SORJ Vol 18 Issue 6 Feb / March 2021

The Official Official Journal Journal of of the the International International Association Association of of Shiprepair Shiprepair Agents Agents The

ISSN 2515-6179 2515-6179 ISSN

Volume 18 18 -- Issue Issue 656 -- Feb/March Feb/March 2021 Dec/Jan 2021 Volume 2021

The First Choice for Shipowner among Chinese Yards

ADVANTAGES OF HRDD:

• Safe and professional management • Availability of all the Specialists & Makers’ services • Excellent location in Shanghai, China • Rich Experience on LNG Repair & Conversion

YARD FACILITIES: • Five docks from Handysize upto ULCC • Eight repair jetties with sufficient cranes and water depth

HUARUN DADONG DOCKYARD CO., LTD

No. 1 Panlong Road, Chong Ming, Shanghai 202155, China Page 2 – www.shipandoffshorerepair.com Tel: +(86) 21 5836 3555 • Fax: +(86) 21 5969 9188 • danniel@hrdd.cn • info@hrdd.cn • www.hrdd.com.cn

SORJ (Ship and Offshore Repair Journal) Welcome to the February/March edition of SORJ (Ship and Offshore Repair Journal). Once again I have not been able to travel, due to COVID-a9 travel restrictions, and therefore visit some of the shipyards I normally visit. The last overseas I made was to the Middle East last year (2020). So thank you to all the companies and personnel which have kept me up-to-date with developments (especially in the Middle East) so I can collate this latest edition. Hopefully, as things look likely to improve in the months to come, I, and we, can get back to some sort of normality.

FRONT COVER 6 The Official Journal of the International Association of Shiprepair Agents

ISSN 2515-6179

Volume 18 - Issue 6 - Feb/March 2021

16 18 24 30 38 46

Repairs Shipyards Services Paints & Coatings Underwater Machinery Repairs Electrical Repairs

48 51 55 59 62 64 73

Ballast Water Management Offshore

Surveys Bulk Carriers Ship Re-cycling Middle East Dockgate

Front Cover: The Front Cover of this edition of SORJ shows the new graving dock at Malaysia Marine & Heavy Engineering’s (MMHE) yard at Pasir Gudang (See Cover Story). The first ship to use this facility was a containership, however, MMHE are looking to increase its involvement in the LNG tanker repair market, for which the dimensions of this new dock are well suited

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

K2S TURBOCHARGER SWAP SYSTEM Exchange your existing KBB-turbochargers with minimized downtime

Risk mitigation and fixed costs

Suitable for scheduled and unscheduled events

Easy handling: no detailed training or engineering knowledge needed on board

Perfect for fleets with same or similar units

Environmentally friendly

BOOST YOUR POWER. BOOST YOUR EFFICIENCY. Kompressorenbau Bannewitz GmbH | Windbergstraße 45 | 01728 Bannewitz | Germany

Tel: +49 351 4085664 | www.kbb-turbo.com

Volume 17 Issue 5 – Page 3

Cover Story New graving dock at MMHE Malaysia’s Malaysia Marine and Heavy Engineering Holdings Berhad (MHB), has commenced operation of its newly opened Dry Dock No. 3 at its MMHE West Yard in Pasir Gudang, Johor on December 19th, 2020.

The first ship to use this facility was Zodiac Maritime’s 116,079 dwt containership CSAV Toconao, which underwent general repairs and maintenance work. The 2013-built vessel has dimensions of 299.9 m x 48 m.

Dry Dock No. 3 is the latest addition to MHB’s existing two drydocks, a shiplift system and one floating dock to conduct repair and refurbishment services on vessels and other marine and oil & gas facilities. It enhances MHB’s drydocking capacity to provide multiple comprehensive works on-board LNG tankers, FPSO units, FSOs and oil rigs.

The graving dock is 350 m long, 80 m wide and has a depth of 14 m. With the capacity to cater for all sizes of vessels up to 400,000 dwt, it can also accommodate simultaneous dockings of smaller vessels when it is not in use for LNG tankers, FPSOs or FSO units. It is fully equipped with supporting facilities such as cranes, workshops, special equipment, offices and substation docks.

Dry Dock No. 3 will complement MMHE’s existing facilities – Dry Dock No. 1 (450,000 dwt), Dry Dock No 2 (140,000 dwt) and a 188 m x 33.8 m x 8 m shiplift (50,000 dwt). MMHE also operates a 116 m x 24 m x 9 m floating dock, which has a lifting capacity of 6,500 tonnes, at its Kemaman Supply Base.

The construction of Dry Dock No 3 saw an involvement of more than 500 personnel with more than 2.7m manhours recorded upon completion of the dock. The whole process took approximately three years to complete. More than 100,000 m3 of concrete was used which is equivalent to concrete used for the construction of 143 units of Olympic-sized swimming pool.

MHB’s Managing Director and Chief Executive Officer, Encik Pandai Othman said, “It is a significant milestone to welcome the CSAV Toconao as the first vessel to enter our newly built Dry Dock No. 3. I would like to thank Zodiac Maritime for their trust and confidence in MHB with their valuable asset.

