6179

Volume 18 - Issue 3 - Aug/Sep 2020

12 15 20 30 32

Repairs Shipyards Offshore Services Underwater Machinery Repairs

45 48 51 55 73 75

Ballast Water Management Emissions

Containership North Europe Dockgate Contact Directory

Front Cover: The Front Cover of this issue shows the Russian LNG tanker Boris Vilkitsky , which is part of the Yamal LNG project, entering the large graving dock at Denmark’s FAYARD, Munkebo. The ship is operated by Greece’s Dynagas. This graving dock is one of the largest in northern Europe (315/415 m x 90 m) and can accommodate large ships up to VLCC size as well as semi-submersible drilling rigs.

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

Volume 17 Issue 5 – Page 3

Repairs Rocktree to manage bulk carrier conversion Singapore-based Rocktree, a one-stop solutions provider for turnkey projects from concept to medium to long-term operations, has announced its appointment by Abu Dhabi Ports’ maritime services arm, SAFEEN, to design and manage the conversion of a post-panamax bulk carrier into a transhipment vessel. Rocktree has also been engaged by SAFEEN to provide technical management and crewing services for the vessel since its delivery. Work to convert the 101,648 dwt Niki is currently in progress at China’s Cosco Guangzhou shipyard and is scheduled for completion during the fourth quarter of 2020, when the trans-shipper will be renamed Hafeet. When delivered, the vessel will provide a vital link in the supply of iron ore for Abu Dhabi-based Emirates Steel. From January 2021, the 253 m long Hafeet will trans-ship iron ore from bulkers up to Newcastlemax size (210,000 dwt) in deep water anchorage onto 12,000 dwt self-propelled, self-discharging barges (shuttle feeders), which will feed the Emirates Steel plant at Musaffah Port. Hafeet will also have capacity to store iron ore pellets inside seven cargo holds while waiting for the shuttle feeders. Rocktree CEO Daniele Pratolongo, said, “We are delighted to have been selected by such an important client to design this transhipment vessel, oversee the conversion project and be entrusted with the initial ship management on behalf of SAFEEN.” Head of Abu Dhabi Ports Maritime Cluster and SAFEEN CEO, Capt. Adil Banihammad, said, “We are very positive about this latest project which is in line with our vision of expansion into the Transhipment sector of maritime business. The Transhipment contract serving Emirates Steel, adds one more feather to SAFEEN’s cap after the on-going management of a similar project in West Africa.” Mario Terenzio, Managing Director of Rocktree Consulting, led the way in transhipment in the Arabian Gulf back in 1998. He said, “The success we achieved for GIIC (now Bahrain Steel) with its pioneering iron ore transhipment operation, positions us well to serve SAFEEN’s requirements.” Rocktree is recognised for its local knowledge and the technical and operational expertise gained from developing some 38 floating logistics solutions, including floating cranes, self-discharging vessels, trans-shippers, and one

Gibdock maintains services during COVID-19

The Hafeet in China’s Cosco Guangzhou shipyard of the world’s largest floating terminals. The Rocktree and SAFEEN technical teams are working with the shipyard and equipment suppliers on the design, which will feature a new cargo handling facility and ancillary equipment consisting of four 32 tonne SWL grab cranes, two double hoppers, a 3,000 tonne/hr conveyor system, and one luffing/slewing barge-loader. The vessel will also be fitted out with three new diesel generators and additional mooring and fendering systems. Additional steel work will add 2,328 tonnes to the vessel’s lightweight. “The trans-shippers we design are geared to provide our clients with an edge over their competitors. We achieve this by way of devising, designing and operating effective logistics solutions and services across the supply chain to industry,” said Terenzio. “We identify the customer’s requirements, carry out pre-feasibility studies and designs, and take on the full project and operational management, to ensure works are carried out smoothly and efficiently.” In November last year, Rocktree completed the front-end engineering and design (FEED) for a new floating terminal for Australia’s Metro Mining Limited. The FEED work formed part of an updated Definitive Feasibility Study (DFS) for the Stage 2 expansion of the Bauxite Hills Mine, about 95 kms north of Weipa, Queensland. Metro Mining aims to increase bauxite exports from about 3.5m tonnes to 6m tonnes/year by 2022. Looking ahead, Pratolongo said, “With a diverse team of professionals committed to delivering quality and innovation, we anticipate Rocktree’s presence in other areas will grow. We not only expect further expansion in the regions in which we currently operate – Russia, Indonesia, Australia – but also in the Middle East.”

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Gibraltar’s Gibdock has overcome the challenges posed by the current global health crisis, completing an extensive two-vessel drydocking and maintenance project for regular customer Shearwater GeoServices. The yard carried out repairs to two seismic research vessels - the 12,550 gt Oceanic Sirius, drydocked for 14 days in Dock 1, and the 10,146 gt SW Empress, which remained in Dock 2 for 26 days before being moved to South Mole for testing and sea trials. According to Richard Beards, Managing Director, Gibdock, the projects went smoothly despite the company facing changes to working practices following the coronavirus pandemic. “Our workforce has done a commendable job, rising to the occasion to prove that we will continue to carry out complex projects on time and within budget even while adhering to new COVID-19 measures. In fact, our work on Oceanic Sirius was completed two days ahead of schedule, which shows just how well we have adapted.” Built in 2011 and sailing under the Norwegian flag, the Oceanic Sirius measures 106 m by 28 m and features solid streamer for accurate data collection. Shearwater’s SW Empress, also registered in Norway, was built in 2015. The 1A*-Ice Class vessel is 113 m long and 26 m in breadth and has capacity for up to 22 streamers. Gibdock performed comprehensive maintenance and repair work on the two vessels. On Oceanic Sirius, ship repair manager Alejandro Vilches Alarcón oversaw the replacement of the electric propulsion motors and generator and the renewal of the hull’s anti-fouling coating. Meanwhile, on SW Empress, Filip Tsankov supervised underwater repairs, the upgrade of the seismic handling system and the maintenance of pipework and lifesaving appliances. The ship was also rebranded, with its name changed from Polar Empress to SW Empress and its hull repainted in Shearwater colours. Both vessels have now resumed operations, performing large-scale three-dimensional surveys in waters around the globe. Beards explains why Shearwater chose to rely on Gibdock to prepare its vessels for a speedy return to service, “We have a longstanding

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Volume 17 Issue 5 â&#x20AC;&#x201C; Page 5

Repairs

The SW Empress entering Gibdock association with Shearwater, and in times like these, they wanted a partner who knew their vessels inside out and could provide quick and reliable repair works. From our perspective, we’re delighted to be able to strengthen our relationship with such an important client, helping them to serve their own customers in marine acquisition.” Gibdock’s work on Oceanic Sirius and SW Empress is the latest in a series of projects it has undertaken in the offshore survey segment, with the shipyard consolidating its position as a regional hub for value-added repair and maintenance tasks in recent years. “Complex projects like this one provide a welcome boost to Gibraltar PLC, creating jobs and revenue that benefit the local economy and reinforce the territory’s status as a centre for maritime and offshore activities,” says Beards.

Activities at N-KOM continue to grow Established in 2008, Qatar’s Nakilat-Keppel Offshore & Marine (N-KOM) is a joint-venture between the world’s largest LNG fleet owner Nakilat and a global leader in offshore rig design, construction and repair, ship repair and conversion – Singapore’s Keppel Offshore & Marine. The Erhama Bin Jaber Al Jalahma shipyard is currently operated by N-KOM, boasting state-of-the-art facilities with three Q-Max sized docks (two graving docks and one floating dock), berthing capacity of 3.15 kms and cryogenic cleanrooms, which make it wellequipped to handle the complexities associated with repairs of modern, sophisticated vessels. The yard’s expertise in handling gas tankers has attracted many LNG tankers for routine drydocking and membrane repairs at its facility that is strategically located within Ras Laffan Port in Qatar, home to the world’s largest and

busiest LNG export terminal. To date, N-KOM has delivered in excess of 1,100 marine and offshore projects in a safe, reliable and timely manner to clients from around the world. N-KOM has also completed in excess of 230 gas tanker routine drydocking and repairs at its facility, including retrofits of specialised systems such as BWM systems and the world’s first ME-GI conversion on one of the world’s largest Q-Max LNG tankers. Since opening, the shipyard has completed over 20 green shipping solutions projects (BWM system installations and scrubber retrofits) for various types of vessels such as LNG and LPG tankers as well as VLCCs. N-KOM is currently expecting the arrival of several oil and gas tankers for maintenance, routine drydocking inspections and BWM system installations in the coming months. The yard has also received several enquiries from shipowners for vessels that were typically booked with Far East shipyards and that are now enquiring the availability of drydocking space at N-KOM. N-KOM showcased steady performance despite the global pandemic. Over 70 marine and offshore projects have been completed during the first half of 2020, and approximately two-thirds of the completed projects comprise of shiprepair and maintenance of various types of vessels including oil and gas tankers. The team is kept busy with more than 20 other projects still on-going at the shipyard. Currently, there are several vessels at the yard for repairs and maintenance works as well as repair and maintenance on-going for an unprecedented number of jack-up rigs. Since the start of the year to date, N-KOM has also successfully delivered over 20 onshore and offshore projects. The successful delivery of two major fabrication projects of offshore structures for Qatar’s oil and gas further showcased N-KOM’s comprehensive capabilities in supporting the local oil and gas industry. The yard delivered a major fabrication project for Qatar Petroleum’s Bul Hanine Redevelopment (Phase B) in November 2019, which was awarded by McDermott Eastern Hemisphere Limited (MEHL). Amongst the most complex offshore projects undertaken at N-KOM, the scope involved the fabrication of several largescale offshore structures such as an 877 tonne topside, offshore jacket, piles, deck extensions, subsea piping spools and subsea valve skids. The most recent delivery by N-KOM in February 2020 was the fabrication of approximately 5,000 tonnes of additional

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The LNG tanker Al Nuaman and GDI’s jackup rig Halul in N-KOM living quarters, the first of its kind constructed locally in Qatar, for Qatargas’ North Field Bravo (NFB) Living Quarters Expansion Project. Awarded to N-KOM by Rosetti Marino, the project work scope includes the construction of a four-legged jacket and piles weighing approximately 2,200 tonnes that will support the new living accommodation platform weighing approximately 2,800 tonnes comprising of five decks, a fully equipped helideck, six bridge links to existing living quarters, services and utilities. The safe and successful delivery of these projects that were fully constructed in Qatar without any lost time injury (LTI), signify a historic milestone for the country. These accomplishments further demonstrate N-KOM’s expertise, capabilities, and resources for handling the fabrication of large and complex offshore structures. Currently at the yard are more than 10 jack-up rigs, as well as on-going for major modification/upgrade of Tidewater’s fleet of OSVs/PSVs. The challenge during this current situation is - prior to any vessel berthing at N-KOM, strict measures must be followed as part of the mandatory obligation from the authorities and additional requirements that go above and beyond compliance.

Cruiseship repairs at MMHE July this year saw two unusual visitors at Malaysia’s Malaysia Marine & Heavy Engineering (MMHE) repair yard facility in Pasir Gudang – the 23,287 gt 1990-built cruise vessel Asean Paradise, owned by Singapore’s Universal Ship Management and the 48,312 dwt 2012-built semi-submersible heavy transport vessel Forte, owned by Holland’s Boskalis. Both vessels underwent general repairs.

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YEARS

08.05.2019 13:43:33

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Repairs

A busy scene at Metalships – with the Bourbon Oceanteam 101 (Far right)

Meanwhile, also recently at the yard were three LNG tankers, more fitted to the yard’s usual visitors. The ships involved were the following: • Southern Cross – 171,800 m3 capacity 2015-built LNG tanker, owned by Japan’s Gemini LNG Shipping (Mitsui OSK Lines) • SCF Melampus – 170,000 m3 capacity 2015- built ice-class 1C LNG tanker, commercially managed by Sovcomflot UK and technically managed by SCF Management Services, Dubai • Puteri Delima – 73,519 m3 capacity 1995-built LNG tanker, owned by Malaysia’s MISC, Kuala Lumpur

Cruise repairs at GIN Cruiseship repair projects by Italy’s Genova Industrie Navali (GIN), which has repair facilities in Genoa (Italy) and Marseilles (France), have been the backbone of recent operations. Reinforcing its position as one of Europe’s leading cruise shiprepair and conversion specialist, Genoa’s San Giorgio del Porto, Genoa recently repaired three such vessels during late July: • Nautica – 30,277 gt 2000-built, owned by Oceania Cruises • Marina – 66,084 gt 2011-built, owned by Oceania Cruises • Seven Seas Navigator – 28,802 gt 1999-built, owned by Regent Seven Seas Cruises Meanwhile, Chantier Naval de Marseille (CNdM), Marseille recently secured a number of Norwegian Cruise Line owned vessels for

repair during the COVID-19 pandemic. In the yard during late July were the 145,655 gt sisterships Norwegian Breakaway, built in 2013, and Norwegian Getaway, built in 2014. Work on the latter involved the refit of the bridge and passenger cabins, as well as the fitting of an exhaust gas scrubber system and the fitting of new propellers. Meanwhile, later in 2020 CNdM will drydock the 155,873 gt 2010-built Norwegian Epic, the 91,740 gt 2001-built Norwegian Star and the 92,250 gt 2002-built Norwegian Dawn.

Metalships continues ‘scrubber’ installation work “Following the successful drydocking, steel renewals and installation of scrubbers on-board F&L Schiffahrt’s 11,424 dwt containership Kornett and her sistership Laura Ann, Spain’s Metalships, Vigo has been approached by several German shipowners interested in this type of installation project for Sietas type 168 containerships and there is now a strong possibility of new orders on these types of projects,” according to Metalships’ Pablo de Celis. Following the completion of these projects, Ership’s 6,968 dwt chemical tanker Covadonga underwent her third Special Survey with several mechanical work such as tailshaft withdrawal, rudder removal, overhaul of port and starboard windlass, including machining of shafts, and turbochargers overhaul.

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Albacora’s 7,748 dwt reefer vessel Salica Frigo underwent her fourth Special Survey, including some major works such as the installation of 87 m3/hr Cathelco Evolution BWM system, cargo hold treatment, hatch cover maintenance, tailshaft withdrawal and full blasting. Metalships received another ship from German shipowner, Briese, through Delft Schiffahrt’s 12,767 dwt general cargo vessel BBC Michigan that underwent her second Special Survey. Apart from regular scope of work, crane wires were exchanged. Bourbon’s 7,000 dwt CSV Bourbon Oceanteam 101 recently returned to the yard after being built by Metalships in 2007. Ship was alongside making important repairs while getting ready for her next project.

Besiktas relies on regular customers After a grey period of COVID-19, a great deal of projects, which had received class extension, are now planned to arrive to Besiktas shipyard for their scheduled work. Besiktas Shipyard has kept busy with many repeated customers during this summer – Denmark’s Maersk Tankers and Italy’s Grimaldi Group have both continuously had more than one vessel at the yard during the last three months. Apart from above mentioned long-term business partners, Besiktas has also won regular contracts from various companies involving the following ships: • Medalta Adventurer – 30,727 dwt chemical tanker, owned by MOL UK • Gas Honour - 10,315 dwt Ethylene/LPG tanker, owned by Benelux Overseas • Crude Centurion – 112,863 dwt tanker, owned by Stealth Maritime • Cala Palma – 16,024 dwt reefer vessel, owned by Seatrade • Cala Pedra – 16,024 dwt reefer vessel, owned by Seatrade • Apageon – 52,483 dwt bulk carrier, owned by Centrofin • BW Kestrel – 49,999 dwt chemical tanker, owned by Norway’s Hafnia BW • NBA Millet - 81,600 dwt bulk carrier, owned by Japan’s NYK • Ievoli Fast – 6,843 dwt chemical tanker, owned by Italy’s Marnavi, The volume of business has mainly comprised BWM system and scrubber installations, with

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Volume 17 Issue 5 â&#x20AC;&#x201C; Page 9

Repairs the yard normally accommodating some 9-10 vessels at the same time, half these projects involving such retrofits. According to current estimates, this trend is expected to continue until the end of 2021. Improved capacity of the yard’s workshops and sustained enhancement of the yard’s infrastructure are the key factors of yard’s continuous success. Meanwhile, ART Shipyard, which is part of the Besiktas Group, is currently experiencing a busy period, mainly thanks to a growing reputation and a reliable production team. The yard is filling up its orderbook with drydocking and retrofit projects from established clients from different regions around the world. Beside routine survey items - silicone hull painting, ballast tank upgrading work and accommodation interior renovations, are also requested by many ship owners and completed to full satisfaction of the owner involved. ART Shipyard has already completed more than 90 repair projects and 40 BWM system installation projects. Starting from June, ART Shipyard welcomed Statu Shipping’s 38,852 dwt bulk carrier Can Yücel for routine drydocking work and 120 tonnes steel renewal, and Arkas’s 22,049 dwt containership Vento di Scirocco for a standard drydocking, which included silicone hull painting. Since the start of the year, Borealis Maritime has visited the yard with three vessels, the

third project, the 12,756 dwt chemical tanker Portola was in the yard for Alfa Laval BWM system installation. From Greece, Sea Traders’ 38,852 dwt bulk carrier Toxotis was in the yard, undergoing Erma First BWM system installation, cargo hold treatment and hatch covers’ maintenance. AM Nomikos’s 60,948 dwt bulk carrier vessel TN Sunrise entered the yard for standard drydocking, cargo hold treatment and hatch covers’ maintenance. Donnelly Tanker Management’s 37,817 dwt chemical tanker Mount Everest and 74,540 dwt chemical tanker Hafnia Australia underwent second special surveys and Alfa Laval BWM system installation. ART Shipyard also recently welcomed Kopping Reederei’s 15,317 dwt containership Rachel Borchard for 90 tonnes of steel renewal her fourth special survey and the same work scope on-board the 15,299 dwt Charlotte Borchard. The 15,313 dwt Ruth Borchard will be third in a row from Kopping Reederei. Orion Reederei’s 61,288 dwt bulk carrier Ultra Daniella has been docked for routine drydocking works and cargo hold treatment. From Italy, Marwave Shipmanagement’s 20,005 dwt chemical tanker Peonia has been in the yard for her third special survey and ballast tank treatment. ART Shipyard has also recently carried out ballast tanks treatment and steel renewal works on Premuda SPA’s 37,320 dwt chemical tanker Alice I. Also, the 23,456 dwt bulk carrier sister vessels Four Nabucco

The main Besiktas shipyard in Yavlova

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and Four Otello completed their stay for Sunrui BWM system installation. ART Shipyard recently welcomed four D’Amico’s vessels in the shipyard the 49,990 dwt chemical tanker High Loyalty, the 46,847 dwt chemical tanker High Priority, the 60,550 dwt bulk carrier Medi Egeo and the 39,202 dwt bulk carrier Cielo di Valparaiso. From the same owner, the 37,064 dwt bulk carrier Cielo di Dublino was in the yard for BWM system installation, second special survey and cargo hold treatment. The 36,060 dwt bulk carrier Cielo di Ulsan will shortly be sixth vessel to enter the yard from Italy’s D’Amico. Other recent repair projects have included: • Eske – 3,074 dwt chemical tanker, owned by Turkey’s Besiktas Shipping, for BWM system installation and second special survey • Nord Gemini – 81,870 dwt bulk carrier, owned by Japan’s Hisafuku Kisen, for cargo hold treatment • Sunny Star – 37,857 dwt chemical tanker, owned Scorpio Marine, for Ocean Guard BWM system installation • Valle di Navarra – 40,218 dwt chemical tanker, owned by Italy’s Navigazione Montanari, for standard docking • IVS Knot - 33,143 dwt general cargo vessel, owned by Island View • Altesse – 74,103 dwt chemical tanker, owned by Roxana Shipping SORJ

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.

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 11

Shipyards to transform and enhance them in the most

Panama looks for new adequate way for the benefit of the country,” said Panama’s Maritime Minister, Noriel Arauz. operator of Balboa Shipyard France to support La The Panamanian government is seeking a new Ciotat operator of its Balboa Shipyard, located at the Pacific entrance to the Panama Canal. The government has taken over the administration of this strategically located shiprepair facility, on a temporary basis, as it seeks a new operator for the shipyard. Balboa Shipyard is the only major repair facility between San Diego and Valparaiso, and offers three graving docks, the largest of which (330 m x 33 m) can accommodate vessels up to Panamax size, prior to the increasing of the lock sizes. The yard’s second graving dock measures 135 m x 25 m, while the third drydock is used for tugs and fishing vessels. During 2013 the shipyard re-opened for business under the MEC Shipyard name (formerly Braswell Shipyards) after two years of inactivity. MEC Shipyards had a 20 year concession to run the yard. “We are focused on the search for new business opportunities as well as the reactivation of existing ones, which in other administrations were not given the necessary attention in order

At a formal meeting during July, the local French government announced that it will support an ambitious stimulus plan to accelerate the economic recovery of the yacht refit industry in La Ciotat Shipyard (LCS) following the COVID-19 crisis. This decision is in response to the prevailing uncertain business environment, with the yards operating in La Ciotat expressing the fear that some clients could decide to postpone projects which were initially scheduled for the beginning of the 20/21 refit season. With the financial help of the Département, LCS is therefore offering significant and targeted price cuts to the refit companies operating in La Ciotat as of the autumn of 2020: • A 50% discount on occupation tariffs for public slots ashore from September 15th to November 15th 2020 • A 50% discount on hauling out procedures for yachts from September 15th to November 15th 2020

The Balboa Shipyard on Panama’s west coast

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• The increase of quay usage fees initially scheduled for 1st September 2020 is now delayed until January 1st 2021 ln total, these measures represent a financial contribution of up to €300,000. Following the meeting, Jean-Yves Saussol, CEO of LCS, commented, “I would like to welcome this initiative from the Département des Bouches-duRhône and its President Ms. Martine Vassal, who have once again confirmed their commitment to the development of the maritime industry in La Ciotat. As a result of the COVID-19 health crisis, we are facing major economic uncertainty for the start of the 20/21 refit season. We think that the disclosed measures are likely to encourage yachts to come to La Ciotat during this critical period.” Mr. Wirth, director in charge of ports at the Département, added, “In spite of a challenging budgetary context related to the crisis, the Département is willing to keep a close eye on the development of its harbours. These anticipatory measures have been designed in close co-operation with local companies in order to ensure the optimum economic impact while keeping the public finances under control.” This stimulus plan will now be presented for formal approval by the deliberative body of the Département in the coming weeks.

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12/06/2019 9:26:06

Volume 17 Issue 5 – Page 13

Shipyards

The yard at La Ciotat

MSC takes stake in Palumbo Malta One of the world’s leading cruise ship operators, Italy’s MSC Cruises, has taken a 50% stake in Palumbo Malta Shipyards, one of the Mediterranean’s leading shiprepairers. The yard will now be owned and operated by a joint venture between MSC Cruises and the Palumbo Group. As part of the new joint venture, MSC Cruises will use the Valletta yard for the repair and maintenance of its cruise fleet based in the Mediterranean, as well as the containerships

and ferries operated by Mediterranean Shipping Co. Other cruise lines will still be able to avail themselves of the drydocking facilities of the Maltese repairer. Following the acquisition of 50% of the yard, Palumbo Malta Shipyard will embark on a major facilities expansion and upgrade programme, with much of it aimed at handling the latest generation of large cruise vessels, especially LNG powered vessels. MSC Cruises currently has 12 newbuilding cruise vessels on order at European yards for delivery between 2020 and 2027, of which all are large LNG powered vessels. The Palumbo Group took over the Valletta shipyard in 2010. The yard offers six graving

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docks, with the three largest drydocks measuring 362 m x 62 m x 9.3 m, 262 m x 40 m x 8.5 m and 216 m x 27.4 m x 8.5 m. Recent visitors to Palumbo Malta have included: • Skiathos I – 80,115 dwt 2015-built 6,700 teu capacity containership • Maersk Kowloon – 93,546 dwt 2005-built 7,455 teu capacity containership, owned by Germany’s Conti Holdings and managed by NSB Niederelbe, Buxtehude • Golden Odyssey – 7,600 gt 2015-built super yacht, owned by Saudi Arabia’s Prince Khaled bin Sultan bin Abdul. At 125 m in length this vessel is one of the world’s largest private yachts SORJ

Offshore Allseas completes Tyra project Allseas’ 403,342 gt heavy lift vessel Pioneering Spirit has completed a successful processing and accommodation topsides and flare jackets removal campaign as part of the Tyra Redevelopment Project for Total E&P Denmark. During recent weeks, Pioneering Spirit removed more than 27,000 tonnes of platform facilities from the North Sea’s Tyra gas field, transporting the structures to specialist yards in Denmark and the Netherlands for recycling. The final two structures, flare jackets, will be transferred from Pioneering Spirit to a cargo barge for load-in to the Sagro yard in Vlissingen, Netherlands. The two processing and accommodation topsides and connected facilities were delivered in two earlier trips to the M.A.R.S. recycling yard in Frederikshavn, Denmark. Structures were removed one-by-one in a time-critical sequence of lifts that required Pioneering Spirit to cover hundreds of miles between Denmark, the North Sea and the Netherlands during the two-week execution window. The 14,000 tonne TEA topsides and 7,800 tonne TWA topsides were removed with the vessel’s motion compensated topsides lift system. For the smaller, lighter structures, the vessel’s new aft-mounted 5,000 tonne crane was deployed. After transfer of the flare jackets to a cargo barge in Vlissingen, Pioneering Spirit sailed to Kristiansand, Norway, to prepare for its final removal job of 2020, the Ninian Northern topsides for Canadian Natural Resources International.

The Pioneering Spirit on-site at the Tyra project

The FPSO Glas Dowr Allseas’ role in the redevelopment project covers engineering, preparation, removal, transportation, load-in to shore and recycling of the Tyra East Alpha (TEA) and Tyra West Alpha (TWA) topsides and jackets, integrated production facilities (IPF) module, two flare jackets and monopile. The Pioneering Spirit will return to the Tyra field to remove the TWA jacket in 2021 and the TEA jacket in 2022.