Our collaborations with Zodiac Maritime started way back in 2001. To date, we have completed 25 drydocking projects for this owner’s fleet of vessels utilising our drydock, land-berth and

quay facilities.

“We are proud that our new Dry Dock No. 3 has been completed safely and is ready to serve our existing and potential clients. This additional dock space has certainly given MHB a competitive edge to be a step ahead in competing with other players in the marine repair industry in this region. Despite 2021 being expected to be a global recovery period from the COVID-19 pandemic, we are still optimistic that this investment will allow us to bring in more clients and cater to more vessels in the coming years.”

“Since MHB’s incorporation, we had successfully completed more than 3,800 marine repair projects including several life-extension and upgrading contracts for various vessels owned and operated by local and international clients. With a comprehensive track record of more than 34 FPSO/FSO/FSU conversions, 200 LNG tanker drydockings, including 10 projects for major upgrading and life extension services, MHB is committed to continue delivering high quality, value-added and costefficient service to our clients,” Encik Pandai added.

During last year (2020) MMHE successfully completed and delivered the following structures/projects: • Completion of construction of FSO Golden

The CSAV Toconao in MMHE’s new Dry Dock No. 3

Page 4 – www.shipandoffshorerepair.com

Star external turret for Promor • Completion of Bokor Phase 3 ReDevelopment Project Central Processing Platform (CPP) for PETRONAS Carigali • Completion of Bergading Mercury Removal Unit (MRU) Module under Bergading CPP-MRU Integration Project for Hess Exploration and Production Malaysia • Completion fabrication engineering, bulk material procurement, construction and onshore commissioning (EPC) and sailed away of Pluto Water Handling Module for TechnipFMC. Current projects underway in the yard • EPCIC work for the Kasawari Gas Development Project and EPCIC of BEDP-A and BEDP-B WHP for Bekok Oil Project • During 2020, MMHE also secured a contract from Carigali-PTTEPI Operating Company (CPOC) to undertake the provision of offshore brownfield modification works for a duration of three years. This award, which is part of an umbrella agreement, involves onshore fabrication and offshore modification services for CPOC facilities located within the MalaysiaThailand Joint Authority (MTJA) area.

For the past 12 month period, MMHE completed the repair and maintenance of a total of 64 vessels of various categories, 12 being LNG tankers. SORJ

Volume 17 Issue 5 – Page 5

Repairs main hinge pins and bearings, Cammell Laird reinstalled the bow visor and carried out a series of inspections and water tests to ensure that seal integrity had not been compromised.

Cammell Laird has recently secured a new four-year contract for the annual maintenance and dry docking of CalMac’s five largest vessels, which provide an essential service between the Inner and Outer Hebrides and the Scottish Mainland. All five ferries will dock annually at Cammell Laird, with the first vessels arriving in early 2021.

Work on the bow visor of the Isle of Mull at Cammell Laird

Drydockings in Atlantic & Peninsula Marine Services Atlantic & Peninsular Marine Services operates two repair companies in the UK – A&P Group and Cammell Laird. A total of 42 extraordinary drydockings and unscheduled repairs contributed to A&P Group’s strong performance in 2020 - despite the challenges of operating during a pandemic.

Boskalis’ 8,234 gt offshore construction/ diving support vessel Rever Polaris, renamed Boka Polaris, visited A&P Tyne in November for hull repairs and upgrades. Plates were templated, profiled and rolled at A&P’s on-site fabrication facility and a number of smaller welds were also carried out. New structural members were also profiled and fitted to the tanks to provide additional stiffening.

While the vessel was in the drydock, other works included a full repaint of the hull, sea chests and vertical sides; replacement of the umbilical supports in the dive bell; manufacture of new hot water pipes and removal of the external stairs for steel repairs.

Prysmian’s 9,778 gt offshore supply ship Normand Pacific also visited A&P Tyne in 2020 for a complex blend of fabrication, mobilisation and marine work. Due to a tight schedule, A&P began the manufacture of the new 54 tonne mezzanine structure, stairs and grillages on-site 28 days prior to the vessel’s arrival.

Mobilisation involved multiple contractors on site and stringent consideration of COVID-19 guidance. A number of significant lifts were involved in order to ready the mezzanine for the addition of deck grating, handrails and cable

trays, and its subsequent installation on the vessel.

The team also assisted with the installation of the azipod thruster and a new 120 tonne A Frame lifting system for the vessel’s Searex ROV. The A Frame lift involved all three of A&P Tyne’s dockside cranes and took a full day to complete. Once complete, hydraulic and electrical work was undertaken and more than 300 hydraulic hoses on the offshore crane were replaced.

At A&P Falmouth, the team delivered a comprehensive programme of major steel repairs for Kahrs Bereederung’s 9,313 dwt containership Samskip Express after she ran aground while sailing to Ireland. A 76 day stay at A&P Falmouth involved extensive repairs to the shell plating and several areas of the ship’s ballast pipework. A&P fabricated temporary support pillars to protect the structure of the vessel throughout the repairs and ensured that work on adjacent areas didn’t take place simultaneously. In total more than 60 tonnes of steel was replaced in seven different areas of the hull.