LR wins Bluewater contract Lloyd’s Register (LR) has been contracted by Bluewater Energy Services to provide a comprehensive digital twin and evaluation of an FPSO’s structure, using historical and realtime data of the asset. This will help Bluewater assess operational readiness and redeployment options. LR will do this by delivering a ‘Structural Digital Twin’ model of the Glas Dowr, using its proprietary cloud-based technology that will

determine the FPSO’s global and fatigue hull strength for selected geographical locations through a combination of historical design, operational and measurement data, and realtime in-service performance data. LR’s digital solution, an integration of a multiphysics models, sensor information and design data of the unit, will be used to mirror and predict the status and life of its corresponding physical twin. This will enhance the operation of Glas Dowr, giving Bluewater the ability to comprehend and predict the structural performance at the new field prior to physical redeployment. As the digital twin is designed to continuously collect and process sensor data, it presents a constant evolving picture of the FPSO’s status so Bluewater can assess the asset’s health status at all times. In the first phase, LR will deploy the FPSO Structural Digital Twin using the historical measurement, design and operational data of the unit, in order to run operational scenarios and historical simulations to evaluate the asset’s structural utilisation to train the twin. In the following phase, LR will run a redeployment assessment based on selected future operational scenarios for envisaged redeployments and assess its feasibility based on a calculated structural integrity assessment. “We decided to extend our digital twin programme to include our FPSO Glas Dowr. Our ambition for the structures largely matched with the novel digitalisation services of LR. We are therefore pleased to team up with LR to accelerate assessment for redeployment of this most versatile FPSO, designed and proven to operate in harsh and mild environments with high uptimes and a maintained, strict regulatory and safety regime. This will enable redeployment in most fields across the globe, also including a

Volume 17 Issue 5 – Page 15

Offshore return to its origin, the North Sea,” said Peter Burger, Vice President Technology, Bluewater Energy Services BV. “With Bluewater, we are recreating the way customers obtain business value out of enhancing their assets throughout their lifecycle, from design, production, and redeployment to decommissioning. We are creating cloud-based digital twin technologies, which are at the core of our digital solutions suite, which will deliver outcomes for customers to manage and optimise their offshore assets in operation, reducing their overall operational expenditure,” said Luis Benito, LR’s Marine & Offshore Innovation and Co-Creation Director.

Blue Offshore’s TenneT contract During mid-July the tug Kamarina with the barge CC Atlantique carrying more than 8,000 tonnes of high voltage cable safely arrived in Rotterdam. The cables will form the connection of TenneT’s HollandseKust (zuid) Alpha Platform to the onshore grid. Blue Offshore is proud to be able to contribute to the Dutch energy transition, as it has been awarded the contract by Van Oord to supply a full cable transport spread for both the HollandseKust (zuid) 2020 Alpha and 2021 Beta cable transport campaigns. For this transport Blue Offshore has mobilised the world’s first certified double basket carrousel barge, with each carrousel carrying approximately 4,000 tonnes of cable. The transport took place from Hellenic Cables in Greece to the port of Rotterdam in The Netherlands. For this transport the barge 122 m long CC Atlantique has been chartered

The barge CC Atlantique with the cable onboard

Keppel’s FLNG conversion has 33% less GHG emissions than newbuild The mooring system supplied by Royal IHC by Van Oord. Besides two large carousels and the dedicated control systems, all deck engineering, technical crew and complete mobilisation service was provided by Blue Offshore. In the upcoming phase of the project the cables will be loaded into Van Oord’s cable lay vessel the Nexus for the installation offshore. A spare cable will be delivered to TenneT in Eemshaven. The HollandseKust (zuid) Alpha grid connection must be ready in 2021. Beta is scheduled for completion in 2022. The HKZ wind parks combined will supply 1,500 MW of renewable energy, sufficient to supply up to 3m households with power.

IHC wins Yinson contract Malaysia’s Yinson has awarded Holland’s Royal IHC a contract for the supply of a tandem mooring and offloading system and a riser pull-in system. The equipment will be placed on-board the FPSO Anna Nery. The FPSO is currently being converted from the conventional VLCC Falcon in China’s Cosco Nantong Shipyard. The FPSO will be installed around 150 kms off the Brazilian coast, in a water depth of 930 m. The Anna Nery FPSO will be able to produce 70,000 bbls of oil and 4m m3 of gas/day. The production start-up is scheduled for the years 2022 and 2023. The units will be operated and chartered for 25 years. The innovative design of IHC’s offloading and riser pull-in system minimises the space needed on-board for storage. IHC has a proven track record in the delivery of over 20 turnkey systems of this type world-wide. The tandem mooring and offloading system and riser pull-in system will be delivered next year.

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Singapore’s Keppel Offshore & Marine’s conversion of a LNG tanker into a FLNG unit using a design and execution model jointly engineered by Keppel and Norway’s Golar LNG, is estimated to save approximately 33% of greenhouse gas (GHG) emissions compared to an FLNG new build, according to a study conducted by environmental consultants, Environmental Resources Management (ERM). The study, which assesses the converted FLNG Hilli Episeyo and a new build FLNG of a comparable design and specification, concluded that the converted FLNG saves a total of 63,343 tonnes of GHG emissions. The repurposing of LNGCs into FLNGs contributes to the circular economy, adding decades to the life of the vessel and recapturing value that would have been lost through disposal, as well as reducing the consumption of materials that would have been needed for a new build. For example, utilisation of new steel was reduced by 39% in the converted FLNG Hilli Episyeo, contributing significantly to the reduction in GHG emissions. Chor How Jat, Managing Director (Conversions & Repairs) of Keppel O&M, said, “We are committed to driving cleaner and more sustainable solutions for the offshore, marine and energy industries. As a pioneer of vessel conversions, Keppel O&M promotes a circular economy as well as supports customers in reducing their emissions and achieving significant savings in resource consumption. In comparison to a new build FLNG, a converted FLNG has a smaller carbon footprint, is more cost-effective, and is faster-to-market. Keppel has previously converted several vessels into FSRUs for Golar, and to date, is the only yard trusted by Golar for its FLNG conversion capabilities.” The Hilli Episeyo, the world’s first converted FLNG, has performed consistently, providing proof of concept and attesting to the innovative and reliable solution put forth by Keppel and Golar. The FLNG has maintained 100% commercial uptime since its delivery in 2017, and recently surpassed its 42nd cargo dispatch. Keppel O&M is currently undertaking its

Specialist in repair and conversion

Keppel Shipyard is the trusted partner for the repair and upgrading of a diverse range of vessels. We are the market leader in FPSO, FSO, FSRU and FLNG conversions as well as turret, mooring systems and topside modules fabrication.

Keppel Shipyard Limited (A member of Keppel Offshore & Marine Limited) Volume 17 Issue 5 â&#x20AC;&#x201C; Page 51 Pioneer Sector 1 Singapore 628437 Tel: (65) 68614141 Fax: (65) 68617767 Email: ks@keppelshipyard.com www.keppelom.com

Offshore second FLNG conversion, Gimi, for Golar which is being repurposed for the 20-year BP Greater Tortue Ahmeyim contract offshore West Africa. Iain Ross, CEO of Golar LNG, developer, owner and operator of the FLNG Hilli Episeyo, and of the FLNG Gimi said, “Golar has long understood the merits of repurposing its fleet of high quality assets, having repurposed five vessels over the last 13 years with a further two currently in the process of being converted. The company has never scrapped an asset. The advantages of cost and speed to market have always been well understood and easy to quantify. Golar has consistently believed in the sustainability of this approach too and Keppel’s study now quantifies the environmental advantages of this part of our FLNG business model. Sustainability is integral to Golar’s business strategy and an FLNG conversion solution helps us minimise our carbon and environmental footprint. Use of FLNG also allows our customers to minimise theirs”. Commissioned by Keppel, the study by ERM assesses the converted and new build FLNG across three stages of the project life cycle, namely the end of life of the LNG tanker, repurposing or shipbuilding of the FLNG, and maintenance of the FLNG. Lauding vessel conversion as a recycling best practice for companies, Nat Vanitchyangkul, Asia Pacific Sustainability Lead of ERM shared, “By enabling a second lease of life for vessels, Keppel O&M not only delivers more function from less consumption,

but also helps its customers to defray the environmental impacts caused during vessel decommissioning. This circular economy initiative should be replicated as a best practice by offering businesses the prospect of delivering more sustainable products, as well as securing bottom line savings.” Keppel O&M has an extensive track record in the conversion of vessels. In addition to converting the world’s first FLNG in 2017, Keppel O&M converted the world’s first FPSO in 1981 and the world’s first FSRU in 2008. It has converted 134 production vessels including FPSOs, FLNGs and FSRUs.

N-Sea completes upgrade programme Holland’s N-Sea has completed an investment and upgrade programme of its Renewables and Utilities Department (RUS), the main focus of which is cable management and asset integrity. An experienced and dedicated management team have been installed to oversee this department, and they have completed an upgrade programme of their tools and equipment to enhance its Controlled Flow Excavation (CFE) Capabilities. N-Sea has a proven and respected record in CFE, with the company enjoying a long and successful track-record with the use of noncontact methods for burial, remedial works and cable repair. Coupled with their renowned

The FLNG Hilli Episeyo

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N-Sea’s Quad-prop mass flow excavating tool

survey and engineering capabilities, the asset puts the firm in a strong position when offering their clients turnkey solutions. N-Sea Engineering Manager, Ruud Houtman commented, “N-Sea has recently performed studies and tests which further demonstrate the capabilities of our Twin and QuadProp tools. The results of our study can provide us and our clients the knowledge and confidence that our tools can perform in the environments required. We are also very fortunate to have Management and Operational personnel who have a depth of knowledge for the integrity of cable and the performance of remedial burial, corrective maintenance, and repair to subsea assets.” Renewable and Utilities Operation Manager, Dale McDonald commented, “The investment, time and effort made into the CFE tools within N-Sea is an important step, having these tools available in house enables the RUS department to offer more integrated maintenance and repair services to the renewable sector. Our powerful QuadProp is one of very few CFE tools available on the market with a dedicated launch and recovery system. This system allows for a safer more controlled deployment and offers more stability to the tool whilst in operation.” N-Sea CEO, Arno van Poppel commented, “This investment is only one part of our drive to help asset owners control and maintain the subsea asset during its life cycle and we are excited to be releasing more news regarding our services in the very near future.” SORJ

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 19

Services Hull coatings management climbs agenda amid lay-ups and idling By Paul Bartlett With much of the cruise fleet laid up, tankers coming off long-term storage contracts, and many other ships idling or slow-steaming, hull coatings management is a key consideration in today’s environment. Experts point out that coating systems would originally have been specified based on a ship’s expected activity, speed, and operating profile. Periods of static activity are always a challenge, but particularly so in warm waters off key maritime hubs such as Singapore, Fujairah, Bahamas and the Caribbean. Andy Hopkinson, ex International Paint, is Managing Director of Safinah Limited, a 22-year old coatings consultancy which was taken over in 2018 by Denmark’s TPO Group, a maintenance management specialist. The consultancy has expanded dramatically since acquiring a number of high-ranking marine coatings specialists from leading manufacturers including International Paint, Hempel, PPG and Jotun. Today, the company has 45 coatings specialists including chemists, newbuild consultants, application specialists and most importantly, says Hopkinson, first-hand field experience of coating performance in service. This in-house expertise is backed up by a unique database with details of thousands of drydockings, condition surveys, guarantee surveys and other specific coatings consultancy projects across a broad range of coating products. The database, says Hopkinson, provides an invaluable source of real-life performance records which can be mined in various ways. This can be by ship type, size, operating profile, coating type, manufacturer, application conditions and, ultimately, performance outcomes. Notably, the database can prove particularly useful as a source of information on previous spells of unusual ship operation such as inactivity, for example. This is a key area, Hopkinson explains, because at such times ship operators need actively to manage hull coatings to prevent future issues. They need to decide, for example,

A Safinah consultant inspects the ship’s hull whether to inspect hulls and clean proactively, or undertake speed runs to refresh a self-polishing coating. An option could be to “wait it out” until the end of the static period, thereby saving money in the short term but probably running up a bigger bill for the future. “Inspection is essential,” explains Carl Barnes, also ex International Paint and now Safinah’s General Manager, Marine Consulting. “Animal fouling can be easily removed if caught quickly. However, once barnacles have been on the hull for about a month, their shells will have started to cut through the coating and cleaning to remove them will cause damage. Then, there’s an uphill battle until the next drydocking. Fouling will occur more easily, fuel costs will rise, emissions will increase, and there’s more risk of invasive species translocation. “Speed runs are useful to keep antifouling ‘active’,” he continues, “but there’s a balance of practicality and fuel costs that needs to be considered. We can make active recommendations on speed runs but there’s a need to be careful as it’s not a silver bullet and it’s not guaranteed.”

Upfront and through-life savings Hopkinson, a chemist by background, spent 23 years at International Paint, now an Akzo Nobel subsidiary, in departments including Technical

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Service, Sales Management and Business Development. During those years, International maintained close ties with Newcastle University, a leading marine coatings institution and, notably, Professor Bob Townsend, whose research into hull roughness is as relevant today as then, if not more so. Much has changed since Hopkinson started out. Environmental drivers are much stronger than they have ever been, he explains. In the past, some operators favoured lower technology because of poor payback on premium coatings. Now these decisions are not necessarily purely commercial. Some ship operators invest in advanced coatings technology to keep hulls clean, minimise emissions, and prevent the transfer of invasive species. Hopkinson highlights some of the reasons why owners and operators should take independent coatings advice. “The industry predominantly uses generic specifications for assets which are not designed for easy corrosion protection,” he explains. “And coatings are applied using technology that is 50 years old, reliant on the skill of the applicator, and subject to an often non-expert inspection where the economic appraisal is often based on first cost rather than through-life savings.” That is where Safinah’s database in an unbeatable selling point for the consultancy’s service, Hopkinson claims. Although many projects are covered by non-disclosure agreements, their results are still available anonymously in the company’s knowledge

Services base. He highlights one project completed earlier this year, the results of which have been published and could hardly be more relevant today. The research was commissioned by I-Tech AB, a listed biotechnology company in Sweden which has developed and owns the anti-fouling agent Selektope. This ingredient, which excites the behaviour of marine organisms and stops them attaching to ships’ hulls, has now been incorporated into a range of anti-fouling coatings manufactured by Chugoku, Hempel and Jotun. The aim of the project was to determine the likely extent of animal fouling such as barnacles, mussels and tubeworms on ships’ hulls, and its impact on frictional resistance, power requirements and emissions. I-Tech published a white paper on its findings. The Safinah data, all of which was collated before the COVID-19 virus, was truly shocking in revealing the extent of hard fouling on ships’ hulls. Of the 249-ship sample, 44% of ships had hard fouling covering up to 10% of their underwater hulls. In terms of absolute area, 62% of vessels had hard fouling covering up to 1,000 m2 of their hulls and a further 30% had hard fouling covering up to 4,000 m2 of their hulls. Noting that animal fouling can increase frictional resistance by more than 50%, Safinah’s research indicated that the world fleet is routinely burning far more fuel and generating far higher emissions than necessary. And, in a wake-up call to many owners and operators today, the consultancy said: “Extended static periods are known to be particularly challenging to both biocidal anti-fouling and foul release type coatings.” In conclusion, Hopkinson observes that feeding insight from historical performance into future coating specification and selection is now a real possibility based on fact, rather than coatings companies’ sales pitches.

Risk Intelligence signs with Teekay Norway’s Risk Intelligence has announced that it has signed an agreement with Teekay Shipping for the Risk Intelligence Systems (MaRisk + PortRisk). Teekay operates a sizeable fleet of vessels, including some of the most technologically advanced LNG tankers at sea today. They are committed to providing outstanding ship management and marine services, with safety and security as key pillars of their successful maritime operation. With access to the Risk Intelligence System, Teekay will be joining many other shipping companies, operating world-wide, that are assessing security threats and risks based on intelligence and in-depth assessments from Risk Intelligence. Today, 14.7% of the global merchant fleet in international traffic is operated by Risk Intelligence clients. The licence agreement provide access to the Risk Intelligence System (MaRisk + PortRisk) through a subscription where the client pays in advance for access to the system for twelve months. In general, the Risk Intelligence System licence agreements create recurring revenue, and generate strong cash flow for the Company.

years

of excellence

Maritime Manpower

SHIPYARD PERSONNEL OIL & ENERGY PERSONNEL RIDING SQUADS CREWING 9 Puskin Street, Constanta, Romania T +40 241 586810 F +40 241 586805 www.nedcon.ro Follow us on:

MLC 2006 Approved Certified by Lloyd’s Register

Volume 17 Issue 5 – Page 21

Services

One of the Teekay LNG fleet The Risk Intelligence System is a digital security intelligence solution that has been developed in close collaboration with global businesses established in the fields of shipping, offshore, oil and gas. The digital platform has been designed based on customer needs along with the experienced security risk analysts and developers at Risk Intelligence.

Bolidt launches an antibacterial flooring system Synthetic applications specialist Bolidt is launching an antibacterial flooring system to improve hygiene on passenger ships and help to ensure a smooth return to action for the cruise industry. With cruise owners striving to improve hygiene on-board their vessels, leading ship decking specialist Bolidt has a solution at hand that could make a significant contribution. The Netherlands-based company has developed an anti-microbial flooring that will limit the spread of multi-resistant bacteria on ships and support the safe and successful return of the cruise industry. Originally designed for use in land-based applications such as hospitals and kitchens, the pioneering technology is not only bactericidal but also hygienic and easy to clean. Jacco van Overbeek, director of Bolidt’s Maritime Division,

explains how the current global health crisis led to the solution being considered for cruise vessels. “Our antimicrobial floor cover has consistently demonstrated its value on land in the healthcare sector,” he says. “We had never considered it for marine applications simply because it didn’t seem necessary. Now the pandemic has heightened awareness on cruise ship hygiene, and we have a product ready to

go that could be of great help to cruise lines.” The material is applied as a coating to the Bolideck 525 decking used for indoor spaces on passenger ships. Durable, low maintenance and highly adaptable, the 525 system is already an ideal choice for post-pandemic times, says Van Overbeek. Crucially, it can be designed to incorporate safety messaging, which may take the form of static or dynamic signs, such as social-distancing markers or lights indicating the direction in which guests should queue during embarkation. When combined with the hygienic cover, it can minimise the transmission of viruses in addition to bacteria. Cruise operators and interior designers have already expressed great interest in the antibacterial decking, with Georg Piantino – senior architect at YSA Design, a Bolidt partner – proposing its application as part of a ‘Hybrid Flooring’ concept. Conceived during discussions between YSA and Bolidt, the hybrid floor comprises a layer of carpet fitted on top of the Bolideck 525 system with antimicrobial coating. In the event of a future outbreak, the carpet would be stripped away to reveal the safety markers underneath, also activating the solution’s hygienic and bactericidal properties. “Certain spaces on-board a cruise vessel require plush carpeting to create that luxurious feel, but passenger ships will have to be flexible when they set sail again,” states Piantino. “With the hygiene of Bolidt’s antimicrobial technology, social distance signage and the elegance of

Product testing facilities in the Bolidt Innovation Centre

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Services

a fine carpet, Hybrid Flooring is the perfect example of how vessels can adapt to changing requirements. It will allow a luxury suite to be transformed into a medical area, for instance, in a short space of time and with minimal disruption.” Innovations like Hybrid Flooring and

BV’s collaboration with PSA Marine Bureau Veritas (BV) Marine Singapore, in collaboration with PSA Marine, has successfully completed a remote marine survey for PSA Aspen, an LNG dual fuel PSA Marine harbour tug. Supported by the Maritime and Port Authority of Singapore (MPA), the project marks the first time a harbour tug registered under the Singapore Registry of Ships has undergone a fully accredited annual survey conducted remotely, without a surveyor physically present on-board the vessel. PSA Marine has been working with BV, to innovate and develop new approaches for

the antibacterial covering on which it is based exemplify Bolidt’s role as an enabler to passenger ship interior designers. The company’s flexible, sustainable products have become popular with owners of regular cruises, river cruises and expedition ships. “We are committed to supporting operators through

these challenging times,” says Van Overbeek. “At our recently opened Innovation Centre, we are researching flooring that helps to reduce viral spread not just through safety messaging but thanks to its truly virucidal characteristics.”

digital and remote marine surveys based on BV’s well-developed expertise in this field. With the aid of smart mobile devices and an optimised live-streaming application, the crew on-board PSA Aspen and a surveyor in BV’s Singapore office, were able to communicate effectively and seamlessly to conduct the annual marine survey of classification and statutory requirements. The BV surveyor conveyed instructions live, seeing and recording relevant images and real-time video, while archiving material capability for the electronic survey report. With physical distancing measures and travel restrictions arising from COVID-19, being able to confidently rely on robust remote surveys has become increasingly important. This pilot project

has demonstrated how the capability works in practice to set a template for future delivery. “We are delighted to partner with BV in piloting the first remote annual marine survey for harbour tugs in Singapore. The innovative technologies used in the remote survey have enabled PSA Marine to complete our surveys on schedule despite COVID-19, while ensuring our harbour tugs continue serving our customers without delay or disruptions. Our staff has embraced these changes and technologies with agility and resilience. They are fully supportive of PSA Marine’s continuing efforts to build a smarter, safer and more efficient fleet of the future,” said Peter Chew, Managing Director of PSA Marine. David Barrow, Vice-President, BV, Marine &

Volume 17 Issue 5 – Page 23

Services

A PSA marine engineering officer performing real-time emergency steering test with a BV surveyor via live-streaming application Offshore explains that remote survey delivery was already an important and successful feature of the Paris-headquartered class society’s digitalisation drive, “We were ready to deliver remotely and had started developing a worldwide network of remote survey centres (RSC). We can see that the pandemic has accelerated an understanding of the potential of digitally delivered services. Our work with PSA Marine, focused on delivering pragmatic digital services, is helping to ensure operational continuity while building trust and supporting innovation and Singapore’s digital transformation roadmap.” With the ability to adapt and change being key success factors in the future of the maritime industry, BV and PSA Marine are optimistic that process automation and digital technology such as remote surveys, will increasingly be accepted and adopted as the new normal in a postCOVID world. “Remote surveying technique not only helps us to manage the COVID-19 situation, but also enhances standards of efficiency, safety and sustainability in the ship survey process. Since the onset of COVID-19, MPA has been conducting remote surveys on Singaporeregistered ships. We are encouraged to see this first remote survey for PSA Marine harbour tug and will regularly review technologies as they mature for ship inspections to be carried out in a transparent and reliable manner,” said Goh Chung Hun, Director of Shipping/Marine of MPA.

Kongsberg improves ‘Vessel Insight’ Ship owners and operators using Kongsberg’s Vessel Insight can now improve performance and reporting, and reduce fuel and energy consumption through the new Kongsberg application Vessel Performance. Users will also

achieve increased transparency and awareness about vessel emissions. The Vessel Performance application collects contextualised data from the ship using Kongsberg’s data infrastructure solution, Vessel Insight. The data is used to generate real-time value for users, with tools for reducing fuel consumption and unnecessary running of equipment, optimising equipment maintenance windows, and simplifying reporting according to up-to-date regulatory requirements. “Aside from getting access to contextualised data from your vessels, one of the main benefits of using Vessel Insight is the immediate access to value-adding applications. Vessel Performance will increase the value for customers who are Vessel Insight users and help them reduce costs, utilise their assets better and stay compliant with new regulations,” says Vigleik Takle, SVP Maritime Digital Solutions at Kongsberg Digital. Vessel Performance reduces system and information complexity, improves ship and office communication and operational awareness. All information from the application will be available in the cloud, on the vessel and onshore. The application provides details on fuel consumption and overall energy efficiency levels, benchmarked against historical performance, allowing the crew to exploit opportunities to minimise fuel usage and emissions. Vessel Performance is highly customisable and can be configured to meet specific customer needs across a wide range of vessels. “Kongsberg’s vast experience in vessel and equipment design places us in a leading position in the development of unified applications, delivered seamlessly via Vessel Insight,” says Bård Bjørløw, EVP Global Sales and Marketing at Kongsberg Maritime. “By making efficiency data easily available, Vessel Performance will facilitate vessel and fleet operations, enabling decisions in real time.” In the past weeks, Kongsberg Maritime has experienced an increase in the need for remote support and services to the maritime industry. Now, the group has made their Remote Services solution available to customers using Vessel Insight.

Wärtsilä develops rudder technology Finland’s Wärtsilä, with the consent of all joint Japanese patent holders developing gate rudder technology, has announced the signing of a Licence and Co-operation Agreement

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with Kuribayashi Steamship Co for future development, sales and servicing of the gate rudders. In addition to Kuribayashi Steamship Co, the other patent holders are Kamome Propeller, the National Institute of Maritime, Port and Aviation Technology (NIMPAT, Japan), Yamanaka Shipbuilding, and Professor Noriyuki Sasaki. As an authorised licence holder and partner, Wärtsilä intends to fully integrate gate rudders within its propulsion product designs and focus on global markets outside Japan. By offering gate rudders as an integral part of Wärtsilä’s propulsion offerings for newbuild vessels, compliance with the Energy Efficiency Design Index (EEDI) will be further facilitated. The technology is available for both new build and existing vessels. As an integral part of the design, it will realise synergies in capital and operational savings for ship owners by increasing fuel efficiency, improving manoeuvrability and course stability in both calm and rough sea conditions, while also reducing noise and vibration. This new collaborative partnership will accelerate the deployment of gate rudder systems across all vessel classes. By combining Wärtsilä’s propulsion and machinery integration expertise with the Japanese patent holders’ gate rudder technology and know-how, this new technology will become accessible throughout the marine sector, with ship owners benefiting from the technology concepts. Speaking on the agreement, Lars Anderson, Director, Propulsion, Wärtsilä Marine, said, “At Wärtsilä we are doing our outmost to support our customers as they look for new technologies to reduce operating costs and improve the environmental sustainability of their operations. We see great potential in this gate rudder technology collaboration. Today’s agreement enables us to support the building of better and more sustainable vessels already today, and Kuribayashi Steamship and the Japanese patent holders arne the ideal partners to help us realise this goal.” Sadatomo Kuribayashi, Chairman of Kuribayashi Steamship, added, “Today’s agreement with Wärtsilä is a major step forward in introducing gate rudder technology to the global market, and it helps the shipping industry’s initiatives for sustainable shipping and reduced operating costs. An innovative approach has been taken in creating this new solution for the maritime industry. The first evaluations of vessel performance on Japanese coastal vessels have shown a significant improvement in efficiency and manoeuvrability. We see Wärtsilä, with a strong global presence,

The washable coating

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 shipâ&#x20AC;&#x2122;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 17 Issue 5 â&#x20AC;&#x201C; Page 25

Services and sharing the same commitment for developing cleaner, more sustainable, and efficient marine shipping, as being the ideal partner.” Instead of the traditional rudder arrangement in the propeller slipstream, the gate rudder is a twin arrangement around the propeller, allowing improved fuel efficiency and reduced emissions. The concept is applicable to all current vessels equipped with conventional propellers.

DP inspection service from LOC

Wärtsilä has announced the signing of a Licence and Co-operation Agreement with Kuribayashi Steamship

ABB and Inmarsat combine on autonomous ship By Samantha Fisk ABB and Inmarsat are looking to address the core factors of safe navigation and connectivity for the autonomous ship. There are many components to be considered when looking at how an autonomous ship will operate in the future. Eero Lehtovaara highlights a concern for the industry about the subject, in that, does the industry have a full understanding of the topic of autonomous vessels. He notes that when talking about autonomous shipping that topics get overlapped or boundaries blurred instead of looking at the core of the autonomous ships. “We are putting boundaries on the topic,” he notes and says that the focus is on the intelligence of the ship and not the data. For an autonomous ship to be able to operate the central part for this to happen is the

LOC has announced it has developed a remote DP inspection service, allowing clients to comply with DP trials, regardless of the current limits on travel to vessels. This new service is an extension of the existing DP inspection offer. The remote service enables clients to meet DP systems compliance more efficiently, quickly and cost effectively at this time. The service has

navigation of the vessel. “We need to look at it through its functions,” Lehtovaara says. One of the key criteria when looking at this is the ‘human in the loop’. The human interaction comes into play when you start doing the analysis of systems on-board, “ships already have a large number of functions. It’s how and who does the analysis.” Lehtovaara also notes that one of the big questions surrounding the technology is the social and regulatory matters and how these will also impact how an autonomous ship will function. Satellite communications provider Inmarsat is also coming up against the same issue, of how the human element will fit in with the bigger picture of the autonomous vessel in the future. While it seems clear that there will be the autonomous vessel the degree at which that autonomy will take place may differ to different ship types. Inmarsat sees the autonomous ship will happen in four stages or degrees. Currently, the industry is at what it calls Degree 1 with “support for decision making,” Marco Cristoforo Camporeale, head of maritime digital, Inmarsat comments. “The technology helps to reduce costs, meet with regulations. Some ship managers expect to save 30% or half a million to 10 million a year.” Degree 2 will see remotely controlled ships with crew on-board, and Degree 3 would be remotely controlled with no crew on-board.

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the flexibility to cover different technologies, depending on the client’s preference. The test programme can be spread over time to meet the vessel’s needs and to work around commercial and other commitments, such as charters. The offer is based on the use of integrated technology, allowing continuous, real-time remote monitoring, with trials undertaken by the vessel, in the usual way. The offer can be extended to review the recorded trials data where data communication becomes an issue. This approach ensures clients receive the same level of precision, technical knowhow and expertise as LOC’s traditional ‘in person’ DP offer. The remote DP inspection service is available to clients from all of LOC’s world-wide offices. Furthermore, LOC is continuing to resource physical surveys, on site attendances, offshore and onshore via its global network of specialist consultants based across 191 locations and 55 countries.

Eero Lehtovaara Camporeale highlights that there will be challenges with these scenarios for the industry, these issues mainly being due to the connectivity of the vessels and the required bandwidth. He also comments with Degree 3 the added challenges of if there is a situation of no connectivity, what happens then? The problem of latency and capacity. “Is this degree of connectivity/control something achievable or something that we want? Or do we just want autonomy for when vessels are close to the port,” he comments. At Degree 4 where the vessel is fully autonomous, how the systems would work could potentially see that for an ocean-going vessel that whilst it was at sea would have limited connectivity for running at sea, which could then see it get switched over to remote controlled when closer to port. One of the issues that is being highlighted for the autonomous ship is the amount of data

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Volume 17 Issue 5 â&#x20AC;&#x201C; Page 27

Services that it will require, “Maersk uses 30TB of data a month,” notes Camporeale. If more ships are to become ‘online’ in the future, the industry will have to make sure that the required data usage can be catered for. Lehtovaara also opines that the industry cannot move too quickly to an autonomous vessel and that it will happen gradually, “we will have the human in the loop for a while. We will see more technologies come on-board and may even see more crew start taking roles that are land based with more office style hours.”

Nortek combines with Van Aalst To provide best-in-class preventive and predictive maintenance services, combined with workshop services for clients operating world-wide in the offshore oil, gas, marine and renewables industry, the Dutch Van Aalst Group recently set up Nortek Services in Kristiansand, Norway. The fact that Nortek’s services unconditionally meet the needs of the market was confirmed with a first contract soon after its foundation. A hydraulic gangway for a ferry must be constructed on behalf of an undisclosed Norwegian customer. According to Wijnand van Aalst, CEO of the Van Aalst Group and Safeway, the initiative to launch Nortek stems mainly from the rapid growth currently taking place at a number of Van Aalst companies. Safeway from the Netherlands has achieved remarkable global success with its motion-compensated gangways and Techano in Norway, market leader in the development and supply of load handling and lifting equipment in the aquaculture industry. “Now is the time to support this growth with excellent services and to also become the market leader in the field of global services. We intertwine the service for Safeway with the highly competent Safeway operator as first tier of the maintenance, 24/7 the support from Nortek fits perfect to provide remote access and if needed direct availability of service engineers to the location of the Safeway. We complete the service strategy with recently arranged global agreement with component supplier companies to provide parts in any port world-wide. The team of Safeway operator, Nortek Services in conjunction with the global instant parts delivery agreement completes the strategy roll out and will provide unprecedented service level anywhere in the world,” he explained enthusiastically. Nortek’s range of services draws together

the technical knowledge, passion and expertise of all the engineering, mechanical, hydraulic, electrical, maintenance and training departments that make up the Van Aalst Group, that specialises in selling and renting out motion-compensated gangways, world class pneumatic load and discharge systems, and the products from Techano products, including load handling and lifting equipment. Backed up by a comprehensive asset management system, Nortek Services is capable of efficiently maintaining the complete range of Van Aalst products, thereby maximising operational performance, minimising unscheduled operational downtime, saving costs and improving safety. Nortek’s stated mission is to extend this integrated maintenance and support methodology to the wider offshore community by providing long-term care for cranes, gangways and other equipment, from all manufacturers. All in close co-operation via crane manufacturing company Techano. As both Nortek and Techano are housed in the same office building, known as The Offshore House in Kristiansand, the lines of communication are both short and efficient, as well as combining the relevant resources and know-how. Headed by newly appointed Managing Director and co-founder Kjetil Vatne, Nortek Services based at offices in Kristiansand, officially started during June 2020. Since that date, teams of skilled professionals operating globally according to a lean and agile mindset and what we refer to as the ‘full responsibility approach’ are on call to provide advice, regular maintenance and service support prior to, during and following installation and delivery. “It is fantastic to work for a company that

The Nortek crew

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is willing to invest in excellence. It is also a source of pride that I am able to manage these experienced, multidisciplinary teams, committed fully to delivering Quality Assurance and Quality Control for the activities of each of the group companies. Our team thinks, eats and breaths in 24/7 service dedication, providing remote access service to back up all on-board maintenance tasks. We have split our ‘crew’ into field service teams and engineering teams. The first are involved in the installation, testing and commissioning of electrical drives, hydraulic power units and AHC lifting equipment, while the latter are responsible for the design work, programming and troubleshooting for our electric and hydraulic systems and the development and optimisation of our remote access, monitoring and control programmes for retrofitting, upgrading and maintaining our Safeway gangways and AHC lifting equipment. With the multi-disciplined team we are able to provide services and (midlife) upgrades for offshore cranes including complex AHC cranes, gangways from any make or model anywhere around the globe.” The Van Aalst Group comprises the following companies: • Safeway - operating fleet of high performance motion compensated gangways for both renewable and oil & gas markets globally. Motion compensated gangways further can be purchased for purpose built vessels such as Service Offshore Vessels (SOV) and Windfarm installation vessels. • Van Aalst Marine & Offshore - delivering pneumatic load and discharge systems for cement carriers as well as dry bulk systems for Offshore Support Vessels. • Cargomaxx - delivering multipurpose cargo

Services systems for offshore supply vessels. • CargoSafe - converting existing shipboard and offshore cranes for 3D operation. • Mulder Europe - producers of environmentally friendly concrete mixers. • Techano - innovative engineering company specialised in advanced load handling and lifting equipment for the offshore, marine, fishery, aquaculture and renewable industries. • Nortek Services - full service company providing services to Van Aalst Group company products as well as any third party maker. Midlife upgrades on any offshore cranes of any make including heave compensating cranes.

Remote service by Bakker Sliedrecht After a successful pilot, Holland’s Bakker Sliedrecht and shipowner Anthony Veder intend to enter a partnership to provide ships with remote service through augmented reality glasses (AR-glasses). Via a computer, service engineers of Bakker Sliedrecht can see live onboard footage of the AR-glasses wearer. The companies have run a successful pilot on-board the 10,000 m3 LNG tanker Coral Favia. During the pilot, functionalities were tested via a dial-up connection and common failures were simulated. On-board, an officer wore the AR glasses, guiding Bakker Sliedrecht experts virtually through the ship. “Normally, emails and construction plans are sent back and forth first and phone calls are made to get to the core problem. Now we can watch live. We can solve the problem immediately, or we know what’s going on and we can make a better planning and bring the right parts directly with us,” says Thijs van Hal, Head of Main Contracting at Bakker Sliedrecht. “Now it can happen that a colleague is travelling for several days, while afterwards it turned out that the solution for the malfunction was relatively easy. As downtime for ships is very expensive, quick service is important. If you can offer them remote assistance through AR glasses, you can be ready in two hours instead of two days,” says Thijs. Anthony Veder has a fleet of over 30 vessels transporting LNG on a world-wide scale. All kinds of digital information can be projected or added to the screen on the glasses. This varies from construction plans, virtual arrows to a 3D impression of the engine room or the switch box. Computer screens on

needed to see what is going on. Something that is often not present on-board. The glasses can save a lot of time, travel time and money, which is why the investment is worth it,” says Bogart. “Especially during Corona times, the glasses are a useful tool because borders are closed and planes stay on the ground. Then these kinds of innovations have proven to be necessary.”

US ferry confirms Ecospeed A Bakker Sliedrecht engineer works on-board the Coral Favia the glasses can also be shared. It is a kind of webcam on site, where you both see the same thing and where you have multiple additional tools to make an accurate assessment of the situation. “It is a very useful tool when there are problems on a ship far away. You can see together what is the problem and how you can solve it,” says Wouter Boogaart, Digital Development Manager at Anthony Veder. The AR glasses can also be used for tests and remote inspections. According to Van Hal, this type of remote assistance technology will become more important as ships are becoming more and more complex. “We will do more things remotely. Then it is important that we are already successful with this,” he says. Anthony Veder wants to expand the deployment of the AR glass in phases over a part of the fleet. In addition to purchasing AR glasses, staff will be trained and the IT infrastructure will be upgraded. “We believe that these kinds of developments are the future. Ships are becoming increasingly complex. As a result, much more expertise and specialism is

Two years after Ecospeed was applied to the hull of a ferry in California, a second vessel of the owner was given the same lasting protection. Subsea Industries also supplied the ferry company with its hull cleaning equipment, designed to allow the rapid removal of all types of marine fouling. This further improves the smoothness of the paint surface. It allows divers to clean the underwater hull whenever needed without damaging the coating. Cleanings are easy to organise because these ships are sailing on a fixed route. A cleaning schedule can therefore be implemented very easily and owners can control the hull and keep fuel consumption low. The hull cleaning was outsourced to a diving company for regular maintenance. Having cleaned the first ship on several occasions since application, they are very happy with it. All fouling is easily removed while the coating stays intact. Ecospeed is 100% non-toxic and there is no negative effect on the water quality or the marine environment during maintenance. Several major ports have overturned the existing general ban on in-water hull cleaning, specifically making an exception for vessels coated with Ecospeed. SORJ

No re-paint or touch-ups required after 10 years

Volume 17 Issue 5 – Page 29

Underwater Repairs Holland and Belgium activities for Hydrex Hydrex’s diver/technicians recently carried out scrubber overboard pipe repairs in Belgium and Holland. In Vlissingen the corroded overboard pipe of a 229 m bulk carrier was replaced. In Antwerp the same was done on a 200 m ro/ro vessel. In both cases the new pipe was protected with Ecospeed, a chemical resistant coating produced by Subsea Industries. A small team travelled to Vlissingen location of the bulker to perform an inspection of the damaged pipe on both the waterside and the on-board side of the hull. This confirmed that the scrubber outlet was corroded. Replacing the affected part of the pipe in its entirety was the only option. A cofferdam had been constructed at Hydrex’s workshop based on the drawings sent by the customer. The team installed this cofferdam over the outlet of the pipe. Next the team cut away the old pipe. The shell plating was then prepared for the installation of the replacement part. The new pipe had also been constructed at our warehouse in Antwerp with a diffuser and flange already in place. The pipe was then positioned and secured with a full penetration weld. Next an independent inspector carried out NDT testing of the welding work. To prevent the new pipe from corroding, the inside was coated with Ecospeed. This product is produced by Hydrex sister company Subsea Industries. Ecospeed is highly chemically resistant. Taking into account the nature of the process taking place inside a scrubber, this is essential for a lasting protection of the pipe. Ecospeed can also be used to protect a newly installed scrubber system from day one. The same procedure was followed on the corroded starboard overboard scrubber pipe of the ro/ro vessel in Antwerp. The portside overboard pipe of this vessel had been replaced eight months ago and had also been coated with Ecospeed at that point. An inspection of the portside pipe revealed that the pipe and the Ecospeed coating were still in perfect condition. No further action was needed for this pipe. Meanwhile, a tanker suffered leakage in the starboard side seachest of its engine room while in Rotterdam. Hydrex has its own workboats stationed in Rotterdam ready for immediate deployment throughout the port. After the workboat arrived, the team leader went on-board and met with the captain and chief engineer. The required on-board safety procedures were performed and divers started sealing off all 10 starboard side seachest grids using prefabricated steel plates. On request of the class surveyor, an NDT specialist was arranged to

The Hydrex workboat next to the tanker in Rotterdam

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take thickness measurements of the starboard seachest within the engine room. These measurements showed that the damage inside the seachest was wider spread than expected. While the divers finished the blanking of the grids, the rest of the team made all preparations for the repair work in the engine room. This part of the operation would consist of the installation of two inserts in the seachest plating. The blanking work was finalised soon after. The affected seachest could then be emptied of water and opened. The ship’s crew removed all objects, including the water coolers and piping work, from inside the seachest. The affected seachest plating was then cut away. The Hydrex team also took measurements of the port side seachest grids and openings to save time in case a similar repair would be required on that side in the future. The diver/welders worked in shifts to fit and weld the two insert plates. This was done with Class-approved full penetration weld. When the installation was complete, a successful MPI test was carried out by an independent surveyor. As a result, the class representative gave his green light for the repair. The ship’s crew could then re-install everything in the seachest. The team flooded the seachest and final tests were performed to make sure everything was watertight. The operation then ended with the removal of the blanks by divers. This operation is a good illustration of the many benefits Hydrex offers shipowners.

Underwater Repairs Underwater services return to Falmouth Underwater hull cleaning and maintenance services have returned to the south west UK port of Falmouth following SeaWide Services took over the mantle from well-established Sub-Marine Services Ltd, which has stopped operations after 40 years, SeaWide Services is fully ISO9001 accredited along with HSE and ADC accreditation for specialist periodic and annual surveys of vessels classified by ABS and DNV-GL, and is currently seeking accreditation by Lloyd’s Register and BV. SeaWide Services operates two dive support vessels in Falmouth, Boy Brendan and Obervargh and one of the company’s first jobs took place in Falmouth Bay on the 73,919 dwt, 2009-built product tanker Polar Cod, owned by Prime Tanker Management and on charter to Shell.

Phoenix awarded ‘Mover & Shaker’ award US-based Phoenix International has announced that West Coast Program Manager, Travis Niederhauser, has received the ‘Mover and Shaker’ award from General Dynamics NASSCO for his involvement with the USNS Miguel Keith (ESB-5) temporary refloat and caisson salvage project. This project was successfully completed over the span of one month from mid-July to mid-August 2018 and included nearly 30 Phoenix diving and engineering professionals working side by side with teams from multiple companies. Commenting on the award, Patrick Keenan, Phoenix President, stated, “The Phoenix family takes great pride in Travis’ receipt of this award. He is a valuable employee whose leadership, work ethic, and expertise were instrumental in the success of the Miguel Keith refloat.

(Left to right) Travis Niederhauser with David Carver, President of General Dynamics NASSCO

JFD’s Compact Bailout Rebreathing Apparatus (COBRA) has won a HSE Innovation award

JFD wins HSE award JFD, part of James Fisher and Sons, has announced that its Compact Bailout Rebreathing Apparatus (COBRA) has won the Health, Safety and Environmental (HSE) Innovation category at the Offshore Achievement Awards (OAA) 2020. The OAA, held virtually during August 2020, encourages innovation and collaboration in the oil and gas and renewables industry in the North Sea. COBRA was judged on several factors, including its contribution to individual, plant and operational safety. Previously the industry standard for the provision of emergency breathing gas had been limited to just a few minutes, depending upon the method employed and the diver’s operating conditions. This posed a significant risk, particularly when working in extreme conditions. Indeed, there have been incidents which have resulted in near-misses and could easily have become a fatality purely as a consequence of inadequate emergency breathing gas supply. It is a critical industry challenge that cannot go unanswered. In line with this, and as a direct response to the urgent need to drive significant improvements in safety standards, JFD developed the COBRA rebreather set which provides an advanced emergency bailout provision that greatly extends the supply of emergency breathing gas, providing a supply of up to 33 minutes at a depth of 120 m. COBRA is entirely mechanical with no complex electronic systems that could potentially compromise its safety and reliability. Compared to conventional bailout methods such as the 7 litre (300 bar) twin scuba set, which at 120 m provides seven and half minutes of breathing gas (based on a consumption rate of 40 litres/min), the development of the advanced technology of COBRA is a significant step forward in improving subsea safety. JFD operates at the forefront of innovation in subsea operations and, with its pedigree, market knowledge and understanding. JFD invests in the development of comprehensive technologies and services that continually break new ground in ensuring the highest standards in safety and quality in protecting life at sea. SORJ

Volume 17 Issue 5 – Page 31

Machinery Repairs CMS completes major overhaul of LNG engine China’s CSSC Marine Service (CMS), the world-wide equipment service subsidiary of China State Shipbuilding Corp (CSSC), has completed the first ever major overhaul on two WinGD X-DF engines in only nine days. The twin 6X62DF engines overhauled by CMS belong to the first ever X-DF powered vessel in operation, the 2017-built 180,000 m3 LNG tanker, SK Audace, which is owned and operated by SK Shipping, the vessel anchored at the Sabine Pass anchorage in Texas. In the three years since vessel delivery, the X-DF engines installed on SK Audace had reached 18,000 operating hours, >99% of which were gas operation and <1% Diesel operation required for manoeuvring. Therefore, scheduled maintenance was required to ensure continuous uninterrupted operation. The CMS Korea team completed the two engines full maintenance within nine days, and the ship returned to commercial service after a successful sea trial run. All this despite the travel, logistics, health, and safety working plans caused by COVID19. The simplicity of the X-DF engine for maintenance, coupled with the skill and dedication of the CMS team enabled the fast overhaul time. Although work scopes were varied, CMS and WinGD collaborated to execute the job according to the standard manual for that engine type. Original spare parts such as piston rings and gas components were delivered to the vessel’s location by CMS. During the overhauls, no abnormalities were found. However, the team overcame the challenge of the unknown and being the first ever to perform maintenance on X-DF technology. The CMS Korea team prepared their work guidelines well which included the reservation of correct materials and real-time support from the WinGD design team. In doing so, the CMS Korea team managed to solve all challenges encountered, and was able to reduce the maintenance time to nine days. The 6X62DF engine parts are in incredibly good condition compared to engines historically overhauled by CMS that operate on heavy fuel oil (HFO). Following the overhaul, the trial run of the engines was performed in service power and optimised engine performance was calibrated.

A CMS engineer on-board the LNG tanker To ensure optimal engine operating standards through to the next periodic maintenance, the CMS Korea team conducted maintenance on common components such as pistons, exhaust valves, flow limiting valves were overhauled and fuel pump component - replacements where necessary. Additionally, the overhaul included more complex gas components such as gas admission valves (GAV), pre-chamber replacements and gas valve units (GVU). In total, 10 X-DF engines on five vessels will be overhauled by CMS in the coming months. Results of the ongoing conditionbased investigation on all five vessels will enable increased TBO (time between overhaul) or CBM (Condition based Maintenance) decisions, to be agreed between the ship owner and classification society. Andrew Stump, President CMS said, “For customers who operate X-DF engines and have concerns about service accessibility, CMS is able to provide qualified service through our growing network. This is the first X-DF major engine overhaul completed and our team provided such a short turnaround time for a twin-engine installation. That truly proves what is possible. As the demand for our services grows, CMS will continue its expansion into more locations world-wide. “The results recorded in the service reports have been investigated together with WinGD Product Managers in the Swiss

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headquarters, and we are all extremely happy with the condition and cleanliness of engine components, in particular compared to an engine of the same running hours operating on HFO. The results of investigation by WinGD will enable any design optimisation necessary and extension of the time between overhauls where appropriate. Once we have comparative results from the sister vessels we will be able to confirm the success of the X-DF product as the most reliable and sustainable LNG main engine solution.” The owner’s superintendent added, “As the first ever X-DF engines, I had concerns about the scope of the project. But the CMS team demonstrated their ability with a fast and professional overhaul. Working closely with WinGD really made a difference to how quickly we were able to resume operations. We look forward to working with the team again in the future.” To-date, CMS has established three service hubs located in South Korea, Singapore and Hamburg. In addition to the service hubs it operates five service stations located in China (Qingdao, Guangzhou, Chengxi and Shanghai), South Korea, Singapore, Hamburg and Switzerland. Partner service stations are also located in countries including the following - Brazil, Turkey, Poland, South Africa, Oman, Qatar, Dubai, US, New Zealand and Greece.

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 33

Machinery Repairs Desk top boiler survey from Avantis UK’s Avantis Marine is to offer ‘Desk Top Boiler Survey and Repair Specification Service’ to assist Ship Owners and managers throughout the COVID-19 Pandemic. Tom David, UK-based Managing Director, says, “Shipowners and managers have been facing significant challenges due to the on-going COVID-19 pandemic, in terms of moving crew and specialist technicians back and forth to ocean going vessels to ensure the safe reliable operation of their fleet. We at Avantis Marine have worked tirelessly in offering strong technical support to all shipowners and managers on a global basis on a number of different projects, but in reality this still leaves owners without a solution to a number of their daily problems. “We are aware the owners and managers still have to operate the ships, maintain the ships, prepare for regulatory changes such as ballast water retrofits and prepare drydocking specifications to comply as per Class requirements, this is a hugely challenging exercise given the international travel restrictions that are in place. “So after lengthy internal discussions it was decided to invest in brand new remotely managed ‘Boiler inspection and repair specification service’. This will offer a more streamlined approach with significantly reduced international travel for our boiler surveyors. We have identified a number of carefully selected NDT or third inspection companies, who are local to a particular vessel’s trading pattern in terms of geography, these will be selected to go on-board a vessel and carry out detailed inspections - alternatively owners can select their own company. “These companies generally do not have the experience of the Avantis team in terms of boiler inspection and or drafting of the repair specifications, therefore the companies will be tasked to capture and collate specific data, which is vessel and boiler specific. This data is then analysed in detail by one of our experienced boiler surveyors who will then generate a detailed report and/or repair specification. “This is a very useful service for all shipowners and managers who are trying to prepare for upcoming repairs or drydockings or for owners who are aware repairs are required but unsure of the extent of the repairs and are

Avantis engineers study ship plans

struggling to get on-board the vessels due to travel restrictions.” Meanwhile, it was announced last week that Scotland’s Envoy Group, Inverness has announced the acquisition of Avantis Marine to target growth in carbon reduction and clean energy solutions for offshore markets. Avantis is a world-wide expert in marine engineering, specialising in environmental performance and clean technologies for the shipping, oil and gas and passenger transport markets. The business is headquartered in the Marshall Islands, and operates from bases in the UK, Monaco, Dubai, Singapore and Miami. Commenting on the acquisition, Iain MacGregor, Envoy CEO, said, “The world is turning its attention to carbon reduction and environmental awareness. Much of the Envoy portfolio seeks to address these themes, not just in new clean energy markets, but also in supporting traditional markets to improve their impact. In the utilities sector for example, Envoy’s group company RSE are finding new ways to build water treatment infrastructure with near carbon free impact on the planet. The Avantis acquisition gives Envoy the technical capabilities to support this effort in traditional offshore and marine markets.” From exhaust gas cleaning systems for cargo ships, to BWM systems for cruiseships or improving the efficiency of an FPSO’s boilers, Avantis has a wealth of experience in multiple world-wide locations, with 200 employees based in strategic locations globally. Tom David, commented, “While the management is predominantly based in the UK, the demand for our solutions often come from foreign markets. Our teams are currently completing major turnkey up-grades to Hawaii-registered cargo ships afloat across

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the west coast of America & Canada. We also have projects throughout the Mediterranean on cruiseships, as well as work kicking off on FPSOs in Asia. Our experience on high pressure systems also takes the business into other onshore markets.”