Meanwhile, A nine day project to replace bow visor hinge pins and bearings for CalMac Ferries’ 4,719 gt ro/pax ferry Isle of Mull has been completed by UK’s Cammell Laird, Birkenhead.

Delivered as part of the vessel’s annual survey, the project involved a multi-disciplinary approach from Cammell Laird’s planning, technical and lifting teams in order to remove the vessel’s 33 tonne bow visor and replace its hinge pins and bearings. The programme involved a series of heavy lifts using 200 tonne jacks and a 350 tonne mobile crane to transfer the bow visor to rigging on the bottom of Cammell Laird’s No 6 drydock.

Following replacement of the bow visor’s

Page 6 – www.shipandoffshorerepair.com

Busy times at Remontowa Nissen Kaiun’s 14,022 dwt reefer vessel Star Care is the second ship belonging to this Japanese shipowner to be drydocked at Poland’s Remontowa, Gdansk this year. Work on both vessels has included the installation of a scrubber system. This follows the successful repair of some four ships from Nissen Kaiun drydocked in 2019, work on these vessels also including the installation of BWM systems.

Teekay Shipping’s 92,995 dwt shuttle tanker Petronordic returned to the yard for a CAP Survey of 12 cargo tanks (plus two slop tanks). The yard also repaired the bow loading system. In addition, it carried out an overhaul of engine room equipment, as well as pipe work and hull maintenance with painting work. During Petronordic’s stay in the yard, Teekay, whose logo has so far appeared on the tanker’s funnel, was rebranded to Altera reflecting the change in the ownership structure.

In the first half of November, the repair of OSM Shipmanagement’s 20,209 gt car carrier Viking Constanza was completed, and in the same month her sistership City of Oslo called at Remontowa. OSM Shipmanagement manages these vessels for Norway’s Gram Car Carriers.

The scope of repair works on City of Oslo was very similar to the work carried out on-board the Viking Constanza and included bow thruster

The Petronordic completes repairs in Remontowa

Volume 17 Issue 5 – Page 7

Repairs overhaul and numerous steel renewals in the tanks. Hull treatment was also carried out in the drydock. An important part of the schedule was also pipe work, related to the future installation of BWM systems.

At the beginning of the New Year, the repair of another car carrier managed by OSM Ship Management was carried out by Poland’s Remontowa, Gdansk. The ship involved was the 39,362 gt Viking Amber. Viking Amber is a much longer and higher unit, hence the scope of work differed in many respects from previous vessels of this operator - hull treatment was performed in the drydock and electrical and steel work (mainly in one tank) was carried out.

The main work on-board Brittany Ferries’ 35,592 gt ro/pax ferry Mont St. Michel was the Alfa Laval BWM system installation. Other repair work carried out included the overhaul of the four main engines and one auxiliary engine.

There was also a large scope of steel work in various parts of the ship, as well as pipe work, electrical work, boiler and pump inspections.

Remontowa also carried out hull maintenance, funnels and car decks – the yard cleaned a very large number of ballast, fuel and oil tanks, and numerous technical rooms were also subject to conservation. Both stabilisers were also overhauled.

Finnlines’ 45,923 gt ro/pax ferry Finnstar was in Remontowa at the turn of a year. Work carried out included extensive painting and drydock work, cleaning of 14 tanks, cross over pipe, ventilation and exhausts overhaul, involving over 12 fans. Additionally, extensive pipe- work was involved. Remontowa replaced the entire insulation for four scrubbers and carried out work related to the replacement of 70 lashing pots on the lowest cargo deck.

Navantia busy during the start of 2021 Spain’s Navantia Shiprepairs’ Ferrol Estuary started the New Year with Kitaura Kaiun’s

The USS Mount Whitney in drydock in Genoa

65,935 dwt containership NYK Meteor, which was drydocked in Dock No 3 in Ferrol, and Sinokor Tanker’s 126,750 m3 LNG tanker Bering Energy continued alongside awaiting a second drydocking prior to its final delivery, once its re-activation process has been undertaken.

Navantia Shiprepairs’ Cadiz Bay focused its activity on the drydocking and repair works of five commercial vessels, three Spanish naval vessels and a newbuilding naval unit.

The yard continued with the drydocking of Allseas Marine’s 127,435 dwt pipe-layer Solitaire, which is still undergoing steel repairs and surface treatment work. ArmasTransmediterrenea’s 26,375 gt ro/pax ferry Marie Curie underwent hull surface treatment and general drydocking works. Spain Guardia’s patrol boat Rio Segura had hull surface treatment works and general drydocking work along with pipe renewals and propulsion system works.

Carnival Cruise Line’s 70,367 gt cruiseship Carnival Fascination returned to the yard to have her name changed to Century Harmony for her new owners – Century Harmony Cruises Ltd, and some final work after being sold, and Carnival Cruise Lines’ 101,509 gt Carnival Victory was also in the yard.