Bulk carrier to take on new work thanks to SCHOTTEL The 4,284 dwt Norwegian bulk carrier Kryssholm will soon be able to take on new assignments thanks to a customised upgrade by the SCHOTTEL Modernisation and Conversion Team. Comparatively small installation effort will yield great advantages, such as increased manoeuvrability and lower environmental impact. “SCHOTTEL, with whom we have a longstanding and consistently good partnership, has again convinced us by finding an individual, custom-fit solution for the vessel,” states Nils Tore Øpstad Melingen, General Manager at vessel owner Bio Feeder AS. “We are absolutely satisfied with the performance of the SCHOTTEL thrusters in our other vessel and thus decided the same way again. A decisive factor was also the spare parts and service supply – with SCHOTTEL as OEM, this is reliably secured in the long term.” Two retractable rudder propellers type SRP 130 R (300 kW each) and two transverse thrusters type STT 1 (450 kW each) will be installed in addition to the existing main propulsion system of the vessel. This will maximise its manoeuvrability capabilities and its

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Volume 17 Issue 5 – Page 35

Machinery Repairs position stability will be increased enormously. In turn, this will extend the vessel’s operation profiles so that it can be used for a wider variety of future tasks. To reduce the environmental impact, the SCHOTTEL propulsion units will be driven by electric motors powered by a hybrid grid of batteries and generators. By equipping the vessel with a state-of-the-art power management system, the required electric power is provided on demand according to operational needs. The Kryssholm, built in 2011, measures an overall length of 89.9 m and a width of 13.6 m. The vessel will be operating for Biomar as fish feed vessel six months a year - the rest of the time it is chartered to Wagle Chartering for transporting general cargo. It is considered to be the largest fish feed vessel in the world, boasting a cargo capacity of more than 3,000 tonnes. In years to come, it will be able to supply most of the coastal and ocean-based fish farms with feed. Beyond the special task of supplying fish feed, Kryssholm will still be able to provide sustainable and efficient general cargo service. As the owner states, the vessel is the first in the world that is fit for such a hybrid operation. It sails under the Norwegian flag and will be classified by RINA.

Pino Spadafora, Marine Commercial Senior Director at RINA commented, “Companies that have a deep knowledge of technology must use it for the never-ending improvement of the shipping industry. That’s why it’s important for us to be partners with Bio Feeder and SCHOTTEL in this project. RINA will carry out the review of the proposed solutions, the approval of the design, the certification of the components and the commissioning on-board, applying the expertise in energy optimisation and the competence in environmentally sustainable applications.” The vessel is scheduled to be completed in the first quarter of 2021. Meanwhile, other recent orders won by SCHOTTEL include: • Following a successful testing and evaluation programme, Singapore-based Penguin International has selected SCHOTTEL’s Tunnel Thruster STT 51 FP for its flagship Flex-42X series of eight executive fast crew boats. • The unique all-aluminium ferry Nairana, is equipped with state-of-the-art propulsion solutions from SCHOTTEL. Australian shipbuilder Richardson Devine Marine (RDM) has recently handed over the Incat Crowther design vessel to Sealink Tasmania. A structurally identical sistership is currently

The Kryssholm

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under construction at RDM. • The Spanish Albacora Group, which operates the largest tuna fishing fleet in the European Union, recently commissioned a new fishing vessel to be built at Spain’s Astilleros Armón, Vigo. The Galerna Lau is equipped with a state-of-the-art propulsion system from SCHOTTEL and will be used to catch tuna in the Atlantic Ocean. The Trawler has been designed by Spain’s Armón/Cintranaval. The propulsion system of the tuna vessel comprises one SCHOTTEL Controllable Pitch Propeller type SCP 109 4-X, featuring an input power of 6,000 kW as well as a propeller diameter of 4.0 m. She reaches a maximum speed of 20 knots. • Meanwhile, SCHOTTEL has been awarded a contract to supply Turkey’s UZMAR Shipyard with rudder propellers featuring the patented hybrid system SYDRIVE-M. The Turkish shipyard is currently building a 30.25 m long and 11.75 m wide RAmparts 3000 series tugboat for the Port of Aarhus, one of Denmark’s largest container port. • The new tug features two SCHOTTEL Rudderpropellers type SRP 430 (2,000 kW each) with fixed pitch propellers measuring 2.5 m in diameter. SCHOTTEL has introduced a new medium-

Twin Screw Cruise Ship Shaft Diameter 615mm (24.21in)

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 37

Machinery Repairs sized azimuth thruster. The M-series comprises several rudder propeller sizes covering a power range of 400 to 1,000 kW. Its modular system ensures the perfect fit for any vessel design. The first units of the M-series have already been delivered. With the M-series, SCHOTTEL meets new challenges on the international maritime market, such as shifted engine power classes, updated ice class rules and an ever-increasing number of electric or hybrid-driven vessels. The azimuth thrusters, which combine the latest technologies in mechanical engineering, hydrodynamics and digitalisation, are available in three sizes - 210 (640 kW), 240 (850 kW) and 270 (1,000 kW), corresponding to common engine power classes. All sizes are equipped with a powerful planetary steering gear.

WinGD unveils technology to reduce methane emission and fuel consumption WinGD has unveiled a new technology designed to slash methane emissions and cut fuel consumption in its X-DF dual-fuel engines. The launch of Intelligent Control by Exhaust Recycling (iCER) is the first development to be introduced as part of X-DF2.0, WinGD’s second-generation dual-fuel engine platform. As shipowners factor greenhouse gas reduction targets into their upcoming newbuild projects, X-DF2.0 technologies will enable improved engine performance with both LNG and future carbon-neutral fuels. The iCER system delivers enhanced combustion control through the use of inert gas. The result is a reduction in methane slip emissions of up to 50% when using LNG and a significant reduction of fuel consumption, of 3% in gas mode and 5% in diesel mode. By advancing the performance of dual-fuel engines, X-DF2.0 will help shipowners prepare for shipping’s transition to carbon-neutral fuels. Building on the successful X-DF platform, the next-generation technologies minimise methane slip in expectation that these emissions will be regulated by IMO to help meet its 2050 GHG targets. Improved fuel efficiency will also be a key factor in reducing emissions further during the first phase of the transition. “By adjusting the recirculation rate of inert

Volkmar Galke, WinGD Global Director of Sales

gas and controlling parameters like fuel admission and ignition timing, we can increase compression ratios for greater efficiency,” said Volkmar Galke, WinGD Global Director of Sales. “The result is optimised combustion through closed-loop control regardless of ambient conditions and load.” Like all future X-DF2.0 technologies, iCER will be available for all new X-DF engines. It is currently completing trials at one of WinGD’s dedicated test engine facilities – the final step in a two-year testing programme. The company is also finalising plans for a pilot installation. As well as using fossil LNG, X-DF engines can also burn carbon-neutral synthetic or bio-derived LNG when it becomes available. By continuing to develop combustion control and engine efficiency, WinGD is improving the performance of its engines using these fuels and minimising fuel cost for ship owners and operators. Galke explained, “Our highly efficient and reliable X-DF engines are already widely used, with more than 500,000 hours operating experience and market leadership in many key vessel segments. Our next-generation X-DF2.0 technologies will prepare our engines for even better performance, both with LNG and with the future fuels to come.”

Wärtsilä’s introduce Expert Insight Finland’s Wärtsilä’s unique digital predictive maintenance product, Expert Insight, has now been extended to support 2-stroke engines. It is available in combination with Wärtsilä’s

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Lifecycle Solutions offering. At the same time, Wärtsilä is releasing a minimum viable product (MVP) for scrubbers to provide continuous fleet-wide insight into vessel compliance and scrubber utilisation. Expert Insight combines artificial intelligence (AI) techniques and rule-based advanced diagnostics with the knowledge and experience of Wärtsilä’s product experts. Expert Insight’s holistic approach harnesses the best methods for detecting potential issues in asset operating data, and enables experts to provide actionable advice proactively to the customer. This enables a predictive maintenance strategy, whereby the health and efficiency of the equipment form the basis of maintenance activities. Expert Insight is delivered through Wärtsilä Expertise Centres around the world. Originally launched in November 2019 for 4-stroke engines, Expert Insight is now being extended to include both 2-stroke engines and scrubbers. Wärtsilä’s Lifecycle Solutions offering will thus be able to support the customer with a broader scope, thereby further strengthening the business performance and competitiveness of its customers. “The launch of Expert Insight last year took predictive maintenance to the next level, allowing us to detect a greater percentage of issues than previously, and at an even earlier stage. This enables the experts in our Expertise Centres to deliver fast and proactive advice to customers, thus increasing operational uptime,” says Frank Velthuis, Director Digital Product Development, Wärtsilä. Expert Insight provides clear differentiation from other digital solutions of this type, and is a further development that leverages Wärtsilä’s extensive know-how of predictive maintenance systems and its deep in-house experience with the on-board assets. With Expert Insight the paradigm changes even more from reactive to proactive. The Expert Insight scrubbers MVP provides customers operating scrubbers with valuable compliance information, including automated non-compliance incident reporting, scrubber usage statistics, and a live compliance map. The predictive maintenance features for scrubbers will be released at a later stage. Wärtsilä’s Lifecycle Solutions offering is designed to go beyond mere maintenance and operation by delivering guaranteed performance based on mutually agreed target levels. Having both 2- and 4-stroke engines, as well as scrubbers supported by Expert Insight adds further value to the concept. Meanwhile, Wärtsilä’s ability to design and

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Volume 17 Issue 5 – Page 39

Machinery Repairs

The Wärtsilä’s Expert Insight system

deliver a fully integrated main propulsion system with outstanding fuel economy, and to provide full lifecycle support, were given as key considerations in the award of an important new order. The Wärtsilä solutions will be installed on a new 8200 dwt multi-purpose cargo vessel being built for Mauritius Shipping Corporation (MSCL) at Huanghai Shipyard in China. Wärtsilä, in close customer co-operation with Norway’s Knutsen OAS Shipping AS and Spain’s Repsol, as well as with the Sustainable Energy Catapult Centre, will commence the world’s first long term, full-scale, testing of ammonia as a fuel in a marine four-stroke combustion engine. The testing is made possible by a NOK20m grant from the Norwegian Research Council through the DEMO 2000 programme.

Two ships to retrofit Rotor Sails Two of Norsepower’s largest 35 m tall Rotor Sails to be retrofitted onto ro/ro vessels operating in the North Sea are predicted to reduce emissions by an estimated 25%. Finland’s Norsepower Oy and Sea-Cargo have announced an agreement to install two

of Norsepower’s largest Rotor Sails on-board the 12,251 gt SC Connector, a side door ro/ ro vessel. The agreement also heralds the installation of the world’s first tiltable Rotor Sail, showcasing the innovative design adaptations that can be made for individual vessel requirements. The SC Connector operates in the North Sea, which allows for some of the most favourable wind conditions for Rotor Sails. The routes involve navigating under multiple bridges and powerlines which require the Rotor Sails to have a tilting function. Working in tandem, Norsepower and Sea-Cargo combined their expertise to develop the 35 m high and 5 m wide Rotor Sails to enable them to tilt to almost horizontal when required. The Norsepower Rotor Sail Solution - which can be installed on new vessels or retrofitted on existing ships - is a modernised version of the Flettner rotor, a spinning cylinder that uses the Magnus effect to harness wind power to thrust a ship. Preparations for the retrofit on the SC Connector are currently taking place with the installation scheduled for the fourth quarter of 2020. With growing international and public pressure on the maritime industry to move towards decarbonisation, the ability to harness the wind to generate thrust, reduce fuel consumption and emissions, is a natural

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next step for the maritime transport industry. Norsepower has analysed the routes for the SC Connector and estimates that its technology would be able to achieve a carbon emissions reduction of 25% for this vessel. Commenting on the agreement, Tuomas Riski, CEO, Norsepower, said, “We are delighted to be working with Sea-Cargo, not only as they are keen to demonstrate their commitment to maximising the propulsive power of wind to reduce emissions, but also for their co-operation and innovation in making tilting Rotor Sails a realisation. Rotor Sails are particularly well suited to ro/ro vessels and working with Sea-Cargo to deliver a tilting Rotor Sail ensures we are providing an adaptable solution which fits with particular vessel requirements, specifically demonstrating vessels with height restrictions to benefit from the Rotor Sail solution.” Ole Sævild, Managing Director, SeaCargo, added, “With a growing international focus on reducing CO2 emissions and other gases/particles - the ability to harness wind to generate energy, reduce fuel consumption and emissions is a natural next step for the maritime transport industry. The goal of this project has been to design more environmentally friendly vessels by combining several existing technologies. In good wind conditions, the sailing hybrid vessel will maintain regular

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Volume 17 Issue 5 – Page 41

Machinery Repairs

An artist’s impression of how the SC Connector will look

service speed by sail alone.” The Norsepower Rotor Sail is the first thirdparty verified and commercially operational auxiliary wind propulsion technology for the global maritime industry. The solution is fully automated and detects whenever the wind is strong enough to deliver fuel and emission savings, at which point the Rotor Sails start automatically.

Switching to DC Grid “A big weakness of conventional AC electrical systems on ships is that they are generally cumbersome, inefficient and potentially expensive to maintain. Switching to a DC grid based on state-of-the-art modular technology offers a unique degree of flexibility, improving energy efficiency and helping to curb fuel burn. It´s a great way to reduce pollution right now while saving money in the long run,” says Carlo Cecchi, Director, Business Development, Yaskawa Environmental Energy/The Switch. “As new energy carriers emerge, futureproofing vessels for any type of power source is a shrewd investment. Compact size and lighter weight also make a DC grid the best answer from a vessel design perspective. “As we move deeper into the green shift globally, around 80% of vessels in future will

be either fully electric or powered by hybrid systems. Many will have multiple power sources in addition to main engine gensets running on diesel, LNG or a combination of both. Renewable power from hydrogen and potentially ammonia fuel cells, solar and even wind may increasingly be part of the mix as shipping adapts to the changing energy landscape to combat emissions. Other onboard power sources will include stored power from batteries, power from shore, and shaft generators converting mechanical power into electricity. “Managing and distributing all that energy effectively is an intricate business amid a proliferation of load demands ranging from main propulsion and thruster drives to all sorts of electric actuators (winches, cranes, pumps, chargers etc). Not to mention on-board data systems and hotel demand. “At Yaskawa Environmental Energy/The Switch we hit on the ultimate solution for power management that takes that complexity and simplifies it. Switching from an AC to a DC grid delivers better fuel consumption and other cost savings, along with unbeatable reliability. Our DC Hub can reduce fuel burn by 20% up to 35% – depending of course on the ship´s operational profile and fuel hedging – while boosting energy efficiency resulting in less emissions. It also guarantees overall lesser

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OPEX and a reduction in maintenance costs of 10% to 20%. “A future-proof system requires components that can produce, transmit and consume energy as efficiently as possible. Our DC Hub uses standardised independent power drives (inverter and rectifier modules) fully integrated into one coherent solution. The Hub works with any power source giving new meaning to the word flexible. This is cutting-edge, multi-megawatt technology that´s unique in the industry and helping owners achieve new levels of energy efficiency. Frequency converters ensure a constant supply of power that is 100% reliable, which is absolutely essential for specialised tonnage such as offshore vessels and wind-turbine service vessels using dynamic positioning for precise steady-state operations. Our innovative modular design offers unparalleled malleability in that module cabinets can be added in series to match changing requirements. Previously, that would have required a complete electrical redesign, now it´s as easy as arranging Lego bricks and scalable to any number of actuators. “Power sources feeding in parallel into an AC system means you have to match frequency, voltage and phase to the running grid. That means an array of bulky components like transformers and gears, causing waste and losses in the system. The rectifiers in a DC

Machinery Repairs system convert the AC generator voltage to the DC main bus voltage resulting in very fast power-generation response. DC Hubs are also especially efficient for DC energy sources like batteries and fuel cells, minimising the number of conversions required. Managing stored electric power effectively is particularly important when vessels need to sail pollutionfree, that is in electric mode – for example, a superyacht sailing into a protected bay, ferries carrying passengers in emission-free zones, or a cruiseship navigating an urban port. “By reducing the number of bits in a conventional AC system, the DC Hub is both lighter in mass and more compact, requiring less valuable space below deck. We´ll have an ingenious solution whatever the vessel type – even mounted in a deck unit if it´s a containership. Another big advantage is that the control software is located in a separate control cabinet, not in the drive modules themselves. That means each cabinet can, if necessary, easily be unplugged and replaced. A crew member can do this in less than half an hour with no lengthy specialised training. This cuts down not only wear and tear, but also the need for spare parts and downtime for maintenance – no need to call in a gang of electronics experts. “In my book it’s also a smart investment from a lifecycle perspective - choosing a DC Hub is guaranteed to extend the lifetime of vessels and ensure their residual value remains high. Fitting out newbuildings is obviously easier in terms of optimal design because you´re starting from scratch, whereas on a retrofit you have to work with the space that´s already there. Whatever the vessel, we´re calling them E-vessels, where the E stands for engineered.

Carlo Cecchi, Director, Business Development, Yaskawa Environmental Energy/The Switch Our revolutionary permanent magnet (PM) technology complements the package to drive efficiency to a new level. “Thinking about money, there are of course people out there touting solutions for variable speed frequency conversion on the cheap. But I very much doubt if such suppliers can guarantee performance. While they might look good in terms of short-term capex, in the long run such solutions will likely require a lot more TLC (tender loving care). Which means operating expenses go up, eating away at the profit an asset is generating? Surely it´s wiser to spend money now on a more expensive, but robust, system that will make a ship cheaper to run over its lifetime?

“I’ve also had quite a few conversations with shipping bankers who really like our approach. Some have told me it could be easier for owners to get a loan at preferential interest rates if they choose our technology - in other words, it can shine up an owner´s bankability, to steal a word from the solar industry. That is a strong intrinsic advantage. “But the main point is lowering a vessel´s carbon footprint. The onus is on our industry to do all we can to curb emissions for a cleaner world. Helping to make that happen motivates all of us every day at Yaskawa Environmental Energy/The Switch. Just like we´re seeing with the Corona virus threat, we´re all in the same boat and this is a communal effort. Forwardlooking shipowners are already there, saving money in the long run. It´s a win-win for everyone, especially the climate.”

Bakker Sliedrecht develops CDG Protection Sailing with generator units in parallel operation in a closed bus power plant is more efficient and sustainable, but increases the risk of malfunctions. Thanks to the generator protection system (CDG Protection) Bakker Sliedrecht has developed, operating with a closed bus system in a safe and class approved manner is made possible. This is of great importance for diesel-electric vessels in the offshore with a DP system where blackouts are out of the question. But also for dual-fuel ships, where sailing on both gas and

Volume 17 Issue 5 – Page 43

Machinery Repairs diesel sometimes leads to failures in the fuel supply. Many DP vessels have divided their power plant’s generators and switchboards into different independent isles. The advantage of such an open bus system is that each isle has its own protection. In case of malfunctions, a ‘sick’ isle does not affect other isles. So if a diesel generator does not function properly, for example due to an electrical, mechanical, control or fuel problem, the ‘healthy’ generators will continue to operate. This prevents the entire power plant from becoming unstable which would cause a blackout that shuts down the power supply of the vessel. Communication problems between diesel generator sets can also cause blackouts. However, the disadvantage of an open bus system is that it is not sustainable and less efficient. Fuel consumption is relatively high, which is an undesirable cost-wise. As a result, emissions are also higher, which is undesirable environmentally wise. That is why nowadays ships prefer to sail with a closed bus or ring system with generators in parallel operation, allowing generators to be switched off or on when needed. This leads to more efficient use of diesel generators, fuel savings and less environmental impact. However, safety and reliability are essential with a closed bus system, because otherwise a ‘sick’ generator will affect the ‘healthy’ components of the power plant. Bakker Sliedrecht has developed the Common Diesel Generator Protection system to guarantee this safety and reliability. “It is actually an addition to the security that is already in the generators and switchboards. With parallel operating diesel generators, you often do not immediately know which component is the cause of the malfunction. This system uses software to rapidly detect which ‘sick’ component is the cause and switch it off immediately to prevent the entire power plant from being dragged into a blackout,” explains Paul Bracké, who has worked on developing CDG protection for several years. The system detects electrical problems with the generators as well as problems with the diesel engine or fuel supply. Powerplant protection of powerplant reliability is very important, especially for offshore work vessels that construct, dismantle or service oil platforms and wind farms. These vessels use a dynamic positioning system (DP2 or DP3) to maintain their position at all times. Therefore, a malfunction should never lead to a blackout of the power plant, causing the

The Bakker Sliedrecht CDG protection system thrusters to shut down and the ship to get out of its position. This can lead to major damage or other problems. An open bus system is the safest in those situations, but as previously mentioned, it is not efficient and sustainable. “Working near the piles of an oil platform or wind turbine can be dangerous, so failure of the power plant can never be an option,” says Bracké. Bakker Sliedrecht has amply succeeded in this. In the past year, the system has been extensively tested on a large crane vessel with four generators of 10 MW each, which will be deployed in the construction of wind farms. Because the ship’s power plant is equipped with dual-fuel generators, the challenge was extra complex. Bracké continued, “CDG Protection is intended for all ships with a closed bus power plant, but for dual-fuel vessels there is another important aspect to be regarded. The dynamic behaviour of a diesel engine is different when it runs on gas. This results in a higher dynamic load on the power plant and there are potentially more fuel problems as a result of the much more complex installation.” Without generator protection, the crane vessel would not receive a classification to operate in DP2 closed ring mode. After various computer simulations, the CDG Protection was successfully tested in a pilot set-up of four generators. The system was subsequently approved by DNV-GL for on-board installation. The crane vessel is now the first dual-fuel DP2 vessel with a generator protection system that

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has been classified. It was already in 2011 when Bakker Sliedrecht decided to develop the necessary knowledge for its own CDG Protection system, firstly, as a feasibility study, which later developed into a full-fledged development project. “Large suppliers also have developed similar systems, but only supply them as an option with a complete power plant. The advantage of Bakker Sliedrecht’s CDG Protection is high detection and reaction speed. Our system has proven to be fast enough to interpret dynamic phenomena in power distribution due to fuel differences or fuel switching,” says Bracké. CDG Protection will also be applied in a light version to some multipurpose vessels. “This protection is mandatory for DP vessels which sail with a closed bus system. On other ships, the crew must determine what to do in case of a failure or deviant behaviour. Then it depends on how alert they are,” says Bracké. “Our system is developed for all ships where you don’t want a blackout to occur. CDG Protection can help crews to detect problems and malfunctions in the power plant faster and better. In the future, if ships start sailing autonomously and remotely operated, besides navigation the safety and reliability of the power plant will become more important. Then the system can be of use for remote diagnostics.”

SORJ

Ballast Water Management Optimarin completes testing for IMO G8 Norway’s Optimarin has successfully completed testing of its market proven Optimarin Ballast System (OBS) in accordance with the revised IMO G8 guidelines, while also upgrading its existing USCG approval certificates to ensure compliance for zero to two hours holding time. In a demonstration of OBS’ unique robustness and flexibility, the tests were conducted with two different filters simultaneously to provide peace of mind for all operational parameters. Optimarin is a pioneer in the BWM market. The first company to install a commercial maritime system, in 2000, the Stavangerheadquartered team was also the first to achieve full USCG approval and the first to offer a full five-year parts and servicing guarantee on fleet agreements. The latest move cements its position as an early mover, completing testing ahead of IMO’s G8 October deadline to ensure customers meet the most stringent regulatory requirements. “We’ve built a reputation as a true specialist, with reliable, easy to install and operate technology that also has the highest specifications with regard to quality and compliance,” states CEO Leiv Kallestad. “We understand our customers’ needs and are committed to providing them with technology that, in short, makes their life a little simpler – allowing them to focus on core operations safe in the knowledge they have a BWM system, and support, they can rely on. “This emphasises that drive. In a shifting regulatory landscape we wanted to send out a clear message that we are ahead of the curve, satisfying all requirements so owners and operators have a global ‘ticket to trade’, and one less thing to worry about. Optimarin is a long-term partner for its customers, so we see it as vital that we safeguard their operations as much in the future as we do today.” The testing procedures were conducted at the NIVA test facility in Norway from September 2019 to the end of June 2020, with DNV GL operating as the designated Independent Laboratory. In total, 36 tests were run for three salinity conditions (fresh, brackish and marine water), with zero interruption or mechanical issues recorded. DNV GL is now undertaking final evaluation and documentation of the tests ahead of full regulatory application and completion.

In other news, Optimarin notes that the COVID-19 pandemic failed to have significant impact on the organisation, with several new fleet agreements signed and ‘business as usual’ for its delivery and service functions. “It’s obviously been a time of disruption, for the industry and society as a whole, but we’re very satisfied with how the organisation has responded,” Kallestad concludes. “We’d like to thank our dedicated staff, a superb supply chain and all our partners and customers for their hard work and support. The pandemic doesn’t affect the industry’s need to comply with regulations and safeguard the environment, so it’s gratifying to see the business continue to make such positive headway in 2020.” Optimarin has recently announced an agreement with US-based Lee Engineering Supply Company to warehouse critical spare parts and plans to expand its global service network. According to Leiv Kallestad (CEO Optimarin) the agreement with Lee Engineering Supply Company represents an important step in the company’s efforts to provide quality aftersale service to owners operating in the Gulf of Mexico. “By warehousing critical spare parts at Lee Engineering’s facilities in Louisiana, we can make sure our customers have rapid access to both spare parts and service, if required,” he says. “Unlike some competing BWM providers, Optimarin understands that owners don’t want to wait for parts to be shipped from overseas to continue operations.” Tore Andersen (Executive Vice President Sales & Marketing) notes that Optimarin systems are recognised for their reliability, but says some parts critical to the functioning of BWM units may periodically require replacement. “Most requests for spare parts we have logged at our 24/7 service centre in Stavanger are UV lamps and the quartz glass coverings that protect them. These are easy enough to replace and, thanks to our co-operation with Lee Engineering, we can provide same-day delivery for owners operating in the Gulf.” Andersen adds that in addition to the US, spare parts for Optimarin BWM systems are available in Yokohama Japan, Rotterdam, Holland and Singapore. Lee Engineering Supply Company is also part of Optimarin’s service network, with a dedicated technician certified by Optimarin on call to provide repair, maintenance and software upgrades when required. “We also operate service centres in strategic ports in Europe, Asia and the USA and for customers who trade on the west coast of Africa - we have plans to open another service centre in Namibia.”

Optimarin CEO Leiv Kallestad Kallestad says building Optimarin’s global spare parts and service network is critical to the company’s growth strategy. “Our customers appreciate the reliability and quality of our BWM systems, but as sales continue to increase, we recognise the importance of offering best-inclass customer support,” he says. “Our goal is to be where our customers are.”

Techcross looks at remote services With the COVID-19 crisis continuing with no end in sight, South Korea’s Techcross is solving customer service issues using various solutions. Video conferencing has already become the most basic contactless activities, and the engineering team is filling on-site service gaps through new methods such as training local engineers or providing remote commissioning service. Meanwhile, the pandemic has made it difficult for Techcross staff to visit clients and conduct Factory Acceptance Tests (FATs), which are final product functionality tests in the presence of client personnel before products are delivered from factories. In response, Techcross has come up with contactless services in which a video teleconference programme is used to conduct remote FAT sessions. The two sides prepare communication equipment, with Techcross staff conducting the FAT according to the procedures and the client checking the process real-time via the video footage. Because clients can ask questions or give feedbacks to

Volume 17 Issue 5 – Page 45

Ballast Water Management Evac installed onboard UAE cable-layer

Techcross engineers undertake FAT be processed immediately on-site, Techcross personnel are confident that clients find such remote FATs reliable, even if they are executed remotely. In fact, on July 20th and July 23rd Techcross successfully completed FATs for products to be delivered to two vessels owned by a Malaysian shipping company. In addition, a FAT session was successfully completed for a shipping company in Hong Kong, demonstrating the high potential of this remote service. The service is improving for the better as Techcross gains more experience. Once the video teleconference FAT process stabilises, the company plans to provide this service for cases in which the inspection staff cannot visit the client site even after the COVID-19 crisis subsides, according to a Techcross personnel.

Wärtsilä granted IMO accreditation Wärtsilä’s Aquarius UV and Aquarius EC BWM systems have been granted compliance with IMO’s Resolution MEPC.300 (72) for the Approval of BWM systems on behalf of the Norwegian Maritime Authority. The approval was granted by DNV-GL who simultaneously awarded the system Type Approval status in accordance with their classification rules. The certifications were awarded to Wärtsilä in March and June respectively. Compliance with IMO’s Resolution, which is otherwise known in shipping circles as the Revised G8, is important for ship owners

globally. All vessels installing a BWM system from October 28th this year and onwards will need to comply with the international BWM system Code. “We are excited to have yet another approval in place for both Aquarius systems. It represents peace of mind for ship owners and operators knowing that it has been tested and approved to the highest operational and environmental standards,” says Arto Lehtinen, Director Water & Waste, Wärtsilä. The Wärtsilä UV system is based on filter ultraviolet disinfection. It has already been awarded Type Approval under the original guidelines by IMO and by USCG, as well as Ex Certification by Dekra Exam GmbH and Lloyds Register Design Approval. The Wärtsilä EC system is based on filter side-stream electro-chlorination. It too has IMO & USCG Type Approval, Ex Certification by Dekra Exam and Lloyds Register Design Approval.

The Wärtsilä’s Aquarius UV

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A quick response was a vital factor in winning an order to supply an Evac Evolution BWM system for a cable-laying vessel based in the UAE. The system will be installed on E-Marine PJSC’s 2,221 gt cable-layer Etisalat, which is operated out of Dubai. “When E-Marine contacted us, they said it was essential that the system was delivered to Dubai within four weeks so that it could be installed when the vessel was in drydock,” said Stevenson Varghese, Managing Director of Cathelco Middle East, who won the contract. The Evac Evolution system is produced and developed by Cathelco who have been part of the Evac Group since 2018. Technical proposals were submitted to the customer and approved within a matter of days, enabling the assembly of equipment and delivery to proceed at record speed. The Etisalat, a cable-laying vessel built in 1990, is being supplied with an Evac Evolution mini-system with the capacity to treat ballast water at up to 55 m3/hr. Based on a combination of filtration and UV technology, the system gained IMO and USCG Type Approval in 2019, opening the way to world-wide sales. When the USCG issued the Type Approval certificate for the system, it was the first to show UV transmission (as opposed to UV intensity) as a real measurement of water quality. “UV transmission data for ports around the world is readily available,” said Carlo Soddu, Country Manager, who has supervised the contract. “Therefore, ours was the first BWM system to allow owners to make an informed decision about choosing a suitable system for the areas where the vessel is sailing,” he added. The system is being supplied in modular form, enabling individual components to be distributed around the engine room to make best use of available space. With this in mind, the UV reactors and filters in the Evac Evolution mini-series have been reduced in size without any compromise in performance. Another important point is that the Evac Evolution system is completely chemical-free. This means that the potential hazards and safety implications of dealing with chemicals are completely eliminated, together with the cost of replenishment. The Evac Evolution incorporates a unique

Ballast Water Management

The Evac Evolution system feedback ‘loop’ based on the measurement of UV transmission which determines the precise dosage. It automatically adjusts to different seawater qualities in harbours and estuaries ensuring that the optimum UV dosage is applied at all times, but saves on power during normal running. Effective in fresh, brackish and seawater, the system is available in capacities from 34 m3/hr to 1,500 m3/hr in a single unit. The Evac Evolution system has been fitted on vessels including cruise ships, container vessels, research ships, offshore supply vessels and cable laying craft where its small footprint and potential for flexible installation have proved to be important assets.

were required. Ecochlor uses a two-step treatment process to treat ballast water - filtration and chlorine dioxide. Treatment is during uptake only, with no discharge neutralisation step required. The Company has the capability to supply, service and support its systems world-wide and has a reputation for delivering an easy-to-use system for ship crews. The system requires minimal crew involvement during operation and does not have any TRO components, which can cause interruption to both ballasting and de-ballasting operations. Treatment dosage and efficacy are not affected by salinity, temperature or ‘dirty’ water - all factors that result in uncertainty as to the efficacy of other technologies. The system energy requirement is very low, possibly the lowest of any BWM system on the market. Ecochlor’s Vice President of Operations, Pete Thompson, has co-ordinated the testing and documentation efforts for Type Approval. He commented, “For two decades we have continued to test the effectiveness of our system to the highest standards available world-wide. This commitment reinforces our determination to bring a quality, reliable BWM system to the maritime industry.”

After October 28th, 2020, all vessels installing a BWM system must comply with the international BWM Code. Approval pursuant to the previous G8 guidelines (MEPC.174(58)) will no longer be acceptable. Ecochlor stands alongside a limited number of BWM system manufacturers in providing G8 compliance to shipowners. “This latest regulatory approval is another example of Ecochlor’s unwavering commitment to obtain and maintain regulatory approvals from Class Societies and Flag Administrations across the globe, even as the requirements continue to evolve,” said Steve Candito, Ecochlor’s CEO. Michael Madely, VP of Global Service at Ecochlor has announced the first of many planned locations for Ecochlor’s spare parts support network outside the US. “Having an inventory of spare parts located in Singapore will provide a faster response time to all vessels in Asia with our system on board. Our goal is to have parts located in the three main time zones – Asia, Europe and the USA – in an effort to provide real-time response to our customers’ requirements for maximum system operation with minimum downtime,” said Mr. Madely. SORJ

Ecochlor received NMA approval Ecochlor has received Type Approval from the Norwegian Maritime Authority (NMA) for the IMO BWM Code (MEPC.300(72)/revised 2016 G8) standards. The new certification applies to the entire range of Ecochlor BWM systems, with flow rates of between 500 m3/ hr and 16,200 m3/hr, meaning that vessel owners may continue to install Ecochlor’s BWM system after the IMO BWM Code October 28th, 2020 deadline. The Company completed the additional testing required for active substance technologies for full approval in marine, brackish and fresh waters earlier in the year. The tests confirmed that no changes in equipment or in the operation of the Ecochlor BWM system

An Ecochlor BWM system

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Emissions Yara Marine offers quality training Norway’s Yara Marine has always insisted that quality pays, and that also goes for its optimised training offering available for engineers, deck officers and shore staff. It has delivered over 300 SOx scrubber systems to customers in all major shipping sectors, with millions of successful operating hours logged. It uses only premium corrosion-resistant alloys in its scrubbers to ensure long life. Cheaper steel corrodes much faster. It is applying the same quality philosophy to training, which has traditionally been given on site when a scrubber is installed. But the process has now been formalised in a modular package offered by newly created Yara Marine Training Academy. Successive modules cover system design and function, governing documents, operation, maintenance and troubleshooting. “Customers can operate and maintain the scrubber system in an optimised way when they have the right knowledge and skills,” said Technical Trainer Ulf Johansson. “Training enhances not only our in-person relationship with customers, but also builds customer satisfaction in the long term.” Training can take place at customer sites, at Yara Marine’s offices in Gothenburg, or online in a virtual classroom. Modules can be tailored by the training team according to requirements flexibility is key. “Our focus is on developing and offering different learning methods for different target groups in different situations,” added Johansson. While COVID-19 travel restrictions remain in place, some customers are taking the opportunity to put crew members waiting onshore through online training to ensure best practice. “It makes good sense at the moment because crews will have to deal with any issues that arise themselves. It’s difficult for our engineers to fly out to the ship,” said R&D engineer Pekka Pohjanen. Training during installation while a ship is in drydock typically involves Second Engineers and Third Engineers in a very busy environment. “They do their best to take everything in, but there are lots of other things happening at the same time,” said Pohjanen. “The classroom setting is much better. We can walk participants through the material having their full attention. We also encourage

A training modular package is offered by Yara Marine Training Academy chief engineers, chief mates and even masters to do the training, so they have first-hand awareness. Targeted training also lightens the burden on the crew. Environmental technology like scrubbers and BWM means more work,” he said. But it’s necessary as the industry moves to a greener base.” Most scrubbers are open loop and pretty straightforward. “Customers do their best to follow basic maintenance procedures either from the system manual or from the ship’s PMS (Planned Maintenance System) if our recommended maintenance has been incorporated, But classroom training is the surest way to build confidence. It also avoids the cost of getting Yara in outside its recommended biannual service visits. Full functionality of the system is covered, and what to do in the rare event of a sensor failure or equipment malfunction. If those trained at commissioning move on, having other people on-board who’ve done the training is obviously helpful. “Sometimes current crew can’t find the info they need in the manual. Basic training would solve that. “Yara Marine scrubbers are built to be reliable. The system is self-monitoring and self-recording, but as a large device it typically contains some 40 sensors. The largest systems are moving well over 1,000 m3/hr of water through the ship, and as with any system it’s a challenge to maintain capacity 24/7,” said Pohjanen. As the system is designed for continuous operation, it is essential sensors perform optimally. If non-critical alarms go unheeded, at some point there will be a critical alarm and the scrubber will eventually shut itself down. Robust training can help to prevent that scenario. Most unexpected problems that training can mitigate are to do with compliance. “In my experience I’ve realised that crew often don’t understand the regulatory background. It’s not

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their job to know it in detail, but knowing the basics really helps,” said Pohjanen. “We present the regulations for different regions in a simplified way that’s much easier to understand than the original MEPC documents, which tend to be very technical,” said Pohjanen. Training can also prevent scrubber downtime should the crew misread or misunderstand the regulations. Alarms go off automatically if the system is non-compliant or there’s a malfunction.

Foreship reports an increase in emissions decisions Finland’s Foreship reports a growing number of owners are reviewing their decisions on the best way to meet IMO 2020 emissions restrictions. The consultancy says it has seen an unprecedented surge of enquiries on how exhaust gas cleaning systems can be fitted at short notice, following emerging market misgivings over the quality and availability of 0.5% sulphur content fuel oils. After entry into force of the new rules limiting fuel sulphur content on January 1st, many of the shipowners that implemented scrubbers have reported a relatively smooth transition through IMO 2020 rule changes. Conversely, the higher costs of very low sulphur fuel oils (VLSFOs) have been aggravated by concerns that include an unexpected black carbon emission issue. “The realities of IMO 2020 have caught many off guard, with some in the market quickly shifting from contemplating whether a switch to scrubbers was advantageous to considering how soon they can practically do so,” says Foreship EGCS Project Lead Olli Somerkallio. “Uncertainty surrounding low-sulphur fuel oils is causing owners to reconsider whether they made the right choice on scrubbers, with fresh enquiries on equipment evaluation and installation arriving almost daily.” Latest figures from consultancy CRU indicate that 3,756 vessels have exhaust gas scrubbers either installed or on order. By the end of 2020, up to 15% of ocean-going freight capacity will employ the machinery, with the number now expected to rise to 20% by 2025. Having built an expert team of 15 engineers specialised in scrubber consultancy over nine years and a 58-ship reference list spanning six vessel types,

Emissions Somerkallio says Foreship has played its part in bringing scrubber payback times down to 12–18 months. He adds that, in the run up to the January 2020 deadline, equipment suppliers worked hard to reduce installation times, with a number of ro/ro freight vessel, tanker and bulker projects involving scrubbers installed as pre-outfitted modules to minimise works on-board. Nevertheless, shipowners still need assurance that the systems have been fully evaluated and optimised, whatever the time pressures. “We understand that this is a difficult moment for ship operators who have followed the rules only to find themselves at a competitive disadvantage,” he says. “While VLSFOs may well be costing more day-to-day, the scrubber is still a multi-million-dollar item whose evaluation, selection and installation will benefit from advice that is independent of the supplier and the shipyard.”

Olli Somerkallio, Foreship’s EGCS Project Lead

UECC and GoodFuels launch joint trial UECC and GoodFuels have launched a joint trial of GoodFuels Bio-Fuel Oil (MR1-100 or BFO) on UECC’s 21,010 gt ro/ro vessel Autosky. The three month trial will test 3,000 tonnes of sustainable biofuel on the 140 m vehicle carrier – a significant step in advancing marine biofuel for the ro/ro segment. The bio-bunkering, which will take place in the Port of Rotterdam, will be the first in a series of bunkering operations between March and May 2020. The Autosky will test BFO on its normal route between Zeebrugge, Belgium and Santander, Spain and will result in a reduction of more than 6,500 tonnes of CO2 emissions on a well-to-wake basis.

UECC’s Autosky The announcement comes at a time when the industry is under increasing scrutiny to improve its sustainability and move towards decarbonisation. With scalability, sustainable marine biofuel effectively allows shipowners and operators to comply with both the 2020 0.5% sulphur cap, as well as future regulations on carbon reduction by 2030 and 2050. GoodFuels’ BFO is the first ever residual fuel-equivalent biofuel, requiring no changes to marine engines. The biofuel ‘drops in’ to normal fuel tanks, virtually eliminating CO2 and substantially reducing SOx. Due to the absence of sulphur, the Bio-Fuel Oil can also be used to replace distillate fuels. Daniel Gent, Energy & Sustainability Manager, UECC, said, “At UECC, we pride ourselves on supporting sustainable solutions to the issues that our planet faces. We are excited to play a leading role in accelerating sustainable biofuel uptake for the ro/ro segment. This agreement demonstrates our commitment to reducing the carbon footprint of our existing tonnage and further complements the emissions reductions on our existing LNG fleet, as well as our LNG battery hybrid newbuilds.” Following the trial period UECC and GoodFuels will explore further options for continuing marine biofuel uptake within the ro/ ro segment.

engine and a water treatment unit as well as Valmet’s marine automation system. The order was included in Valmet’s orders received of the first quarter 2020. The value of the order will not be disclosed. The vessels will be delivered from Mitsubishi Shimonoseki shipyard to Meimon Taiyo Ferry in 2022, with Valmet’s equipment deliveries scheduled between the last quarter of 2020 and the second quarter of 2021. “With the global IMO 2020 regulations for sulphuric oxide emission in place, the marine scrubber business is booming around the world. Valmet has a strong position in the scrubber market on both newbuilds and retrofits. This is our first delivery to the Japanese market, and we are very pleased that Mitsubishi Shipbuilding and Meimon Taiyo have trusted us to supply our innovative scrubber system,” says Valmet’s Timo Lamminen. “Valmet is one of the world’s leading suppliers of marine emission control systems. As a one proof of this, we have been the first supplier to introduce the hybrid scrubber system to the market. We are continuously developing innovative products and solutions. These Meimon Taiyo ferries will be equipped with Valmet’s water treatment units offering the vessel owner the lowest operating expenses and the easiest use in the market,” says Valmet’s Anssi Mäkelä.

Valmet wins contract from MHI Finland’s Valmet has signed a contract with Japan’s Mitsubishi Heavy Industries’ (MHI) Shimonoseki Shipyard to deliver hybrid scrubber systems and water treatment units to two ferries. Each vessel will be equipped with two identical Valmet Marine Scrubber towers for each main

MHI’s Shimonoseki Shipyard

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Emissions Wärtsilä wins order for VOC recovery system Finland’s Wärtsilä’s emissions abatement technology is again recognised with a new order. The company will provide its Volatile Organic Compounds (VOC) Recovery System, together with an LNG Fuel Gas Supply System, for two new 124,000 dwt shuttle tankers. The ships have been ordered by Knutsen NYK Offshore Tankers (KNOT), a leading independent owner and operator of shuttle tankers, and will be built at South Korea’s Daewoo Shipbuilding & Marine Engineering (DESME). The order with Wärtsilä was placed in April. With this technology, the liquefied VOC is mixed with LNG and used as fuel for the main and auxiliary engines. By using LNG as the primary fuel and supplementing this with the energy recovered from the VOC, these vessels will be able to lower their emissions of CO2 equivalents by 30 to 35%, a minimum of 30,000 tonnes/year, compared to conventional oil-fuelled shuttle tankers. These savings are roughly the equivalent of the total emissions from approximately 20,000 cars. “Wärtsilä has developed its VOC abatement technology over the past 20 years, and our competence in this field is unmatched in the marine sector. It means that for these vessels, with the combination of Wärtsilä’s VOC Recovery and LNG fuel systems, they will not only be extremely sustainable environmentally,

but will also be commercially attractive. The VOCs that would otherwise be emitted to the atmosphere can instead be burned as fuel,” says Hans Jakob Buvarp, General Manager, Sales, Wärtsilä Marine. The Wärtsilä solutions will be delivered to the yard commencing in November of this year. When delivered, the tankers will operate in the North Sea oil fields.

Alfa Laval’s PureSOx system for smaller ships For smaller vessels such as handymax bulkers or product tankers, the cost of installing a scrubber for SOx compliance has sometimes outweighed the benefits. Now Alfa Laval PureSOx Express makes it simple for these vessels to continue using HFO and comply with SOx regulations. The new PureSOx Express is an open-loop PureSOx system, but one delivered as a fully enclosed module. Adapted for a simple and cost-efficient fit on smaller vessels, it reduces the investment cost, engineering time and physical work of installing a SOx scrubber. “PureSOx Express uses the proven PureSOx technology that’s already used on hundreds of vessels,” says Steven Pieters, Sales Director, Exhaust Gas Cleaning. “But it can be lifted on-board and connected without a specialised scrubber team, which means less work at the

An artist’s impression of the new KNOT shuttle tankers

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Alfa Laval’s Steven Pieters shipyard and an installation time of just 10–14 days. Not only is the initial investment lower, the vessel can return more quickly to its moneymaking operations.” Prefabricated and preconfigured, PureSOx Express is designed for up to 75 tonnes of exhaust gas per hour and engine power up to 10 MW. This makes it a one-size-fits-all solution for many vessels of 40,000–65,000 dwt, which typically include bulkers and product tankers. As an open-loop system, PureSOx Express is economical in complying with today’s regulations. But the scrubber is also hybridready, with connections present for a later conversion to a hybrid system. This makes the module as future-proof as it is cost-efficient. SORJ

Containerships By Paul Bartlett

Box sector bounces back, shows surprising resilience Over the first six months of the year, the devastating impact of COVID-19 and the resulting global lockdown plunged the container sector into complete disarray. Carriers appeared to adopt a haphazard approach to blanked sailings, vessel idling and even re-routing ships at slower speeds round the Cape to avoid Suez Canal tariffs. Even after discounts recently introduced by the Suez Canal Authority, the canal transit bill could total around US$500,000 for a large container vessel. The current low price of bunkers, combined with slowsteaming meant significant savings could be achieved even though the Cape voyage is 3,500 nautical miles and about 10-12 days longer. Low shipping demand meant carriers could still save several hundred thousand dollars. This was on obvious choice for some lines which faced the prospect of idling their vessels in Europe or the US before embarking on loss-making backhaul voyages to Asia with hardly any cargo.

Unexpected rebound A marked rebound is taking place, however, according to broking sources, just as the so-called ‘peak season’ gets under way when European and American retail outlets stock up with Asian exports ahead of the annual three-month pre-Christmas consumer frenzy. According to statistics from container shipping data specialist, Alphaliner, idle container ships hit a peak at the end of May, with 551 laid-up vessels totalling 2.72m teu, equivalent to 11.6% of the fleet lying idle. Eight weeks later, at the beginning of August, the number of laid-up ships had fallen by more than half, to 264, representing 5.1% of fleet capacity. Brokers reported firm enquiry levels for ships in the classic panamax sector, ranging from 4,000 teu to 5,500 teu while there was also active demand for the next size up – 5,500 teu to 7,500 teu and in the range from there to 11,000 teu. Charter rates were significantly stronger as a result, according to market sources, which reported that there were hardly any open ships available in certain categories. However, the market remains weak for small container ships so far. It was against this backdrop that two major carriers reported surprisingly good first half figures. Germany’s Hapag-Lloyd revealed a net profit of $287m for the second quarter of this year, compared with a $56m profit in the same period last time. Over the first six months, the carrier’s figures were up by about 90% compared with 2019, from $165m to $314m. Rolf Habben Jansen, Chief Executive Officer, described the figures as “a very solid half-year result, despite the coronavirus crisis”. Although volumes had fallen year-on-year, average freight rates across the carrier’s services were up by more than 3.1%, to $1,104/teu. But the CEO urged caution. Announcing the results, Habben Jansen said, “We are still very cautious. It’s very easy to get carried away by a couple of weeks of good bookings, and we would be very naïve to assume that we are through the pandemic … We will keep a close eye on the COVID-19 pandemic and flexibly react to market changes. On the whole, the pandemic is and will remain a major source of uncertainty for the entire logistics industry.”

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The Maersk McKinney Moller transiting the Suez Canal

Firmer freight rates Despite Hapag-Lloyd’s estimate that global container volumes over the whole year are likely to fall by some 7%, its revenues have held up well so far this year. In fact, volumes on the company’s largest trade lane, Latin America, were up by 1.6% over the first six months compared with 2019. However, second quarter figures were down sharply as the pandemic took hold in various South American countries. Other trade lanes were less positive – carryings on the Asia-Europe run were down by 9.8% year-on-year, revenue down 5%, while liftings on the trans-Pacific were 5.9% lower, with revenue down by 3%. Meanwhile, Taiwan’s Yang Ming’s container business was profitable over the second quarter of this year, logging a profit of $18.6m. Unfortunately, however, this was overshadowed by a $21m loss in its dry bulk business, resulting in a consolidated net loss of $2.25m over the three-month period. The carrier noted higher rates on the trans-Pacific and Far East-Europe trade lanes and said it was aiming to increase its customer base. The world’s eighth largest carrier has a fleet of 92 ships with a total capacity of 620,000 teu, and has 19 vessels on order, totalling 165,000 teu. Analysts have suggested that one factor aiding the rebound has been relatively slow supply-side fleet growth. According to Clarkson, 53 new container ships were commissioned over the first half, down by more than 40% in capacity terms compared with the corresponding period in 2019. In percentage terms, the fleet grew by 0.9% with full year 2020 figures estimated at 1.3%, only slightly above the record low figure of 1.2%, logged in 2016. Several container ship recycling deals have offset deliveries, including the largest-ever boxship sold for scrap – Maersk Line’s 1998-built Sine Maersk, a 9,600 teu vessel which, at the time of writing, is understood to be lying at anchor off the Turkish coast close to the country’s recycling region of Aliaga.

When do economies of scale run out? Twenty years ago, newly delivered 7,000 teu containerships were viewed sceptically by many in the shipping establishment who labelled them as

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Containerships ‘too big’. Two of the largest container vessels to be recycled so far were thought to be too large when their capacity came to light sometime after their 1997 delivery. The 7,408 teu Kokura and her sistership Kawasaki were built at Maersk’s former Odense Shipyard in Denmark for deployment by the Danish carrier. When their actual size became known, they were labelled by some as too large. They were sold by Costamare in June for recycling in Bangladesh. We’ve come a long way since then, with the largest mainhaul vessels now more than three times the size. But experts suggest that there comes a point when perceived economies of scale disappear or can only be generated in certain conditions … such as when a large vessel is loaded to capacity and/or when bunker prices are very high.

The raising of the Bayonne Bridge in New York

Blanked sailings Certainly, over recent months, some carriers must have been rueing the day when they opted for 20,000 teu-plus units. Many sailings were blanked when the pandemic was at its worst, with giant ships lying idle for significant periods. The services that went ahead were undertaken at very low load factors, with some sailings between Asia and Europe less than half full. Such operations generate substantial losses, forcing some container lines to route vessels on the longer voyage round the Cape of Good Hope, rather than incur Suez Canal tariffs. This involves several more days of sailing time and large volumes of extra fuel. However, more fundamental economic principles are also being put to the test in the seemingly endless quest for economies of scale. A wide range of logistics issues are relevant – from the length of container berths, the depth of water alongside and in approach channels, outreach of gantry cranes and intermodal transport links from ports to their hinterlands. Hugely expensive capital and maintenance dredging programmes are essential at some major container ports, notably in China and Germany. Following expansion of the Panama Canal, meanwhile, larger containerships are now calling at east coast ports in the US. In June 2019, a multi-million dollar project to raise the Bayonne Bridge, which has linked Staten Island, New York with Bayonne in New Jersey for nearly 90 years, was completed. It was necessary to raise the bridge to provide sufficient air draught for large laden vessels to pass underneath and provide access to and from terminals operated by the Port Authority of New York and New Jersey.