US Navy contract completed by San Giorgio del Porto The Solitaire in Navantia Cadiz

The USS Mount Whitney refit project was completed in December 2020 at Italy’s San Giorgio del Porto, Genoa, part of the GIN

Page 8 – www.shipandoffshorerepair.com

Holdings Group. After more than four months the vessel has left Genoa for Gaeta where she has already resumed her normal service activities. The vessel is one of two Blue Ridgeclass amphibious command ships of the US Navy and is the flagship and command ship of the US’ Sixth Fleet. USS Mount Whitney also serves as the Afloat Command Platform (ACP) of Naval Striking and Support Forces NATO. The project in numbers: • 18,500 tonnes weight, 189 m long by 33 m wide • 300,000 hours worked to complete the work • 200 workers (average) engaged each day on-board the ship • 148 days laid up, 109 of which were in drydock • 33 tonnes weight, 15 m length and 570 mm diameter (measurements of the stern tube shaft), removed, refitted in drydock, transported to the yard’s workshop, machining the sleeves and the flange • 33 tonnes weight, 15 m length and 600 mm diameter - propeller tail shaft characteristics aligned in the workshop with stern tube shaft, installing new fitted coupling bolts • 28 tonnes weight and 6 m diameter measurements of the disassembled and reassembled rudder and propeller • 2,000 m2 - flight deck area restored and certified.

Meanwhile, Saipem’s 26,600 displacement tonnes field development ship Saipem FDS has arrived in San Giorgio del Porto for maintenance work. With the arrival in Genoa of the Saipem FDS in the shipyard, San Giorgio del Porto has consolidated its collaboration with Italy’s Saipem. The Saipem FDS is a multipurpose vessel capable of being employed

Volume 17 Issue 5 – Page 9

Repairs afford us significant benefits, all of which help to maximise vessel availability and continue offering the best service for our customers.”

Successful period at Metalships

The Clansman arrives in Liverpool

with great versatility in the development of offshore fields in ultra-deep waters.

During 2012, she was in Chantier Naval de Marseille (CNdM), also part of the GIN Group.

The current project in Genoa will include mechanical and carpentry maintenance work, part of which will be carried out in the drydock and part in the basin, with the employment of almost 200 people/day including technicians and engineers. The work on the ship will be completed in about three months.

CalMac contract for Cammell Laird UK’s Cammell Laird Shiprepairers & Shipbuilders, Birkenhead has secured a new contract with one of the UK’s largest ferry operators, CalMac Ferries, for the annual maintenance and drydocking of five ro/pax vessels in its fleet.

CalMac Ferries has awarded Cammell Laird a four-year contract with the option to extend it for two further one year periods. The contract includes the 5,499 gt Clansman, the 8,680 gt Loch Seaforth, the 3,504 gt Lord of the Isles, the 5,626 gt Finlaggan and the 5,506 gt Hebrides – all of which provide an essential lifeline service from the Inner and Outer Hebrides to the Scottish Mainland. All five ferries are expected to dock at Cammell Laird between October and March each year, with the first vessels arriving in early 2021.

Neil Harden, Commercial Director at Cammell Laird Limited said, “We have enjoyed a long-standing relationship with

CalMac Ferries, but this is the first time we’ve been awarded a contract of this length. This is particularly significant as it allows us to undertake more long term and strategic planning, which in turn will deliver greater cost efficiencies, value and vessel availability for CalMac. “We have the optimum facilities to support CalMac’s fleet with four docks to suit the larger vessels, plus the afloat berthing facility in the wet basin is used for MCA life raft deployments and running engines under load after major overhauls.”

Julie Philpott, Director of Asset Management from CalMac Ferries added, “The team at Cammell Laird demonstrated a strong knowledge of our vessels and scored particularly highly on the technical and quality aspects of their competitive contract tender.

We look forward to continuing with our long-standing relationship with the team at Cammell Laird. The longer term contract will

The Jose Duarte on the slipway at Metalships

Page 10 – www.shipandoffshorerepair.com

Spain’s Metalships, Vigo, has managed a successful period of carrying out repair projects during the COVID-19 pandemic.

According to Metalships’ Aroa de Celis “Our workforce is doing a commendable job. The challenge during this current situation is- prior to any vessel berthing at Metalships - strict measures must be followed as part of the mandatory obligation from the authorities. All the employees must do a weekly COVID-19 test because this is the way to work correctly. At Metalships there are several vessels currently in the yard for maintenance work, as well as unprecedented number of dredgers.

Metalships recently carried out repairs to two TSHDs - Dragus’s - 5,000 m3 Victor Horta, afloat for seven days and in drydock for 20 days, and DEME’s 1,045 m3 Jose Duarte, which underwent grounding damage repairs on one of the yard’s slipways for some three weeks.

Aroa de Celis explains why DEME chose to rely on Metalships to prepare its vessel for a speedy return to service. “They wanted a partner who could provide quick and reliable repair works. From our perspective, we are delighted to be able to strengthen our relationship with such an important client”.

Meanwhile, Jose Duarte, registered in Portugal and built in 2018, is 70 m long and 11 m breadth. The vessel was affected by bad weather with the propeller badly damaged. The vessel is being accommodated in the slipway for

Repairs owns two sailing ships for exotic luxury cruises.

The three-masted sailing cruiseship is in the outfitting quay continuing the remaining work before being delivered to her German Owner.

LNG tanker repair/conversion work at HRDD The Ghasha and Al Khaznah in HRDD

some weeks.