Hub-and-spoke economics? There is also the question of economics relating to whether a huband-spoke service structure, with arterial routes and a small number of hub ports supported by complex feeder networks, is actually more efficient in logistics terms than point-to-point services. Smaller, fully laden vessels on routes between secondary ports may offer a more efficient system in overall economic terms, with improved ship productivity, lower infrastructural investment by ports, reduced double-handling of boxes and scope to deliver containers closer to their ultimate destinations, potentially cutting demand for more carbon-heavy modes of transport such as trucks and train. Ultimately, the fact that the only sector of the container fleet to continue growing by any significant margin this year covers the size range from 15,000 teu upwards indicates that many carriers still believe

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HMM Algeciras – the world’s largest containership

that bigger is better. According to statistics from Clarkson Research, there are 168 ships in this size category, of which 118 are four years old or less. There are 52 ships more than 15,000 teu on order, representing capacity of just over 1m teu and 33% of the existing fleet in this size range.

Container ship safety a growing concern Economies of scale in shipping are all very well, but they can come at a cost. In the case of large container ships, some sector experts believe that safety regulations have not kept pace with the exponential increase in ship size. Container management and cargo handling procedures were drawn up when an intercontinental, mainhaul vessel might have had a capacity of 4-5,000 teu. Now, the largest vessels are five times bigger. The safe custody of cargoes, ships’ crews, and the assets themselves are at growing risk. Meanwhile, the two reasons shipping has hit the headlines in recent weeks should serve as a sharp reminder that its operations may continue out of sight for most of the time, but when something goes wrong, the industry gets a pounding, usually from ill-informed journalists looking for sensation and scandal. They have had two such opportunities in recent weeks – first the Beirut catastrophe and then the aftermath of a large ship running aground in Mauritius.

Containerships The disaster involving the 203,000 dwt Wakashio, a Capesize bulk carrier, is another example of how the shipping industry can easily be pilloried in the mainstream press. The bulker is owned by a company within the Nagashiki Shipping group and operated by Mitsui OSK. According to unconfirmed reports, the vessel was more than 200km off course when she struck a reef off the island of Mauritius. Some speculated that the ship had sailed close to the island in the hope of picking up a WiFi signal in celebration of a crew member’s birthday. This could not be confirmed at press time but what is clearly evident is that those with little knowledge of shipping’s complex workings are having a field day. Once again, the industry as a whole is held up as one that is not properly policed and run by irresponsible shipowners who run substandard assets.

Container fires in the spotlight So the issue of container ship fires, which occur with frightening regularity, should be a major concern for container lines, particularly those that are publicly listed on the world’s stock exchanges. It is already a worry for marine insurers who face, potentially, claims running into billions of dollars for assets and their cargoes. Last year, the international transport and logistics mutual insurer, TT Club, highlighted that one major container ship fire was now occurring at sea once every eight or nine weeks. At the time, the March 2019 loss of the Grimaldi-owned container ro/ ro ship, Grande America, had hit the headlines. Fire was thought to have broken out on a car deck and steadily spread to nearby containers. The ship was carrying 45 boxes containing hazardous materials, Grimaldi said in a statement at the time, including ten tonnes of hydrochloric acid and 70 tonnes of sulphuric acid. The ship was lost in 4,600 m if water in the Bay of Biscay, as she sailed from Hamburg to Casablanca. The Grande America was not a particularly large ship, however, with a gross tonnage of 56,642 gt and a length of about 214 m. Of increasing concern to hull underwriters and P&I insurers is the growing risk of fire onboard an ultra large container vessel, with undetected and inaccessible fire possibly developing in a container buried deep in a cell below deck. It is particularly timely, in view of the Beirut tragedy, to note that insurers are only too aware of a long list of perilous cargoes shipped by sea. Spontaneous combustion, oxidation, liquefaction and toxicity are all potential risks.

No port of refuge The 15,226 teu Maersk Honam suffered a close-to-catastrophic fire in 2018 as she was under way off the coast of Oman. The fire, which broke out early in March in a forward cargo hold claimed the lives of five crew members and injured others. It raged for months as experts sought to extinguish it. Ultimately the bow section and all cargo forward of the wheelhouse were declared a total loss. The vessel was not able to enter a port of refuge until May. Subsequently, the ship’s bow and accommodation block were removed at Drydocks World, Dubai for scrapping. The intact stern section was taken on-board the heavy lift vessel, Xin Guang Hua, to Hyundai Heavy Industries’ Geoje facility, and the vessel was rebuilt with a new bow, accommodation block and exhaust scrubber, re-entering service late last year as the Maersk Halifax. Although the origin of the fire has never been discovered, Maersk investigators blamed undeclared or mis-declared cargo as the most likely cause, on the basis that the fire proved so difficult to extinguish for such a long period. Since the peak rate of container ship fires on average every 60 days, the incidence has come down. Experts believe this is partly because of growing awareness and, recently, probably because of lower container volumes. Other initiatives are likely to have played a part too. For example, in September last year, the Chinese Shipowners’ Association held a meeting with Chinese authorities to discuss fire- and explosionrelated incidents on container ships caused by undeclared or misdeclared cargoes. The aim was to increase awareness amongst Chinese Government departments and make prosecuting authorities more aware of the problem. In March this year, the International Chamber of Shipping (ICS) and the International Group of P&I Clubs (IG) made a joint submission to IMO’s Marine Safety Committee in which they highlighted the danger of container ship fires to seafarers and navigational safety. They called for a new approach to ships’ own fire-fighting capabilities and more risk prevention by closer scrutiny of shippers and their cargo declarations. They also pointed out that only a few IMO member states have set up container inspection programmes, the results of which are supposed to be reported to IMO. The latest figures at the time of their joint submission indicated that four member states had set up such programmes in 2017, and seven more in each of the following two years.

The fire on-board the Grande America

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Containerships Ship safety under scrutiny Meanwhile, the size and stability of container stacks is also being scrutinised more closely. The TT Club and the UK P&I Club recently took part in a webinar organised by Thomas Miller managed insurance mutuals. They identified an urgent need to tackle the issue of stack security to reduce the incidence of collapse and to make the findings of investigations more transparent, an aspect of the industry which many believe has been conveniently overlooked for too long. Stuart Edmonston, Loss Prevention Officer at the UK P&I Club, set the scene for the webinar, which was called ‘Container Casualties – the sum of the parts’. Noting that container loss incidents are attracting attention, he said, “Overall, the industry loses a relatively small amount of roughly one unit per 160,000 carried but each loss has significance to a range of stakeholders, including the ship operators, cargo interests, insurers and, not least, to the natural environment both at sea and on shore.” The webinar revealed the complex range of relevant factors, some related and some not. The safe packing and securing of freight within a container, as well as regular maintenance of the box itself, are important factors. But so too is the transparency of the shipping process – from an accurate cargo declaration at the outset. Then there are also shipboard issues, such as diligent inspection and maintenance of deck fittings, locking bars and lashing bridges, and the use of digital data to predict parametric rolling and potentially dangerous ship motions. Neil Gardiner, Managing Master Mariner at Brookes Bell, a Thomas Miller-owned casualty investigator, commented on other ship-related issues. “In addition to taking into account the bending motions of ships in heavy seas in the design of, particularly, the larger container ships of today, operational prevention of isolated and unnecessarily high stacks coupled with high GMs (metacentric heights) should be prioritised,”

The aft end of the Maersk Honan en route South Korea

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Stuart Edmonston

he said, noting that “the whipping action that ships often experience can have a significant effect on high and isolated container stacks that may have been left between interim discharge/load ports to avoid restowing”. SORJ

Northern Europe David McGinley (A&P and Cammell Laird) gives his views on the market David McGinley, Managing Director of global shiprepair, conversion and marine specialist Atlantic and Peninsula Marine Services, was recently appointed Chief Executive Officer of Merseyside shipyard and marine engineering services company Cammell Laird. David continues his role at Atlantic and Peninsula Marine Services, which includes leading A&P Group Limited, Atlantic and Peninsula Australia PTY Limited, as well as A&P Group’s marine platform business Marine Designs Ltd and Falmouth Docks and Engineering Company (FDEC). In an interview with SORJ, David gave his views on the current shiprepair market as well as how the UK can play its part in the overall European market. “During the current COVID-19 crisis, the shiprepair industry on a world-wide basis has been affected. We have spoken to many of our regular clients, who say that they will be looking for dock space in quarters 3 and 4 of this year. This will be a challenge not only for us but the repair industry in general in terms of being able to accommodate all repair and refit requirements with many vessels coming to the market at the same time. “The Classification Societies have been helpful in some respects by waving Class requirements for up to six months, but this will give us an issue at the back end of the year. Although the newbuilding market has gone extremely flat due to COVID-19, the potential of resurrecting older vessels is there, however, we have seen the main emphasis being on vessels already active in the market being up-Classed. There is also the

David McGinley

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ferry repair market - these vessels having been operational throughout the crisis being used as freight-based seaborne assets and therefore this has allowed us to continue to support this sector. “The COVID-19 has impacted on both A&P and Cammell Laird – it would be fair to say that we have had a few deferrals over the past few months. Both companies are fairly fortunate as we operate in both the commercial and defence repair industries. This has allowed us to strike a balance on our overall operations, with the MoD contracts in place. This has allowed us to minimise the number of referrals among the workforce, and those who have be referred have been shielded. “As referred to in the above – both A&P Group and Cammell Laird operate in the commercial and defence repair industries. The repair and refit contracts from the defence industries are naturally quite long and complicated in content. These are the basis or our overall operation. However, in both of A&P’s and Cammell Laird’s day-to-day operations, we give all contracts, whether commercial or defence-based, 100% attention dependent upon the priority required by the owner. Every ship coming into a yard gets its own management team and workforce, including specialised sub-contractors, office space and general support. It is the same support regardless of origin or contract conditions. “Generally the defence contracts last for between nine and 12 months, and again they get the same support mechanism as a commercial ship coming in for a much shorter general repair or refit period. Preference as to which contract is prioritised is not a criticism that is levelled at either company in terms of lack of commitment by A&P or Cammell Laird. In contrast, we have had a number of good reports from customers who say that they feel that they are the ‘Number One’ customer in the shipyard. That is how we operate – any customer who comes into any of our facilities is treated in this way. “We had a recent example of this when two separate short-notice repair projects came in. These were due to a mechanical failure and a grounding incident off the UK East Coast, both entering Cammell Laird at approximately the same time – we accommodated both ships in two separate drydocks, with two separate management teams and we managed to get them both back to service, and therefore earning revenue for their owners, as soon as was humanly possible. “A&P and Cammell Laird has been part of the same owning group for a number of years, however, the two shipyards have remained in competition with each other, which is a healthy state for the customer. In all cases, bids are put into the potential customer by the Managing Directors of each shipyard. Under no circumstances is there any collusion between the two companies, thus giving the customer the best possible deal. The customer will get two quotations, which inevitably will be different. I have never, in the 3.5 years I have been in my current position, had any owner come back to say that two quotations are the same. There is no collusion between the bid departments. “As a country, the UK is due to leave the European Union (EU) at the end of this year - the obvious question is how the exchange rate between the GBP and the Euro will be affected? Whether or not future exchange rates will be in favour to us or not - that’s the first matter to be considered. I will be interested to see how self-regulation will take place instead of adhering to European regulations - I will reserve my judgement until we have completed the two-year transition period, and see then whether it will be favourable or unfavourable for us. We at A&P and Cammell Laird will always adapt and put our best foot forward. “Customer perception is key to us – I have been very pleased over the

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Northern Europe

Fishers’ Clyde Fisher in A&P Tees past few years, certainly with A&P, where we have developed the business with improvements to the facilities and from the personnel point of view and, very importantly, from a customer management and understanding point of view. Now at Cammell Laird I have seen the same customerfocused understanding. We are looking to return the ship to the customer in a way which is reliable for the owner. “Despite the COVID-19 crisis and Brexit, we will look to continue this practice and get the UK name at the forefront of repair and conversion requirements in future years.”

David joined A&P Group in 2017 as Group Managing Director responsible for all ship repair activities and operations at the A&P Group facilities in the North East of England and Falmouth. David became an Executive Director as Managing Director Atlantic and Peninsula Marine Services Ltd in 2018. Prior to joining A&P Group, David spent 13 years working at Babcock in senior level roles that spanned strategic development, business development and commercial port operations. David’s career also includes more than 20 years’ service in the Royal Navy. David is a visiting Professor at the University of Strathclyde in Scotland and is a past President of the UK Shipbuilders and Ship repairers Association, part Chair of the Association of British Offshore Industries and is a Director of the Society of Maritime Industries.

Strong first half results at A&P

The Normand Oceanic in A&P Tyne

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A&P Group has reported a strong first half of the year across all three of its UK facilities – despite the challenges of working during the pandemic. In order to continue with vital ship repair, conversion and fabrication work, A&P Group was quick to deploy a strict programme of COVID-19 measures at the start of the pandemic - all designed to keep employees, clients and the supply chain safe, and importantly to allow key vessels to remain operational. David McGinley said, “Our rigorous risk assessments, pre-planning and on-going communication with customers and ship staff have

A&P GROUP - THE UK’S LARGEST COMMERCIAL SHIP REPAIR FACILITY A&P operates three full service ship repair facilities located on the East and South West coasts of the UK. A&P provides ship repair, maintenance, conversion, life extension and fabrication services to the commercial marine sector and oil & gas industry. A&P’s unparalleled track record for safe, efficient and high quality services includes the successful turnaround of passenger vessels, offshore units and green retrofit projects.

MARINESALES@AP-GROUP.CO.UK WWW.AP-GROUP.CO.UK

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Northern Europe ensured we can limit the risk of the virus entering our facilities and minimise 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 essential projects.” The forecast for the rest of 2020 is also encouraging for the shiprepair, conversion and marine services company, as deferred classification surveys look set to make the last quarter busy for all three facilities. David McGinley added, “The knock-on effects of COVID-19 have been vast and we are anticipating a bottleneck of demand for our drydocks, as ship owners and operators rush to book their classification surveys before the year is out.” One of A&P Tees’ most significant projects of the last six months involved extending the life of PD Ports’ 1,500 m3 TSHD Heortnesse by more than 15 years. Carried out over two drydockings, the propulsion drives were changed to allow the vessel to operate on just two generators, instead of three, and the dredge system was refurbished with a new dredge pump, pipework, densitometer and monitoring system. In total, 30 tonnes of steel, the deck-dredge hydraulics, control systems and the alarm and communications systems, were all renewed. A&P Tees has also completed vital maintenance and repairs for Hansen’s 2,700 m3 TSHD Arco Beck, which included urgent stern seal renewals. During a 16 day drydocking, the team pulled the port and starboard shafts to facilitate the renewal of the seals and also used the time to carry out various steel repairs and pipe renewals. Other work included cleaning the hubs, renewing the unloader luffing sheave and

The Ocean Intervention 11 in A&P Falmouth

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repairing the tower boiling box. The 10 year surveys of two OSVs from Atlantic Offshore, the 1,452 gt OSV Ocean Don and the 2,295 gt Ocean Falcon, have also been completed by A&P Tees. Both vessels underwent an 11 day drydocking programme, which included mechanical preparation and painting of the hulls, ranging out and calibration of anchors and chains, fitting of new links and chain lengths, removal of rope guards, partial removal of the port shafts, replacement of tail shaft seals and inspection of all water ballast tanks. The team also removed 24 valves for cleaning and inspection and replaced five. Work on the vessels was carried out while observing Covid-19 social distancing guidance. James Fisher & Sons’ 12,984 dwt coastal tanker Clyde Fisher has also visited A&P Tees for a 20 day repair period for its Intermediate Survey, with 14 of those days in the drydock. The ship had a ballast water treatment system fitted and its hull painted. A&P Tyne has also enjoyed a strong six months. James Fisher & Sons’4,415 dwt coastal chemical tanker Superiority stayed in A&P Tyne’s drydock for seven days and underwent an intermediate survey, as well as had its hull painted and its generator and alternator overhauled. Subsea7’s 16,511 gt multi-purpose offshore vessel Normand Oceanic underwent a 34-day mobilisation period at A&P Tyne in January. The work carried out included installation of a tilt and lay system, which required a 440 tonne lift, and an installation of an A&R winch which involved a 147 tonne lift. A&P Tyne also carried out a 10-day mobilisation of Fred Olsen Marine Services’ 15,328 gt jack-up barge Brave Tern in the Port of Sunderland.

Northern Europe The mobilisation included the installation of a 50 tonne tugger winch, caley reel, guide and goal posts, fibre optic under rollers and reel, 15 tonne tensioner, 3 tonne three wheel pair, 1,250 kVA generator and the fabrication and installation of grillages and a diverter chute. Amidst the COVID-19 pandemic, Prysmian also called upon A&P Tyne to first mobilise and then demobilise cable repair equipment onboard the 18,151 gt OSV North Sea Giant, as part of a project to undertake repairs to a critically-important IFA2 electric interconnector cable, for the National Grid. Prior to the mobilisation, A&P had to demobilise Brave Tern to release vital equipment for modification and subsequent installation on the North Sea Giant. Numerous items and their seating arrangements required significant changes within a short period of time including mobilising, fabricating and sourcing items for the caley reel, the 15 tonne tensioner, quadrant rails, caley chute, cable saddleback support frames, the 25 tonne deck winch, generate sets, overboard chute foundations and ROV containers. The mezzanine deck required the most fabrication and welding work, with alterations and extensions necessary to ensure the best operational ROV spread for the cable layers. The latest offshore vessel to arrive at A&P Tyne was Prysmian Group’s 13,671 gt cable-layer Cable Enterprise, this vessel having drydocked at A&P Tyne on previous occasions. At A&P Falmouth, Oceaneering International’s 2,225 gt DSV Ocean Intervention II recently underwent a complex programme of modification and refurbishment. The programme involved routine repairs and maintenance as part of the ship’s class certification and the fabrication of a custom-designed gondola and modifications to the vessel’s back deck. A&P Falmouth pre-fabricated the 14 tonne gondola well in advance of the vessel’s arrival to minimise time spent in the dock. The work required precision machining to tight tolerances. Such was the shape, size and weight of the gondola once fabricated, A&P’s in-house engineers had to fabricate stilts so that a cutter could get beneath the structure and machine the fittings, before it was transferred to the drydock and attached to the hull. Other work included modifying and installing a new main propulsion thruster bed plate and fitting insulation to help minimise the sound from

the ship’s thrusters, which was interfering with sonar readings from the sea bed. Additional tasks included blasting and painting the hull, making aft deck modifications to survey equipment, fabrication and installation of deck and equipment foundations, refurbishment of the galley and upgrades to the accommodation. The team also carried out moonpool blasting and painting, reviewed the 20-year survey items and load tested the cranes and A-frame. Other projects have included work on Tamar Ferries Lynher 11, as part of its commercial partnership agreement with this owner. On the newbuilding side of A&P’s activities, Cory Riverside Energy (Cory) has agreed a multi-million-pound contract with A&P Tyne for the delivery of 21 barges over a seven-year period. The contract also represents a significant investment in the UK’s manufacturing sector, with the barges to be built at A&P Tyne’s 275,186 m2 facility on the south side of the River Tyne, before they are delivered to Cory. Construction has already begun on the first three barges which are expected to be delivered in December, with the remaining barges delivered across the seven-year contract. Commenting on the news, Keith Henry, Managing Director at A&P North East said, “A&P Tyne secured this contract as a result of our proven track record delivering complex fabrication projects and our extensive facilities. Each of the 21 barges will be built in our 23,000 m2 fabrication halls - the size and scale of which enable us to undertake simultaneous fabrication works for several barges at once. Our teams of engineers and fabricators will use our panel line to construct and weld each of the main parts of the barges, before they are transferred to the main fabrication hall for assembly. Each of the barges will then be lifted into the River Tyne for delivery.

New apprentice programme at Cammell Laird UK’s Cammell Laird (CL) has announced an increase to its apprenticeship intake for 2020, enabling 25 people to forge a successful

Cammell Laird’s new in-take of apprentices stand beside RFA Fort Victoria

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Northern Europe career at the celebrated shipyard and marine engineering services company. In spite of the challenges posed by the COVID-19 pandemic, CL remains committed to growing its apprenticeship programme and is making five additional places available this year. The company took on 20 new apprentices in 2019. Over the last 12 years, Merseyside-based CL has recruited almost 300 apprentices across a broad range of roles. Its apprenticeship programme is one of the biggest in the UK maritime industry, representing an investment of over £19m to-date. More than 700 applications have been submitted for the 2020 intake. The apprentice programme at CL will offer apprenticeships in welding, mechanics, pipefitting and plating. The new intake will commence their apprenticeships at CL in November 2020. Successful 2020 applicants will be given the opportunity to work on a wide variety of ships and vessels, and to be part of unique, high-profile projects, gaining invaluable maritime experience. Recent apprentice cohorts, for example, have been involved with the RRS David Attenborough project, helping to develop one of the most advanced polar research vessels in the world. During the four-year apprenticeship training programme, CL supports its new team members to acquire high-level technical skills, strong problem-solving competencies and a flair for innovation. The apprenticeships are delivered in conjunction with The Engineering College, the most successful and wide-ranging provider of engineering apprenticeships and related training in Merseyside. David McGinley said, “We are determined to provide career opportunities to an increased number of people from the local area and our apprenticeship programme

A double docking in Dales Marine’s Greenock facility

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allows us to do this. CL has both a rich history and an exciting future, and our apprentices play an essential role in helping to protect our heritage and forge our on-going success. “We are able to provide world-leading maritime experience on projects that you wouldn’t find anywhere else and we are proud of this, along with our commitment to helping plug the engineering skills gap in the North West and supporting the local economy through job creation. We very much look forward to welcoming our 2020 apprentices on-board.” Meanwhile, Seatruck Ferries freight ro/ro Arrow recently drydocked at CL to carry out grounding damage repairs. The 1,057 lanemetre capacity 1998-built vessel grounded while entering the port of Aberdeen, while on charter to Serco NorthLink Ferries. Caledonian MacBrayne 5,626 gt 2011-built ro/pax Finlaggan also recently returned to CL to have a replacement rudder stud fitted.

Offshore and ferry work at Dales Dales Marine Services’ (DMS) facilities are located in six locations throughout Scotland – Aberdeen, Montrose, Leith, Greenock, Grangemouth and Troon. One of the company’s main markets is the repair of OSVs/PSVs and other offshore vessels. One of the shipowners who awards repair projects on a regular basis is Holland’s VOS Offshore. During this year, this company has had the following vessels in Dales Marine’s various facilities - the 881 dwt Vos

Repair. Maintenance. Conversion. Manufacturing.

Specialists in Marine Fabrication & Engineering Cammell Laird Shipyard | Campbeltown Road Birkenhead | Merseyside | CH41 9BP T: +44 (0) 151 649 6600

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Northern Europe Explorer, the 803 dwt VOS Supplier, the 1,261 dwt VOS Enterprise, the 1,401 dwt VOS Glory, the 1,267 dwt VOS Venturer, the 572 dwt VOS Supporter, the 1,270 dwt VOS Endeavor, the 625 dwt VOS Faithful and the 612 dwt VOS Famous. North Star Shipping is another regular client of DMS, some five offshore vessels being repaired this year – the 1,130 gt Grampian Defiance and Grampian Devotion, the 830 gt Grampian Defender and Grampian Ranger and the 2,113 gt Grampian Endurance. Dales also repaired the 490 gt standby safety vessel Simon Princess from this owner. Other offshore vessels repaired by DMS this year have included two ships from Sentinel Marine - the 1,944 gt OSV Fasnet Sentinel and the 1,944 gt stand-by safety vessel Cygnus Sentinel, Global Offshore Services’ 1,960 gt Ocean Clever, Atlantic Offshore Rescue’s 1,823 gt Ocean Tay, Marnavi’s 2,283 gt OSV Ievoli Black, two OSVs from Norway’s REM Maritime – the 3,240 dwt REM Supplier and the 4,260 dwt REM Insula, Carlotte Offshore’s 3,956 dwt OSV Troms Mira, Fugro OSAE’s 360 gt research vessel Fugro Mercator, BP Shipping’s 5,165 gt OSV NS Elida, and P&O Maritime’s 390 gt research vessel Prince Madog. The offshore supply/support vessels’ periods in dock vary in length depending upon the vessel size and work load. Some vessels may dock for just 4-5 days to allow the hull to be washed down and a new coat of paint applied in-between charters and possibly a propeller polish. Other vessels may dock for up to 12-14 days. The larger timely dockings are when the vessels require main engine overhauls, underwater propulsion overhauls Another main market for DMS is the many ferries operated by Caledonian McBrayne (CaliMac) on its inter-island services. This year has seen the following ferries repaired – the 6,753 gt Isle of Lewis, the 5,221 gt Caledonian Isles, the 206 gt Loch Ranza, the 5,499 gt Clansman, the 549 gt Loch Fyne, the 1,024 gt Loch Shira, the 950 gt Loch Portain, the

One of the4 Viking cruiseships in H&W

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499 gt Lochinvar and the 396 gt Loch Alainn. From Western Ferries, the 497 gt Sound of Seil and the 489 gt Sound of Scarba were repaired, Each ferry docking lasts between 12 and 21 days to undergo annual refits. Work includes tailshaft and rudder inspections, annual inspections throughout all ro/ro equipment, overhaul and maintenance of hydraulic systems, hull coatings, main engine overhauls along with gearbox overhauls, new auxiliary engine upgrades, upgrades to interior passenger areas, pipework upgrades and modifications to new and existing pipework and steelwork. Annual servicing of all LSA & FIFI equipment is also carried out. Apart from Offshore vessels and ferries, DMS has also carried out repairs to the 780 m3 TSHD Sandswan, Fjord Shipping’s 3,502 dwt chemical tanker Key Bora and Faasse’s 1,276 m3 TSHD Deo Gloria. The £1m Waverley project started back in January 2020. The iconic Scottish paddle steamer is the only one of its kind left in the world. Dales Marine was awarded the project of the decommissioning of the existing power systems and replacement with new free issue boilers. Another main market is the repair of tugs, especially those operated by Serco. These included, this year, Hopetoun, Orcadia II, Svitzer Milford, SD Angeline, SD Resourceful, SD Oronsay, SD Chieftain, SD Victoria, SD Dependable, SD Omagh, SD Kyle of Lochalsh and Culmore. With the west coast yard facilitating the Serco contracts as well as other clients the works during docking periods include, main engine overhauls, underwater propulsion units overhauls, wash prep and painting, fendering repairs, steel and pipework renewals and repairs. DMS has repaired three fishing vessels this year – the 2,247 gt Chris Andra, the 650 dwt fish carrier Migdale and the Danish-owned Scotia. With dockings from 7 to 16 days the vessels undergo a full wash down, preparation and full underwater and topsides paint work. Anodes and sounders are checked, cleaned and/or replaced as necessary. Tailshaft and rudder surveys are carried out. Various hydraulic pipe

Northern Europe spool lines for the main deck winches were replaced. Upgrades to interior passenger areas included new flooring and fixtures.

H&W wins Viking Cruises’ contract The knock-on effect of the COVID-19 situation with regard to the cruise and ferry industry is having a boost in business for Belfast’s Harland & Wolff (H&W). Three cruise vessels from the fleet of Norwegian operator Viking Cruises, the 47,842 gt sisterships Viking Sea, Viking Sky and Viking Sun arrived in Belfast during late June from lay-up in Norway for alongside repairs. Meanwhile, recently in H&W’s large building dock undergoing scheduled repairs was Stena Line’s ro/ pax Stena Europe, which operates on the Fishguard-Rosslare route, across the Irish Sea. A further five Stena ferries will also drydock in Belfast this summer, including Stena Adventurer (during July for a three week stay to repair stabiliser problems), Stena Hibernia, Stena Scotia and Stena Superfast VIII. Meanwhile, H&W has joined forces with Spain’s Navantia, to form Team Resolute, a UK shipbuilding collaboration which will bid for a range of contracts, including the UK Ministry of Defence Fleet Solid Support Programme (FSS). As part of this, H&W has signed an exclusive Teaming Agreement with Navantia, with BMT participating as an exclusive subcontractor in the FSS Programme. Team Resolute combines 159 years of shipbuilding experience at one of the UK’s biggest shipyards, including the two largest drydocks in Europe,

with unrivalled auxiliary design experience from BMT and a world-leading auxiliary shipbuilding track record from Navantia. As set out in the UK National Shipbuilding Strategy, the UK Government is seeking to strengthen the UK’s sovereign shipbuilding capability and prosperity, while driving cost and production efficiencies. Team Resolute offers a low risk and value for money UK solution for FSS based on recent and current experience designing and building comparable ships for other navies. If successful in the bid, Team Resolute will inject significant investment into local economies across the whole of the UK through ship design and construction. Team Resolute is ideally positioned to meet the UK Government’s current requirements and deliver additional benefits for the UK in four key ways: • Prosperity for the UK - It will re-establish a skills base for UK shipbuilding in Northern Ireland, strengthening the UK’s sovereign shipbuilding capability and economic prosperity. Transfer of Navantia’s cutting edge digital shipyard knowledge to Harland & Wolff will support the modernisation and availability of this UK sovereign asset for FSS and beyond. • UK industrial strength for a UK FSS programme - It will provide the UK Government with the sovereign industrial capability to make FSS a successful UK programme. It will use a world beating British design from BMT, build at Harland & Wolff’s facilities in Northern Ireland, and incorporate wider UK fabrication, materials and equipment. • A formidable British design pedigree - BMT is the only company to have been involved in the design of QEC and MARS Fleet Tanker

Approved BWTS solution ready for installation

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Northern Europe Programme. This experience provides the best possible foundation for delivering an FSS design that will comply with the project requirements and provide the capability necessary to complete the Carrier Strike Group. • The ideal partnership for assured FSS delivery - BMT’s unique design experience will reduce development time. Harland & Wolff’s and Navantia’s joint unparalleled dry dock capacity will minimise the FSS ships entry to service for the Carrier Strike Group. Navantia’s risk management experience with Australian and Spanish Navies will assure delivery to cost, time and quality. Additionally, Team Resolute has already identified future naval, commercial and offshore renewable contracts. Navantia delivers a wide range of naval and support ships to governments around the world. Team Resolute is already exploring future commercial opportunities together, and there is a real opportunity for UK suppliers to secure future work on other Navantia and H&W programmes. Navantia’s experience in developing a digitally enhanced shipyard approach, Shipyard 4.0, will be shared with all UK partners across the FSS supply chain to help improve efficiency by up to 20%. This is an opportunity for UK companies to work collaboratively with us in developing and exploiting the use of digital technology to improve competitiveness, as proposed in the UK National Shipbuilding Strategy. John Wood, CEO of InfraStrata, said, “This partnership has the capability and credibility to disrupt the UK defence shipbuilding duopoly that currently exists, providing much needed competition in the defence sector to ensure value for money and guaranteed delivery. “Team Resolute will create a more level playing field when competing for upcoming defence contracts. It will also provide Harland & Wolff with a strong proposition to tender for contracts in the oil & gas, cruise & ferry, commercial and renewable sectors. We have always selected our partners carefully. In Navantia, we see a long term partner not only within the defence sector – we are also in advanced discussions for further teaming agreements in relation to offshore wind farms.” Abel Méndez, Director of International Defence & Security, Spokesperson of Navantia commented, “It is clear that under a new management team, H&W is a shipyard that is forward-thinking, agile and ready to do business. We are excited about this new collaboration

The new cranes in action at UK Docks’ Teesside facility

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and the opportunities it will bring for both partners.” Rob Teasdale, Business Development Director of BMT, said, “BMT is excited to be part of Team Resolute with leading shipyards H&W and Navantia to provide a dedicated partnership for UK’s Future Solid Support (FSS) ships. “This new co-operation for Team Resolute, under which the three companies will work together on the FSS project, will lend our globally renowned ship design capabilities on a world leading capability for UK’s defence and national security requirements. We look forward to working with H&W to modernise and strengthen the UK’s sovereign shipbuilding capability. “The combination of BMT’s experience across the maritime sector and our heritage in ship design is the ideal pedigree to bring large and challenging projects to successful fruition. With the reopening of the contest anticipated later this year, BMT stands ready with H&W and Navantia to offer a modern approach to the FSS programme that will contribute to sovereign shipbuilding and prosperity for the United Kingdom for years to come.”

New dockside cranes at UK Docks UK Docks has continued to invest in its Teesside ship repair facility with the purchase of two Nelcon dockside cranes from the Port of Workington. The two cranes - landmarks in the North West town for the past three decades - are now set to become a prominent part of the River Tees skyline and will greatly enhance the speed and efficiency of work being carried out in the company’s two drydocks on the south bank of the river. Each crane has a safe working load of 30 tonnes at 10 m and 12 tonnes at 28 m and they will support the work of cranes currently in operation. The arrival of the giant cranes, which weigh 230-tonne each and were originally built in Rotterdam, Holland, has been an engineering achievement in itself. After being removed from their established positions in Workington, they were loaded on-board the Terra Marique barge by self-propelled modular transporters, (SPMT’s), and shipped 927 nm before arriving on the Tees where they were offloaded and manoeuvred into place on Wednesday and Thursday this week. The cranes, still emblazoned with the words ‘Port of Workington’, were fully refurbished in 2009 and represent a major investment in a yard which had lain derelict for more than 30 years before UK Docks brought it back into operation in 2014. It took two years for UK Docks, which operates a string of shiprepair yards around England’s coast, to restore the Tees facility to working order. However, now the docks are flourishing with the ice patrol ship HMS Protector recently drydocked in No.2 dock and the Svitzer-owned tug, Svitzer Vidar docked in No.1 dock. HMS Echo, the Ministry of Defence multi-role hydrographic survey ship, is also due to berth alongside for her bi-annual maintenance period and the Nelcon cranes will have important roles to play in all three contracts. UK Docks’director, Jonathan Wilson, said, “It is very satisfying to have had the cranes successfully transported and reassembled and we want to thank everyone involved for their expertise and professionalism. The move represents a seven-figure investment in our Teesside facility and one worth making as the docks continue to improve their working capacity.

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Northern Europe “We have bought the two cranes outright and they will be invaluable in facilitating the work required on what is a full order book. New foundations and crane tracks have had to be installed to ensure their stability and with them being such sizeable constructions, a lot of care and engineering skill had to go into their deployment. But the effort is worth it because it will now give us two additional cranes with increased capacity operating alongside each other servicing both drydocks and that will make a major difference to our efficiency and speed in processing future contracts on the Tees.”

Expansion at SMS In the midst of the most challenging global pandemic The SMS Group, headquartered in Southampton, has both adapted and expanded. The SMS Group has an enviable reputation as specialists in shiprepair, marine engineering and major fabrication projects in the commercial marine, defence, cruise and superyachts sectors. The period of lockdown has been tremendously challenging for many businesses, including The SMS Group. During this period the company furloughed a percentage of staff, focused on the maintenance and support of critical, key, transportation and infrastructure services, and continued to support UK Plc via the likes of Trinity House, UK Border Force and the Royal Navy, through both BAE Systems and Babcock International. Nicholas Warren, Commercial Director, said, “During lockdown we completed the delivery of a 24 m aquaculture workboat to Malta, several dredger refits, and several major packages of works on both HM Naval Base Devonport and HM Naval Base Portsmouth. We managed to keep the shipyard in Lowestoft trading positively, and delivered critical support to many ports and harbours, and ship operators. “We also moved quickly with regards to ship-side and shore-side sanitation, bio-fogging both vessels and terminals. We adopted new working practices quickly, risk assessments and method statements obviously changed pretty quickly too. “Trading in a ‘COVID-19 secure’ environment remains a challenge but what’s impressed us the most is the camaraderie and team work at all levels, from customers to colleagues, the industry has genuinely pulled together to work through these challenges and we’ve managed to work safely and efficiently. We also increased customer communication, delivering six Business Continuity Updates across the three-month period.” When talking about the future Nicholas concluded, “Our biggest worry is the pause in the cruise market. Defence, ports and harbours, tugs and ship operators all worked on through the pandemic. The domestic and international passenger ferries are now back in business and we’re very much hoping the Cruise industry will follow shortly. “We’re very well diversified from a market segment perspective and as such we’ve ‘weathered the storm’ perhaps better than most? Our year-end was last month and despite the pandemic the business traded ahead of budget, all year, and we’ll post a good profit for the Fiscal Year 19/20 period. For us it’s now about returning to growth. “Several of our sites are now back at pre-pandemic revenue levels and we’ll be focusing appropriately on those that are tracking behind. We remain optimistic about the future and very excited about developing further relationships in the Fit Out and Refurbishment space - we’re seeing plenty of opportunities for interior out-fit projects.” The SMS Group completes numerous fit-out and refurbishment projects each year for the international Cruise market - in recent months the business has also been contracted to several Royal Navy projects and

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several passenger ferry projects.

Cory resurrects Thames slipway Cory Riverside Energy has announced the completion of works to rebuild and upgrade two WWII-era slipways at Denton Wharf in Gravesend on the banks of the River Thames. The significant investment in the slipways is the first stage of the redevelopment of the site, since Cory acquired it in 2018. Each of the two slipways is capable of receiving ships up to a weight of 400 tonnes, a length of 60 m and up to a width of 18 m depending upon the type of vessel. The upgraded slipways can be booked by marine operators for ship repairs, surveys and refurbishments, through Cory. They will also be used for upgrades and maintenance of Cory’s fleet of tugs and barges, which are used to transport around 1m tonnes of residual waste and aggregate up and down the River Thames each year. The project was completed in partnership with Teignmouth Maritime Services (TMS), which replaced the existing, deteriorating steel on the slipways with new steel sourced in the UK, as well as repairing the existing pile caps. North Sea Winches also designed, manufactured, and installed new winches to replace the ones previously in place. This included three new winches, a 20 tonne main slipway winch and a pair of five tonne downhaul winches with accompanying pulley and guide ropes. The upgrades signal Cory’s continued commitment to investing in river-based infrastructure given its position as a long-term operator on the River Thames, going back over one hundred years. Cory has also recently announced a multi-million-pound contract with Newcastle-based A&P Tyne, part of the A&P Group, for the delivery of 21 new barges over a seven-year period. Commenting on the upgrades, Fran Comerford-Cole, Director of Logistics for Cory, said, “The businesses, which operate on the River Thames, are part of the backbone of London’s economy, and a continuation of the capital’s history as a river-based city. Cory has been

The river cruise vessel Silver Sturgeon was repaired in SMS Lowestoft during lockdown

Northern Europe

The Cory slipways at Denton on the River Thames operating on the Thames for over 100 years, and this latest project is part of our on-going investment in the river and its infrastructure. As we begin to see the green shoots of recovery following the COVID-19 pandemic, we hope that this investment will help to provide the stimulus that river-based businesses need and bring benefits to not only London but also the wider region. We look forward to welcoming a wide range of vessels and businesses to our slipways in the years to come.” Peter Stenner, Managing Director of TMS said, “TMS was pleased to work on this slipway replacement for Cory. The effort and considerations

that were made for all parties involved throughout the project, especially through the tricky COVID-19 lockdown period, were excellent and as a result we were delighted to be able to complete the job 10 days early.” Rob Gretton, Managing Director at North Sea Winches (NSW) said, “NSW is pleased to have worked alongside Cory Riverside to supply and install their new slipway winch system. With the in-house capability to design, manufacture, install and commission full systems, NSW have delivered and installed the project within schedule even through the COVID-19 pandemic. It has been a pleasure to work with Cory and their

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Volume 17 Issue 5 – Page 67

Northern Europe

The tanker Evotas in Poland’s Remontowa team both on site and within the group - we wish them well with all the expansion plans and hope we can work together again soon.”

Recent months have seen Remontowa extremely busy Over recent months Poland’s Remontowa SA, Gdansk has completed some extensive repair projects, as well as many general repair operations. During May Remontowa completed the unusual installation of a scrubber made in a modular system installed on-board the 22,308 dwt containership MSC Amy owned by Italy’s Mediterranean Shipping Co (MSC). Weighing some 176 tonnes, modules were installed on-board the vessel with the help of a REM-220 floating crane. The modules were prefabricated and involved the installation of over 1,000 m of pipes and the installation of some 13 kms of cabling. Other work included the necessary modification of three masts. Grimaldi’s 47,658 gt ro/ro-containership Grande Congo was recently in Remontowa, the fourth in a series of Grande Marocco Class vessels belonging to this owner. The main task was the installation of an Alfa Laval scrubber system. Following the Grande Congo, her sistership Grande Guinea arrived in the yard for the same EGCS installation. Other Grimaldi ships recently repaired at Remontowa include the 47,658 gt ro/rocontainership Grande Sierra Leone. An underwater hull inspection and main engine overhaul was recently carried out on-board Leonhardt &Blumberg’s 14,483 dwt containership Philemon. She is the sixth vessel repaired from this Hamburg-based shipowner in Remontowa during the last 17 months. The conversion of DFDS’ 21,005 gt ro/ro ferry Belgia Seaways was recently completed at Remontowa. In addition to class renewal, work went beyond the typical special survey. The most important task was the new ramp installation that will allow for transit between Decks 3 and 2.

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The Belgia Seaways sailed under the name Schieborg in the colours of the Dutch company Wagenborg Shipping, just like her sistership Gothia Seaways, which was then called Slingeborg. Both vessels are already in the DFDS fleet. Wilson Shipmanagement’s 8,334 dwt general cargo vessel Wilson North was the latest ship from this shipmanagement company to call at Remontowa for class renewal. The main work included main engine overhaul as well as the overhaul of mooring and anchor winches. Earlier this year, Remontowa repaired the 5,516 dwt general cargo vessel Wilson Onega, and the yard has been carrying out repairs on two other general cargo vessels with the characteristic blue hull – the 4,338 dwt Wilson Holla and the 8,333 dwt Wilson Nanjing. The semi-submersible barge heavy lift barge Baobarge 34 left Remontowa after a conversion was completed. For Kvaerner Canada, the yard carried out the outfitting of the barge for removal of gas production platform in the Canadian sector, involving some 550 tonnes of steelwork. During mid-June, Remontowa completed work on-board the 3,200 gt Arctic Class containership Nanoq Arctica and delivered the ship to a Greenland’s Royal Arctic Line. She is a highly specialised self-unloading containership designed to carry 108 teu. She is adapted to extremely difficult Arctic conditions and harshest environments at temperatures reaching down to -35o C. She is 74.6 m long and 15.2 m wide and was designed by Remontowa Marine Design & Consulting. Also during June, Italy’s Perseveranza Shipping used the shipyard for the first time – the 74,716 dwt bulk carrier Rosalia D’Amato drydocked directly upon her arrival and after the repair project was completed, she sailed straight away for her next cargo. The main work included hull repairs, executed within the expected timeframe. The 3,750 dwt chemical tanker Key North is the latest chemical tanker owned by Sea Tank Chartering AS and managed by Norway’s Fjord Shipping AS to call at Remontowa for the installation of a BWM system and extended steel work in her ballast tanks. Remontowa’s latest new building project, Sea Cloud Spirit, a three-

Northern Europe

The Rosalia D’Amato in one of Remontowa’s floating dock

masted sailing cruiseship was drydocked for paint application and some additional checks. She is currently at the outfitting quay continuing the remaining work before being delivered to her German owner. International containership owner X-Press Feeders, the company with a nearly 50-year tradition, has called at Remontowa for the first time during July. The work on the 15,952 dwt containership Baltic Fulmar comprised a standard scope for a third special survey. She is the first one in a series of ships that will be arriving in Remontowa by the end of 2020. A spokesman for Remontowa said, “The first step is done, we hope this is a commencement of a great co-operation with our new client.” Greece’s Pleiades Shipping Agents recently awarded the repair of the 61,281 dwt tanker Evrotas to Remontowa, work including BWM system installation. The scope of work on this tanker is almost identical to the project carried out a year ago on her sistership - Nestos. In both cases installation of BWM systems from Erma First has been the most important aspect of the work. TB Marine Shipmanagement’s (Riga office) 7,874 dwt chemical tanker Alice Theresa has called at Remontowa for the first time. She underwent a standard drydocking/maintenance repair project with some additional works.

Historic refit by Damen The clipper Stad Amsterdam has recently been refloated in Den Helder’s historic Willemsoord Harbour. During late May, the drydock gates were opened, allowing sea water in. It was the first time the vessel had water under her keel since her arrival in Den Helder in November last year. There, Damen Shipyards Den Helder is undertaking a mid-life maintenance project on the vessel. Clipper Stad Amsterdam’s Evert van Dishoeck says, “The moment you see the ship floating again makes you feel very proud. It was ideal for us that we could go to Damen Shipyards in Den Helder in the Netherlands for this extensive refit. In recent months, the shipping company, the yard and crew have all worked intensively together to achieve a beautiful result, which we can be proud of.” “The scope of work undertaken during this time has included replacement of Stad Amsterdam’s main engines and diesel generators with a peak shaving battery and a new shore power system as well as the sewage and chilled water system. In the engine room almost all the piping from the most systems has been renewed. The galley has been taken out and is partly replaced with several new pieces of equipment. The replacement equipment offers improved efficiency, which will add to

Volume 17 Issue 5 – Page 69

Northern Europe

The Stad Amsterdam in Damen Shipyards Den Helder

the Clipper’s already impressive performance in sustainability,” explains Damen Shipyards Den Helder’s Lars Wudich. The Stad Amsterdam is a vessel renowned for her beauty. Delivered by Damen in 2000, she combines the best shipbuilding methods of the past with those of today, presenting a classic look and feel. Some 76 m long, the vessel features 31 sails with a total area of 2,200 m2. Stad Amsterdam sails under the Dutch flag and is available for business events, luxury cruises and adventurous sailing trips. Damen continues to work on the vessel with sea trials scheduled to take place commencing Week 26. Undergoing repair at France’s Damen Ship Repair Dunkerque during mid-June was the Stena Line’s 43,532 gt 2003-built ro/pax Stena Adventurer, undergoing stabiliser repairs. She normally operates across the Irish Sea between Holyhead and Dublin. Also recently in the yard was France’s Les Abeille 3,249 gt 2005-built tug Abeille Liberte International, Le Havre. The Brest facility of Damen Ship Repair has continued its ever-increasing penetration of the cruiseship repair market with the drydocking of Royal Caribbean Group’s 168,888 gt 2015 built Anthem of the Seas during early August. The yard has also recently had two other cruiseships in – the 138,194 gt Explorer of the Seas and the 129,750 gt Disney Fantasy. Damen Brest has also recently repaired France’s Maritime Nantaise’s 1,334 dwt 1980-built research/survey vessel Langevin.

Government assistance for Royal IHC The Dutch Government has been reported to have contributed €400m to saving Dutch shipbuilding group, Royal IHC. A consortium of HAL

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Investments, Ackermans & van Haaren, Merwe Oord and Huisman are said to be involved in this rescue package. The main goal of the rescue operation is to safeguard crucial shipbuilding knowledge as well as employment. Minister of Economic Affairs and Climate Eric Wiebes and State Secretary for Finance Hans Vijlbrief have informed the House of Representatives of a letter sent during April. At the same time, Royal IHC announced a Heads of Agreement had been reached for the acquisition and refinancing of IHC Merwede Holding BV. IHC’s continued existence has been at stake recently. The main factors that played a role in this were accumulated debts and large losses on a number of large ships which are custom-built for customers. In the letter, Wiebes and Vijlbrief say they felt they needed to intervene as “IHC plays a strategic and innovative role in the maritime sector and failure to do so would undermine the robustness of the entire sector and have a major impact on the international competitive position of the maritime manufacturing industry. Secondly, a lot of jobs would be lost at a time when the government is doing everything in its power to keep the economy going and to minimise job losses.” Additionally, the State itself is a major creditor of IHC, so trying to save IHC is also a way to minimise losses on outstanding amounts as much as possible. The €400m the State will contribute comprises an early claim payment on the construction of ships of €167m, guarantees of €30m, and a credit guarantee for €140m in bank loans and a bridging loan of €40m. The state aid comes with several terms and conditions. Wiebes and Vijlbrief state, “First, the private parties involved in IHC should make an effort similar to that of the State. After debt restructuring, the company must be viable, as confirmed by external experts. Steps should also be taken to strengthen IHC’s governance in order to avoid further large losses on mega-projects in the future. Existing Board members and shareholders should not derive any further benefit from government intervention. Finally, the government considers it important that new financiers come on-board to strengthen the balance sheet and increase support. All these conditions are currently met.” IHC’s Supervisory Board has appointed Gerben Eggink as new interim CEO. He succeeds Dave Vander Heyde, and will lead Royal IHC through this new phase. Eggink has extensive experience in successfully leading organisations in transition. He previously served as CEO at the Gardline Group and Smit Lamnalco, among others. “It is great news that, with this Heads of Agreement, Royal IHC is retained as an innovative player for its customers and for the Netherlands,” says Eggink. “I am looking forward to working hard with colleagues to restore the profitability of the business, while maintaining our high quality and the satisfaction of our customers for the solutions Royal IHC delivers. That will require a major effort from everyone, especially in these difficult times world-wide. But Royal IHC is more than worth it.” Paul van der Harten became CFO of Royal IHC with effect from April. Van der Harten has extensive international experience with large energy-related companies. He previously worked as CFO of AEG Power Solutions, and held various financial positions at OMV and Royal Dutch Shell. The Dutch Government will also have a seat in the Supervisory Board. The current CEO leaves without a transition fee and no bonuses or dividends will be paid this year. According to Wiebes and Vijlbrief, “The continuity of IHC can only be assured if the vessels under construction are completed and delivered to IHC’s customers. Only then can IHC look ahead again with a different business model. The level of losses, and with it the damage for export

Northern Europe

The Amadea in the foreground and the AIDAdiva in drydock at Germany’s Lloyd Werft

credit insurance, depends, among other things, on when the vessels can ultimately be delivered in relation to the contract and on the final sales price received by IHC.” The letter concludes with, “The national government’s contribution complies with the applicable European state aid rules. These are also uncertain times for IHC. Unfortunately, some job losses are probably unavoidable and the new governance structure has yet to prove itself. However, the financial foundations have been strengthened so that IHC can once again look to the future with good prospects.”

Two cruiseship refits completed by Lloyd Werft Germany’s Lloyd Werft, Bremerhaven has been busy during the first half of 2020 on-board two major cruiseship repair and refit projects involving Phoenix Reisen’s 28,856 gt Amadea and Aida Cruises’ 69,203 gt AIDAdiva. A larger project is due in the yard during the autumn when the research vessel Polarstern comes to the shipyard. She is returning from the Mosaic expedition to the Arctic, having stayed for a one-year period in that area. The ship was trapped in the ice for most of the time and moved in the natural ice drift. Extensive refit work is to be carried out at the yard. Another order for later this year is the final equipment for the 17,440 gt expedition yacht Rev Ocean, the vessel being completed in Norway’s Vard Shipyard before coming to Lloyd Werft to receive a special ‘yacht touch’, which is estimated to take some 12 months to complete. She will be delivered in 2021. The hull was built at Vard’s Tulcea shipyard in Romania. Lloyd Werft is also currently completing work on a newbuild mega-

yacht for delivery at the end of this year (2020). Completion of this project will free up the yard’s repair and refit facilities for 2012. A spokesman for Lloyd Werft told SORJ, “Considering the completion of the mega yacht this year and the free capacity that will be available, we have intensified our acquisition activities. In our opinion, there is a lot of refit and repair work in the market and we hope for some orders in 2021. “Meanwhile, it remains to be seen how COVID-19 will develop further and how this will affect our business, we can only speculate whether the shipping companies will bring forward maintenance work due to the pandemic or postpone it further for cost reasons. We see quite good prospects. “In general, from March 2020 onwards, COVID-19 has determined our everyday life and led to many measures to protect our employees and service providers. The aim has been to ensure the continuation of the operational processes. We have established behavioural measures to prevent infection in the company. These include, for example: • body temperature measurement when entering the yard • maintain sufficient distance to other people • wearing a mouth-nose protector • no shaking hands • glove wearing • home office • locking of conference rooms So far, there is no end in sight for COVID-19, and there is no effective vaccine on the horizon. Without this and a comprehensive global vaccination, restrictions of many kinds will continue to exist. Concerning the further development of orders, we will have to deal with a higher degree of uncertainty in contract and schedule planning for an indefinite period of time.”