Simultaneously, the yard has continued with the afloat repairs of Spanish Government’s 1,401 gt Vizconde de Eza, one of the most sophisticated fisheries and oceanographic research vessels in the world repairs. She has been in the yard for some two months.

The final phase of construction of Sea Cloud Spirit for the Germany’s Sea Cloud, which

China’s HuaRun DaDong Shipyard (HRDD) has, since the COVID-19 outbreak, strengthened its epidemic control systems and implemented additional strict safety protocols to ensure the shipyards normal operation. HRDD has successfully reached its target in 2020 thanks to close and transparent co-operation between its workers, shipyard management and its valued customers.

HRDD is especially proud of the successful execution of repairs and retrofits of eight LNG tankers of both membrane type and spherical

type. In addition, HRDD completed a LNG tanker to FSRU conversion project (See Front Cover). All the projects were completed and redelivery to owners was on-time and with good quality.

The 173,400 m3 LNG tanker Sevilla Knutsen, which is operated by the Norway’s Knutsen OAS Shipping, was repaired in HRDD in May/ June 2020, which included the vessel’s second special survey. The main work scope included overhaul of cargo pumps/spray pumps, cryogenic valves, safety equipment overhaul, cargo tank global testing, compressor motor overhauling, dual fuel generators, reduction gear overhauling, installation of a BWM system as well as application of hull silicon paint.

The vessel’s two sisterships Ribera Del Duero Knutsen and Valencia Knutsen arrived in HRDD in July and September 2020 respectively to also undergo second special survey dockings including BWM retrofits.

The 172,000 m3 LNG tanker SCF Mitre, which is operated by SCF Management was repaired in HRDD in September 2020. It was

Volume 17 Issue 5 – Page 11

Repairs registered fishing vessel Jupiter 1, the 8,222 dwt general cargo vessel Catalina, the 2,593 gt tug/OSV Komodo, the fire-fighting vessel Afri Ekulu, the small fishing vessel Gajaja, and two offshore vessels from France’s Bourbon Offshore - the 3,703 dwt OSV Bourbon Explorer 511 and the 2,293 gt anchor-handler Luzolo.

Strategically located on the west coast of Africa in Walvis Bay, Namibia, Namdock is a leader in the West African shiprepair market and offshore oil and gas sector, having gained global recognition for its extensive dry dock capacities and exceptional client service - even in the face of a global pandemic.

The accommodation barge Lancelot (right) in Namdock

the vessel’s first special survey, and the work scope was mainly overhauling of the cargo pumps/spray pumps, cargo tanks cryogenic valves and safety valves, cargo tank global testing, five sets of DF engines overhaul, as well as boiler maintenance and marine systems.

The most critical project of 2020 was the FRSU conversion, which involved the conversion of the 138,105 m3 GTT membrane-type Golar Viking to a FSRU unit - FSRU LNG Croatia. The main work included Regas Module installation, vent mast fabrication and installation, sea water heating system, cryogenic pipe modifications, BOG compressor overhaul, LNG feed pump modifications, cargo tank safety valve modifications, gas dome modification, cargo tank opening for inspection, cargo containment system partial repairs, cargo pump maintenance, 16.5 MW power module fabrication and installation, etc.

The project was commenced in March 2020 and was completed in September 2020. The total conversion period was six months. The FSRU LNG Croatia has now arrived at the terminal on Krk Island in the northern Adriatic Sea offshore Croatia, and has already started operations. The vessel will provide clean energy to the Croatian national grid and the annual delivery capacity will be up to 2.6bn m3of natural gas to Croatian consumers.

In additional, three Moss type LNG tankers owned by National Gas Shipping Company in Abu Dhabi – the Ghasha, Al Khaznah and Shahamah were repaired in HRDD between 2019/2020. The main workscope included high pressure boiler retubing, turbine overhaul, and cryogenic valve/safety valves overhauls, etc.

A spokesman for HRDD said, “With vast experiences of shiprepairs and conversions

during the past 25 years, as well as many years of preparations for the LNG tanker repair market, supported by Hudong-Zhonghua and many specialised partners such as GTT (France) and Gabadi (Spain), HRDD is already active and involved in LNG tanker repair business and LNG related conversion projects.

“HRDD is confident in its capacities, skilled workers and the shipyard’s LNG Team to say we are ready to provide professional services for LNG tanker repairs and conversions to shipowners on a world-wide basis.”

During 2020, HRDD completed some 220 shiprepair projects and conversions with a turnover of RMB2.23bn. Among these 220 vessels, were 56 ships for scrubber retrofitting, 109 ships for BWM system installation, five LNG tanker repairs, one FSRU conversion, as well as LNG fuel conversion of a 15,000 teu containership owned by Germany’s Hapag Lloyd.

Offshore contract for Namdock Namibia’s EBH Namibia (Namdock) is currently busy with a number of repair projects, the largest involving Internships Group Holdings’ 14,217 gt offshore accommodation barge Lancelot. She is scheduled to be in the yard for some 45 days, spending the majority of that time in drydock. The major work scope onboard this vessel has involved coatings, steel work, pipping and propulsion overhauls. She has been working over recent months offshore South Africa.