Volume 17 Issue 5 – Page 71

Northern Europe New floating dock From Orskov’s Turkey’s Hat-San Shipyard, based in Yalova, has successfully delivered the 10,000 tonne lifting capacity floating dock Dock 5 to Denmark’s Orskov Shipyard in Frederikshavn. The floating dock left Turkey the week beginning July 13th under tow to Denmark by the German tug Fairplay 33 and is expected to arrive in Frederikshavn on August 7th. Following the dock’s arrival in Denmark, final installation and commissioning work will take place before Dock 5 enters service alongside Orskov’s newly built repair quay. Dock 5 measures 180 m x 30 m x 14 m and has a design draught of 13 m and is equipped with two 10 tonne SWL capacity cranes. All equipment, including the cranes and ballast pumps, will be driven by high voltage shore power.

LNG tanker contract for FAYARD Denmark’s FAYARD, Munkebo, is one of northern Europe’s largest repair facilities, the large graving dock measuring 415 m x 90 m with a 1,000 tonne capacity gantry crane. There are also three additional graving docks – two 303 m x 45 m and one 145 m x 30 m. This allows the yard to accommodate the largest vessels operating in the Baltic Sea area. A fairly new market for FAYARD is the repair of large LNG tankers, especially those on the Arctic service. A number of Moss-type LNG tankers have already been repaired in the yard, however, in December last year (2019) the Christophe de Margerie, one of the ARC Class LNG tankers operating for Yamal on the Russia/Europe service was repaired. These 170,600 m3 LNG tankers are of the GTT membrane type and therefore in January this year (2020), FAYARD obtained the necessary accreditation from France’s GTT for containment system repairs on-board these type of ships. This has led to an award of four sisterships from Yamal for drydocking during the second half of 2020. The LNG tankers involved are the Boris Vilkitsky and Fedor Litke (operated by Greece’s Dynagas followed by Eduard Toll (Teekay) and Vladimir Rusanov (MOL LNG). The first tanker will arrive in FAYARD during mid-August and the other three will be completed by mid-November. Surveys will allow FAYARD to ascertain what work will be required, but it is unlikely that any repairs will be carried out on the containment systems – the ships are only 30 months old. Recently in FAYARD were the following vessels: • Sea Marlin – German Tankers’ 40,549 dwt products tanker • JS Ineos Ingenuity – Evegas’ 27,500 m3 LNG tanker • Eystnes – Smyrill Line’s (Faroe Islands) 4,6,10 gt ro/ro-containership • Mastera – 106,208 dwt 2002-built tanker, owned by Finland’s Neste Shipping • Paula – 9,361 dwt 2000-built general cargo vessel, Germany’s SALHeavy Lift GmbH, Hamburg • Ternvind – 11,258 dwt 2008-built chemical tanker, owned by Denmark’s Terntank Rederi, Skagen and managed by Sweden’s Tärntank Shipmanagement, Donso • Vasily Dinkov – 72,722 dwt 2008-built shuttle tanker, owned by Russia’s Sovcomflot and managed by Cyprus-based Unicom, Limassol • Selandia Swan – 17,998 dwt 2008-built chemical tanker, owned by Denmark’s Uni Tankers, Middelfart • Gerda – 3,480 dwt 2004-built CO2 tanker, owned by Norway’s Larvik Shipping

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Orskov Shipyard’s new floating dock

The yard was also recently repairing two of Finland’s fleet of ice-breakers, both operated by Artica – the 7,525 gt, 1975-built IB Urhu and the 7,189 gt, 1986-built IB Otso. This year (2020) started with a series of scrubber and BWM system installations combined with normal survey maintenance works for DFDS’ 18,940 gt ro/pax Seven Sisters and the 21,856 gt Liverpool Seaways, and Biglift Shipping’s 23,134 gt heavy lift ships – the Biglift Baffin and the Biglift Barentz. FAYARD has so far completed some 28 BWM installations and 78 scrubber retrofits, involved in 718 MW of diesel engines, each installation operation averaging some 17 days.

FPSO contract for AF Gruppen Norway’s AF Gruppen is to carry out the dismantling and recycling of the FPSO Curlew, under a contract from Shell. The FPSO has been deployed in the North Sea oilfields since 1997. Earlier, the work was expected to have taken place in Turkey. After more than 20 years in service FPSO Curlew was towed to Dundee in 2019 for cleaning and waste disposal in preparation for full decommissioning. Shell’s contract for the decommissioning of the FPSO calls for engineering, preparation, dismantling and recycling, with the vessel expected to arrive at AF Gruppen’s AF Environmental Base Vals in the third quarter of 2020. The dismantling of the vessel is expected to be completed by 2024 at the latest. FPSO Curlew started life in 1983 as the 99,890 dwt Maersk Dorset and was converted into an FPSO by A&P Tyne/ AMEC in 1997.

The LNG tanker Boris Vilkitsky in Fayard

Dockgate

by Michael Grey MBE

On the beach There cannot be much surprise at the decision by the Australian authorities to engage in what they call a ‘focussed’ inspection of the lashing arrangement on container ships that call into their ports. They have clearly lost patience after two big ships have shed loads of boxes off their coasts. They had barely managed to complete the clear up after the first when the Michael Grey second occurred and the APL England was duly detained and her master charged when she arrived in Brisbane minus a lot of boxes. There is nothing new about these deck cargo losses, which have been increasing as the height of the deck stacks have grown. What is different is the attitude of coastal states, which are no longer accepting the explanations of ‘heavy weather’, or even the idea of parametric rolling, which seemed to be using science to baffle seamanship. And there seems plenty of evidence that authorities fed up with box-loads of flotsam on their beaches are taking a very much harder line. A demand that the carriers’ concerned pay for the recovery of sunken boxes and the clean-up of the shore line will now be the very minimum after a box loss in someone’s EEZ. More likely there will be criminal proceeding launched with very heavy fines levied, detentions of ships, huge bonds posted against the recovery and the attendant loss of reputation. What is happening here is that the authorities are not accepting the carrier’s explanation or the log-book entry detailing the violent rolling and the heavy weather that was supposed to cause the loss. They are probing a lot further and discovering, surprise, surprise, that it is possible to determine the root cause of the incident and someone to blame, whether it is the state of the ship’s lashings and their arrangements, or the fact that over-weight containers has been a contributory factor. There have been some important findings after container losses have been properly investigated by reputable organisations. The UK Marine Accident Investigation Branch has recently published a very careful analysis of the events that led to 42 boxes being lost from the aftermost bay of the Ever Smart in heavy weather in the North Pacific. There were 151 boxes in that particular deck stack and another 34 of them were damaged on what must have been a lively night, as the ship rolled heavily. The report showed that the master clearly did his best to minimise the risk of damage, by altering course and receiving the best possible routeing advice, but to no avail. In the middle of the night there were some alarming noises from the after end of the ship, dawn revealing the remnants of the aftermost stack leaning to port at a drunken angle. When the ship reached her US discharge port, the MAIB investigators discovered corroded lashing arrangements, bent and damaged turnbuckles, while many of the containers themselves

showed corrosion damage. Importantly, they were also able to weigh 107 of the surviving boxes from the stack and discovered weight variations from that declared on many of them. One box was 50% heavier than the shippers had declared. Nobody can prove that one heavy box started the collapse of the stow, but it wouldn’t be the first time an overweight box had damaged those beneath it. It also underlined the fact that there needs to be a lot more care about the determination of correct weights and proper stowage within the containers, both of which are now mandatory. A friend who used to command big container ships told me that in the early days ship’s officers were on hand to inspect random containers at the loading ports, and would demand, if necessary that the contents were unloaded and properly secured. That of course slowed the whole frantic turn-round down and soon was knocked on the head by the accountants who were taking over the maritime world. In carrying out a proper investigation, looking at all of the circumstances and publishing its findings, the MAIB are doing the world a considerable service. It is not a simple matter, keeping containers safe on-board ship, and involving more interests than those on the ship and terminal. You might suggest that the means of keeping boxes safe on deck has changed only in scale, since the first generation of vessels with two-high on the hatches. A tower of ten high might need something more imaginative and while some carriers are increasingly using ‘racks’ up to six tiers high, stevedores hate them as they slow down the cranes. But if people are to be hauled over the coals after the loss of containers we might expect that firstly, there might be more effort to root out shippers who don’t care what they manage to cram into their boxes. More to the point, there might be more care taken to ensure that the lashing gangs do an effective job before the ship goes to sea and there is less dependence upon a ‘skeleton’ ship’s crew to check up on them and keep them tight. There might also be more effort to ensure that the ship’s lashing equipment, which takes a terrible pounding in use with both stress and corrosion, is not permitted to deteriorate. This, on the biggest ships, is not an insignificant job and it might suggest some valuable regular work for shiprepairers around the world. It will cost more and maybe slow the frantic pace in port up a little, but what’s the alternative – more time in court?

Fallen containers on-board the APL England

Volume 17 Issue 5 – Page 73

Dockgate

Cable ships used to resemble large yachts, with shapely sheaves over the elegant bows

Strange shapes on the repair berth It was a picture on the front cover of the last edition of SORJ, illustrating the cable layer Cable Enterprise in an A&P drydock on the Tyne that got me thinking about how the shape of ships has changed so much over the years. Cable ships used to resemble large yachts, with shapely sheaves over the elegant bows - now everything seems to take place on the afterdeck. I recall going on-board a cable ship which was based on Suva and being fascinated by the technology, but mightily impressed by the lifestyle of her officers, who seemed to live the life of Riley sitting in port waiting for a shark to bite through one of the trans-Pacific cables. Some years ago, as satellites shot into the firmament, it seemed for a while that the undersea cable was old technology, soon to be redundant. But the demand for communications grew exponentially, while the need to connect up all the offshore power generators has given rise to a whole new generation of cable layers. The undersea connections between all these offshore windfarms form an astonishing web. In a few years, mariners complain, you won’t be able to drop an anchor between the chops of the Channel and the North Cape without snagging something and putting out the lights in some coastal community. And there are even new trans-oceanic cables to be laid, that will cope for mankind’s huge demand for ‘data’. There is, I’m told, good money to be made in recovering the ancient redundant oceanic cable, which is rich in nonferrous metals, keeping other ships busy. Mind you, unfamiliar shapes are not confined to ships laying cable – there are vessels at sea today which quite bewilder observers trying to work out what on earth they actually do. It is mainly the offshore sector which seems to spawn some very strange craft indeed, both from

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the vessels employed to work in deeper and deeper waters and those monsters of increasing size and capability that are designed to wrench redundant rigs out by the roots. They may be barely recognisable as ships, but you cannot accuse naval architects of lacking imagination.

A Prime publisher It is sad to report the death of John Prime, a former mariner who came ashore and brought to life Fairplay Shipping Weekly, launched in Victorian times and bought in 1974 by the Financial Times. Appointed by the FT to run their new purchase, possibly because he actually knew one end of a ship from the other, JP completely revived what had become a somewhat dull publication, injecting illustrations, serious technical writing and hard-hitting comment into the old weekly. In 1979 he purchased Fairplay from the FT, moved it across the river to a converted warehouse in Southwark and expanded Fairplay Publications into a serious marine publishing enterprise, offering the customers shipbuilding data, sector reports and a whole range of affordable books on shipping subjects. He established a monthly journal for road hauliers and launched Seascape, a magazine to promote an interest in the sea among the general public. He suitably celebrated the 5,000th edition of the weekly and its centenary, before moving the business out of London. He was a publisher who believed in fast decision-making, with no time for all the hangers-on and committee folk that formed the managerial tail in the larger organisations. He was a nice man and an excellent employer, who effectively handed over the company to his employees when he retired. He had been ill for some years when he died in July. Fairplay, in the hands of a US publisher with little sense of history, was closed two years ago. SORJ

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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.

CHINA: DSIC Changxingdao Shipyard (Dalian) Yiu Lian Dockyards (Hong Kong) Yiu Lian Dockyards(Shekou) Yiu Lian Dockyards( Zhoushan) Qingdao Beihai (Qingdao) Intermarine Engineering Shanghai) SHIP REPAIR SERVICES: BMT (Spain) Rotterdam Ship Repair (Netherlands) German Ship Repair (Germany) Offshore Inland (US /GoM) Bludworth Marine (Houston) Unity Marine Services (Panama) Mapamar (Brasil) Brightsun(Singapore) Trident divers (Worldwide)

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 Oranjekanaal ZZ 14, 7853TC Wezuperbrug, The Netherlands SHIPYARDS: EUROPE: Bulyard (Bulgaria) Gibdock (Gibraltar) Bredo Drydocks (Germany) Sefine Shipyard(Turkey) NORTH AMERICA – CARIBIC: Canada East - Davie (Quebec) Canada West - Seaspan (Vancouver) Seaspan (Victoria) US EASTCOAST Detyens Grand Bahama Shipyards(Bahamas) PERSIAN GULF: NKOM - Nakilat Keppel Offshore Marine (Oman) AFRICA: Namibia NAMDOCK (Walvis bay) SOUTH AFRICA: Dormac (Capetown) Dormac (Durban) Dormac(Saldanha) ASIA: Korea:Orient Shipyard (Busan) Indonesia: ASL Marine( Batam) AUSTRALIA: Thales (NS Wales)

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 5 – Page 75

Agents Contact Directory

ADVERTISE WITH US THIS YEAR SORJ

Cyprus

WSR SERVICES LTD

Marine Services • Diamond Ship (Taiwan) - Shop Stores Supply • General Shipping (Greece) - Tank Coating, Docking Services & Turnkey Projects • Index-Cool (Singapore) - A/C & Refrigeration Plants & HVAC Turnkey Solutions • Nico International (UAE) - Afloat, Underwater & Voyage Repairs • PBM (Croatia) - Governors & ME Services, Woodward Parts & Services • PMS (Panama) - Afloat, Underwater & Voyage Repairs • Riding Team (Romania & Bulgaria) - Supply of Qualified Welders, Fitters, Technicians, Electricians etc. • WAROM (China) - Marine & Offshore Lighting Products • Winkong (China) - Afloat, Underwater & Voyage Repairs • Zebec Marine (India) - Design, Engineering & Consulting Solution

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 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

China

Denmark / Finland

AIMSS V.O.F

Thoornseweg 92, 4854 EH Breda, The Netherlands Tel: +31 76 737 0002 Email: sales@aimss.nl Web: 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 Batam (Indonesia) • Asmar - Punta Arenas, Talcahuano & Valparaiso (Chile) • Cammell Laird Birkenhead (UK) • NASCO Group Zhoushan- ZTHI on Changbai Island & NASCO on Ce’zi Island (China) • Oman Drydock Duqm (Oman) • SAS Durban (South Africa) • Tersan Yalova (Turkey) • TNG Veracruz (Mexico) • Unithai Chonburi (Thailand)

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)

JML SHIPYARD AGENCY

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) 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

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 76 – www.shipandoffshorerepair.com

Agents Contact Directory 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, 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, 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 - Durban (South Africa) Elgin Brown & Hamer Pty. Ltd. - Capetown (South Africa) Namibia Drydock & Ship Repair (Pty.) Ltd. - Walvis Bay (Namibia) AMERICAS Breakwater International (U.S.A.) Detyens Shipyard (U.S.A) Offshore Inland (U.S.A.) Marine Hydraulics International (U.S.A.) Talleres Industriales S.A. (Panama) Proios S.A. (Argentina) Tandanor Shipyard (Argentina) Vancouver Drydock Co. - SEASPAN GROUP (Canada) Vancouver Shipyards Co. Ltd. - SEASPAN GROUP (Canada) Victoria Shipyards Co. Ltd. - SEASPAN GROUP (Canada) ASIA Cosco Shipping Heavy Industry Group (China) Cosco Shipping Heavy Industry Dalian Shipyard Cosco Shipping Heavy Industry Zhoushan Shipyard Cosco Shipping Heavy Industry Shanghai Shipyard Cosco Shipping Heavy Industry Nantong Shipyard Cosco Shipping Heavy Industry Guangdong Shipyard Cosco Total Automation Co. Ltd. Keppel Offshore & Marine Group (Singapore) Keppel Shipyard Ltd. - Benoi (Singapore) Keppel Shipyard Ltd. - Gul (Singapore) Keppel Shipyard Ltd. - Tuas (Singapore) Keppel Philippines Marine Inc. Keppel Subic Shipyard & Engineering (Philippines) Keppel Batangas Shipyard (Philippines)

Nakilat Keppel Offshore & Marine Shipyard - Keppel Group (Qatar) Sasebo Heavy Industries Co. Ltd. (Japan) Orient Shipyard Co. Ltd. ( South Korea) Shanhaiguan Shipyard (China) Yiulian Dockyards Shekou, Weihai & Zhoushan (China) Huarun Dadong Shipyard (China) Qingdao Beihai Shipyard (China) Fujian Huadong Shipyard (China) Chengxi Shipyard (China) CUD Weihai Shipyard (China) Zhoushan IMC Shipyard (China) Zhoushan Changhong Shipyard (China) Dalian Shipbuilding Industry Company (China) Zhoushan Paxocean Shipyard (China) Ruitai Nantong Shipyard (China) Zhoushan Xinya Shipyard (China) Zhoushan Huafeng Shipyard (China) Guangzhou Wechong Shipyard (China) Long Kong Marine Engineering (China) Kwang Youn Gi Engineering (Taiwan) Tru - Marine Pte. Ltd. (Singapore) Tru - Marine Dubai (U.A.E.) Tru - Marine Shanghai, Tianjin, Guangdong, Zhoushan (China) Pmax One Technologies Pte. Ltd. (Singapore) Dong Sung Marine Engineering (South Korea) EUROPE Astilleros Canarios S.A. (Astican Shipyard ) (Spain) Astilleros De Santandr S.A. (Astander Shipyard) (Spain) Fincantieri Cantieri Navali Italiani S.P.A. Group (Italy) Fincantieri Palermo Shipyard (Italy) Fincantieri Trieste Shipyard (Italy) Fincantieri Muggiano Shipyard (Italy) Gryfia Shipyard (Poland) T.K. Tuzla Shipyard (Turkey) Riga Shipyard (Latvia) Bulyard Shipyard (Bulgaria) Tru - Marine Rotterdam (The Netherlands) Rotterdam Shiprepair RSR(The Netherlands) German Shiprepair GSR ( Germany) OCEANIA Babcock Fitzroy Ltd. (New Zealand) Thales Ship Repair (Australia)

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

SEADOCK MARINE AGENCIES LTD

Akti Miaouli & Skouze 1, Piraeus 185 35, Greece Tel: +30 21 0429 2251 Mobile: +30 6947 56 46 36 Email: piraeus@seadockmarine.com Web: www.seadockmarine.com Contact: George Lyras Companies Represented Emden Dockyard (Emden, Germany) Desan Shipyard (Tuzla, Turkey) Ozata Shipyard (Yalova, Turkey) Tersan Shipyard (Tuzla - Yalova, Turkey) Ruitai Shipyard (Nantong, China) IMC YY (Zhoushan, China) Stonestar Shipyard (Weihai, China) CUD Shipyard (Weihai, China) Weihai Huadong (Weihai, China) Qingdao Beihai Shipyard (Qingdao, China) HRDD Shipyard (Shanghai, China) Zhoushan Huafeng Shipyard (Zhoushan, China) Xinya Shipyard (Zhoushan, China) Longshan Shipyard (Zhoushan, China) Yiu Lian Dockyards (Shekou) (Mazhou Islands, China) Fujian Huadong Shipyard (Fuzhou, China) Hankook Made (Mokpo, Korea) TurboTechnik GmbH & Co. KG (Wilhelmshaven, Germany) Dynamic Co (Piraeus, Greece) Bulyard, Varna (Bulgaria) Astilleros Cernaval (Algeciras, Spain)

ADVERTISE WITH US THIS YEAR SORJ Volume 17 Issue 5 – Page 77

Agents Contact Directory Italy

BANCHERO COSTA & C.

Agenzia Marittima S.p.A., 2 Via Pammatone, 16121 Genoa, Italy Tel: +39 010 5631 626/629/634 Fax: +39 010 5631 602 Email: 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)

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 N-Kom Paxocean Engineering Zhoushan

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

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Monaco

Italy / Monaco / Switzerland

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)

VICTORIA MARITIME SERVICES

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) Carell (Greece) 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) Multimarine Services (Cyprus) Oresund Drydocks (Sweden) Rosetti Marino YSV (Italy) 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) Talleres Navales del Golfo (Mexico) TANDANOR (Argentina) 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)

ADVERTISE WITH US THIS YEAR SORJ

Agents Contact Directory The Netherlands

ESMA MARINE AGENCIES B.V.

ADVERTISE WITH US THIS YEAR SORJ EUROPE: Bulyard (Bulgaria) Gibdock (Gibraltar) Bredo Drydocks (Germany) Sefine Shipyard(Turkey) NORTH AMERICA – CARIBIC: Canada East - Davie (Quebec) Canada West - Seaspan (Vancouver) Seaspan (Victoria) US EASTCOAST Detyens Grand Bahama Shipyards(Bahamas) PERSIAN GULF: NKOM - Nakilat Keppel Offshore Marine (Oman) AFRICA: Namibia NAMDOCK (Walvis bay) SOUTH AFRICA: Dormac (Capetown) Dormac (Durban) Dormac(Saldanha) ASIA: Korea:Orient Shipyard (Busan) Indonesia: ASL Marine( Batam) AUSTRALIA: Thales (NS Wales) CHINA: DSIC Changxingdao Shipyard (Dalian) Yiu Lian Dockyards (Hong Kong) Yiu Lian Dockyards(Shekou) Yiu Lian Dockyards( Zhoushan) Qingdao Beihai (Qingdao) Intermarine Engineering Shanghai) SHIP REPAIR SERVICES: BMT (Spain) Rotterdam Ship Repair (Netherlands) German Ship Repair (Germany) Offshore Inland (US /GoM) Bludworth Marine (Houston) Unity Marine Services (Panama) Mapamar (Brasil) Brightsun(Singapore) Trident divers (Worldwide)

AIMSS V.O.F 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 Oranjekanaal ZZ 14, 7853TC Wezuperbrug, The Netherlands SHIPYARDS:

• Oman Drydock Duqm (Oman) • SAS Durban (South Africa) • Tersan Yalova (Turkey) • TNG Veracruz (Mexico) • Unithai Chonburi (Thailand) Marine Services • Diamond Ship (Taiwan) - Shop Stores Supply • General Shipping (Greece) - Tank Coating, Docking Services & Turnkey Projects • Index-Cool (Singapore) - A/C & Refrigeration Plants & HVAC Turnkey Solutions • Nico International (UAE) - Afloat, Underwater & Voyage Repairs • PBM (Croatia) - Governors & ME Services, Woodward Parts & Services • PMS (Panama) - Afloat, Underwater & Voyage Repairs • Riding Team (Romania & Bulgaria) - Supply of Qualified Welders, Fitters, Technicians, Electricians etc. • WAROM (China) - Marine & Offshore Lighting Products • Winkong (China) - Afloat, Underwater & Voyage Repairs • Zebec Marine (India) - Design, Engineering & Consulting Solution

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

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

ULRIK QVALE & PARTNERS AS

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)

Volume 17 Issue 5 – Page 79

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

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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

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

• ASL Batam (Indonesia) • Cernaval Algeciras & Malaga (Spain) • NASCO Group Zhoushan - ZTHI on Changbai Island & NASCO on Ce’zi Island (China) • Reimerswaal Flushing & Hansweert (The Netherlands) • SAS Durban (South Africa) • SNC Constanta (Romania) • TNG Veracruz (Mexico) • Unithai Chonburi (Thailand) Marine Services: • DSMS (The Netherlands) - Supply & Overhaul of Engine Parts, T/C, Pumps, Pneumatics & Hydraulics • Diamond Ship (Taiwan) - Ship Stores Supply • Index-Cool (Singapore) - A/C & Refrigeration Plants & HVAC Turnkey Solutions • MME (The Netherlands) - NTD, Advanced NDT, Marine Surveys & Rope Access • On Site Alignment (The Netherlands) - Alignment • PBM (Croatia) - Governors & ME Services, Woodward Parts & Services • PMS (Panama) - Afloat, Underwater & Voyage Repairs • RIMS (The Netherlands) - Inspection with Drones • ROG (The Netherlands) - Afloat & Voyage Repairs • Riding Team (Romania & Bulgaria) - Supply of Qualified Welders, Fitters, Technicians, Electricians etc. • WAROM (China) - Marine & Offshore Lighting Products • Winkong (China) - Afloat, Underwater & Voyage Repairs • Wortelboer (The Netherlands) - Anchors & Chain Cables • Zebec Marine (India) - Design, Engineering & Consulting Solutions

WSR SERVICES LTD

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

A. P. & A. Ltd 32 The Mall, London W5 3TJ, United Kingdom 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)

AIMSS GROUP LTD

71-75 Shelton Street, London, WC2H 9FD, United Kingdom Tel: +44 20 3488 5528 Email: sales@aimss.co.uk Web: 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:

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

Volume 17 Issue 5 – Page 81

Agents Contact Directory

ADVERTISE WITH US THIS YEAR SORJ

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)

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)

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

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 Emden Dockyard (Emden, Germany) Chalkis Shipyards (Chalkis, Greece) Metalships & Docks (Vigo, Spain) Ozata Shipyard (Yalova, Turkey) Tersan Shipyard (Tuzla - Yalova, Turkey) Navalink Srl, (Constanta, Romania) Ruitai Shipyard (Nantong, China) IMC YY Shipyard (Zhoushan, China) Stonestar Shipyard (Weihai, China) Hankook Made (Mokpo, Korea) TurboTechnik GmbH & Co. KG (Wilhelmshaven, Germany) Dynamic Co. (Piraeus, Greece) Bulyard (Varna, Bulgaria) Astilleros Cernaval (Algeciras, Spain)

Page 82 – www.shipandoffshorerepair.com

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)

VOGLER MARINE AGENCIES LLC 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)

SIMPLEX AMERICAS 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

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

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

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