Also, in the yard were the Namibian-

Page 12 – www.shipandoffshorerepair.com

Seville yard gets busy Spain’s Astilleros Guadalquivir, Seville, started repair work during 2015. Since then, more than 50 vessels of all types have passed through its facilities, especially ferries, tankers, dredgers and general cargo vessels. The dimensions of its drydock (143.5 m x 23.5 m) and the auxiliary dock (150 m), in addition to its location just 200 kms from the Strait of Gibraltar, makes Astilleros Guadalquivir a privileged enclave for shiprepair.

According to a statement by Juan Cuenca, COO of the company, “During the first four years, the workload has remained stable, reaching repair peaks of up to 20 ships in just 12 months, not counting the scrapping of others. However, the current situation, caused by the world-wide pandemic, has slowed down, not only in the shipping sector for repairs, but also shipbuilding. These consequences have been reflected in the activity of Astilleros Guadalquivir.

“However,” he acknowledges, “the improvement in the health situation in the last quarter of the year, the measures adopted by the company and the business meetings held to publicise our facilities have borne fruit. As a consequence, since October 2020, the hiring of personnel and the acquisition of machinery has been restarted, which has allowed expanding capacities and obtaining new contracts.”

The best example of this situation has been the recent repair of Boeckmans’ 2,499 dwt general cargo ship Maremka. At 82.3 m in length, recent work carried out on-board this vessel has included the overhaul of the main and auxiliary engines, the maintenance of the hatches, repairs of the steel tanks, removal of the shaft tail and the installation of a new vocine

Proficient, professional & perfectly placed

GIBDOCK MAIN WHARF ROAD, THE DOCKYARD, GIBRALTAR, GX11 1AA TELEPHONE +350 200 59400 FAX +350 200 44404 EMAIL MAIL@GIBDOCK.COM WEB WWW.GIBDOCK.COM

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

Volume 17 Issue 5 – Page 13

Repairs Detyens Shipyard operates three graving dry docks and a boat lift. The three graving docks are No. 1 – 189.5 m x 29.5 m, No. 2 – 181.7 m x 29.2 m and No. 5 – 229.0 m x 33.5 m.

The boat lift (HLB-1) measures 122.0 m x 24.9 m. The yard operates four tower cranes and eight portal cranes, with various capacities up to 100 tonnes. There are also eight piers for alongside work covering some 2,500 m. The water depth in the yard’s facilities is 10.7 m.

A good 2020 at Lisnave The Maremka in drydock

bearing.

The yard is also currently carrying out alongside and drydocking repairs on-board Thun’s Ship Management’s 9,891 dwt cement carrier Nordanhav. At 126.7 meters in length, the yard will carry out major mechanical repairs.

According to the CCO of Astilleros Guadalquivir, Pablo de Celis, “The end of 2020 was slow, but we have started the year with the full occupation of our pier and berths during January and February. Another five projects have already been signed for the next few months. From that point of view, we are very happy that these clients have decided to support Astilleros Guadalquivir when the world market and COVID-19 restrictions are so complicated everywhere.

“However, these changes have helped us to strengthen our collaboration with many companies, and, as a result, our order book in 2021 shows a positive first and second quarter.

That said, our squad service, which deals with repairs in all Spanish ports and North Africa is having quite busy months undertaking afloat repairs from many types of ships from Suezmax to small general cargo vessels”.

replace her five main engine stacks.

Detyens has also recently completed an emergency three day drydocking of USS Vessel Management’s 19,687 dwt, 2008-built automated tug/barge unit ATB Brownsville, the vessel undergoing repairs to her port rudder and starboard and port shaft seals.

Meanwhile, currently in the yard is the USNS Puerto Rico, a US Navy high-speed expeditionary transport vessel. This contract is part of the US$10.9m US Navy repair contract between Detyens and the US Navy, involving an approximate 75 day stay in the yard. Among ships due in the yard during the coming weeks is a Dutra-owned scow barge, Great Lakes Dock and Dredge (GLDD)’s 15,233 kW cutter suction dredger (CSD) Texas and Laredo Offshore Services’ jack-up lift boat Brazos.

Detyens report a steady start to 2021 US’ Detyens Shipyard, Charleston, is reporting a fairly slow year during 2020, due to the COVID-19 pandemic. However, there have recently been some projects of note in the yard following a project involving Norwegian Cruise Lines’ 93,530 gt, 2007-built (Jewel Class) cruiseship Norwegian Gem, which spent some time in the yard during December 2020 to

An aerial view of Detyens Shipyard

Page 14 – www.shipandoffshorerepair.com

Despite the current pandemic, Portugal’s Lisnave, Setubal, successfully completed, during last year (2020) repair projects involving 76 vessels, 72 of which required drydocking operations. Despite a reduction in freight rate levels in the tanker market, the main repair market for Lisnave, it represented nearly 36% of the total number of vessels repaired. The average volume of work for each vessel in routine drydockings suffered only a small reduction.

During 2020, Lisnave continued to be actively involved with the retrofitting of Ballast Water Management (BWM) systems, with the completion of good number of installations from various manufacturers.

Following the trends from previous years, tankers (27 in total) and LPG tankers (14) were the most significant market segments for Lisnave representing a total of 55% of the yard’s activity.

However, the continuing efforts to diversify the yard’s activity resulted in a relevant share of

Repairs containerships entering the yard for general repairs, representing some 15% of the total activity of Lisnave. More specialised vessels like dredgers (five), and offshore vessels, such as a DP crane vessel and FFPV units, have also called at Lisnave for drydocking and repairs during 2020, in addition to a number of passenger vessels.

The vessels repaired by Lisnave during 2020 originated from 46 different clients located in 19 countries. The geographical distribution was led by UK, Norway, Singapore, Germany and Belgium.

Continuing the trends of previous years, the high number of repeat customers during

Knutsen OAS’ shuttle tanker Raquel Knutsen in Lisnave

2020 reveals the recognition of the quality of the service level provided to shipowners/ managers by Lisnave. So far, Lisnave started this unpredictable 2021 with a fair number of different repair projects.

Busy start of 2021 for ART Shipyard

Ships in ART Shipyard

Turkey’s ART Shipyard had a busy start to 2021 with a wide range of projects including LPG tankers, ro/ro ships, containerships and bulk carriers. ART Shipyard, established in 2019 by Besiktas Group in the Tuzla Bay area, is located just outside Istanbul, and attracts a great number of leading owners for drydocking and BWM system retrofits.

Closing 2020 with a total number of 125 repair projects since its inauguration, ART Shipyard has managed to secure shiprepair and retrofit projects from well-known international shipowners and ship managers. Last year (2020) was remarkable with 40 BWM system

installations and the interest in this market appears to be continuing on 2021.

Currently in the yard are Ishima’s 47,203 dwt chemical tanker Glenda Melissa, in for standard drydocking and BWM system installation, d’Amico’s 37,056 dwt bulk carrier Cielo di San Francisco, and Thome Ship Management’s 39,802 dwt bulk carrier Hanyang.

In the coming days ships are due from the following shipowners (all involving BWM system installations - Tide Line’s Elbana di Navigazione, Augusta Due and d’Amico.

SORJ

Shiprepair.

Refit. Maintenance.

Conversion. Fabrication.

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

Cammell Laird_advert_CHOSEN.indd 1

www.cammell-laird.com 16/10/2020 10:31

Volume 17 Issue 5 – Page 15

Shipyards

The Skane Jet entering Orskov’s new floating dock

First ship in Orskov’s new floating dock The first vessel to use Denmark’s Orskov Yard’s new 10,000 ton lifting capacity floating Dock 5, recently opened in Fredrikshavn, was the 1998-built Incat 92 m wave-piercing catamaran Skane Jet, owned by FRS, which entered the new drydock on January 16th.

It was a tight fit for the 26 m wide catamaran fast ferry as the new floating dock measures 180 m x 30 m x 14 m, with a design draught of 13 m and draught above keel blocks is 8.5 m. The new floating dock is fitted with two 10 tonne capacity wingwall-mounted cranes. Dock 5 was built by Turkey’s Hat-San Shipyard in Yalova.

Meanwhile, other vessels undergoing repair at this yard while the Skane Jet entered the new floating dock included: • Windea La Cour – 5,897 gt 2016-built offshore wind turbine service vessel, owned by Germany’s Bernard Schulte Offshore, Hamburg • Normand Installer – 14,506 gt 2006-built offshore construction support vessel, owned by Norway’s Solstad Offshore, Skudeneshavn and on charter to SBM Offshore • HDMS Vaedderen (F 359) – 3,500 tonne full load displacement, 1992-built ocean patrol vessel, owned by the Royal Danish Navy • Brennholm – 2,666 gt 2006-built fishing vessel, owned by Norway’s Brennholm AS, Bergen • Polar Nanoq – 2,522 gt 2001-built fishing vessel, owned by Greenland’s Polar Seafood, Nuuk

New shiprepair yard on US West Coast The large shipyard on the US West Coast at San Francisco, has now re-opened for repair activities. The yard has two graving docks,

which are supported by extensive machine and steel workshops. The dimensions of the two graving docks are – Dock No. 2 – 219.5 m x 29.9 m and Dock No. 3 – 207.3 m x 27.6 m During December 2020, the yard had a number of ships in for repairs: • USCG ice breaker Healy - she had a fire in one of her propulsion motors. This was an emergency repair to swap out a 100 tonne motor through the side of the ship • USS Emory S. Land, a Military Sealift Command (MSC) sub tender. This is a 200 day service life extension project (SLEP) that includes full hull/freeboard preservation, major steel work, engine overhauls and other general repairs • USNS Kaiser, a MSC operated fleet oiler/ resupply ship, in for her bi-yearly alongside yard survey. Work includes - house preservation, replenishment gear repairs, engine/machinery inspections/repairs, steel repairs • USNS City of Bismarck, a MSC operated fast transport ship, in for alongside repairs including aluminum welding repairs • Bell Shimada, a NOAA-operated research ship, in for alongside repairs including upgrades to support science experiments on her upcoming voyage

First repair project for Western Shiprepair’s new floating dock Lithuania’s Western Shiprepair, Klaipeda, part of the Estonian headquartered BRLI Grupp, has commissioned its new Panamax capacity floating dock FD170, the largest floating dock in the Baltic States. The new dock repaired its latest vessel at the end of December 2020 – DFDS’ 25,263 gt 1999-built ro/ro Optima Seaways, which was followed by Polferries’ 17,790 gt 1981-built ro/pax Baltivia.

At the same time as the drydocking of the Polish ferry, the yard was also repairing two ferries from the fleet of Germany’s TT-Line in its two other floating docks – the 15,955 gt 1993-built Marco Polo in FD12 and the 26,790 gt 1995-built Robin Hood in FD219.

This is part of a four-year project at the yard to introduce two large floating docks to its facilities.

The floating dock was acquired from the Riga Shipyard at the end of last year (2020) and underwent repairs and upgrading. Currently, the dock with a length of 201 m, a width of 35

Page 16 – www.shipandoffshorerepair.com

An aerial view of Mare Island Shipyard

m and a lifting capacity of 30,000 tonnes is undergoing upgrading and repairs. The yard’s existing floating dock has a length of 200 m, a width of 30 m and a lifting capacity of 27,000 tonnes.

It was in early July, last year (2020) another floating dock was permanently installed at Western Shipyard and drydocked its first vessel, the Minerva, for general repairs. This unit has a length of 235 m, a width of 45 m and a lifting capacity of 33,000 tonnes. The floating dock was acquired by BLRT Grupp in 2016 from the Adriatic Shipyard Bijela in Montenegro. It has been reconditioned and totally modernised.

According to Veronika Ivanovskaja, BLRT Grupp, Chairman of the Board, “Enormous progress in the field of ship repair has been made and the Group is reaching a completely new level, providing further momentum for us and for the ship owners in repair and modernisation of large vessels. Western Shiprepair yard will become the largest ship repair hub and, together with the shipyards in Tallinn and Turku, will enable the Group to compete with the greatest shiprepair companies of Western and Northern Europe.

“As a result, several hundred new jobs have been created. In certain periods, it is necessary to involve a large number of highly qualified specialists of various profiles in various types of projects. A good climate for this has been ensured in Lithuania - specialists in shipbuilding and shiprepair are prepared in higher and vocational educational institutions.

There is no upper limit quota for foreign employees in Lithuania, thus it’s possible to recruit the highly qualified specialists if necessary. Improving its legislation to attract foreign workers, Lithuania adheres to the same principles as Germany, France, Poland and Finland.

“This creates favourable conditions for the development of entrepreneurship and for economic support. Unfortunately, due to the challenges faced in connection with recruiting foreign labour in Estonia, we were forced to adjust our development plans and to give up the idea of having a large dock we planned to

Shipyards install in the middle of this year, in Tallinn.”

Over the past few years, BLRT Grupp has invested some €100m to increase competitiveness of Western Shipyard Group companies and to develop capacity in Klaipėda.

The Medcenter Container Terminal in Gioio Tauro has 3.4 kms of quays, an alongside water depth of 18 m, a container yard capacity of 75,000 teu and a handling capacity of 4.2 teu/year. During 2020 the facility handled a

total of 3m+ teu.

Gioio Tauro is situated in the Reggio Calabria region of Italy on the Tyrrhenian Sea, closed to the Strait of Messina. MSC is a major user of the port.

New repair facility for Italy The port authority of southern Europe’s largest container port, Gioio Tauro Port Authority (Autorita Portuale Di Gioio Tauro e Della Calabria) is to establish a new shiprepair and maintenance facility within the port and has issued a tender to buy a second-hand floating dock capable of accommodating today’s latest generation of large containerships.

Italian containership and cruise vessel giant MSC has expressed an interest in investing in the new shiprepair yard as well as co-managing it. SORJ

The new floating dock arriving in Western Shipyard

Volume 17 Issue 5 – Page 17

Services Newport Shipping rolls out the NMS Platform Newport Shipping has unveiled Newport Maritime Services (NMS), an innovative online portal which, according to NMS, has been specifically designed to ease the complexities of shiprepair and retrofit works. Digitalisation has made its mark in the shipping sector, with many bespoke online tools now being utilised daily to operate and manage the world’s merchant vessel fleet. This new online platform is in addition to the offer to shipowners made

by Newport Shipping over the past few years to offer financial assistance to projects involving the retrofit of BWM and scrubber systems.

NMS’ Managing Director, Ege Akcasoy said, “NMS is a new way of managing shiprepair and retrofit projects via a bespoke, online platform.

The NMS platform enables shipowners and fleet operators to obtain instant quotes for routine maintenance works, have real-time visibility of shipyard availability, involving NMA’s partner yards, and get priority access to drydock slots, all at the click of a mouse.

“Digitalisation is on the agenda of all companies operating in the shipping industry, but the sector also remains true to its traditional

roots. We wanted to introduce an online tool that works in harmony with the people that make the ship repair sector what it is today, enabling greater transparency and thereby validating the trust and personal relationships that this industry is built on.”

NMS is also offering project management for repair, refit and conversion projects, through a network of a team of some 12 technical superintendents – five locally based in China, and seven from NMS’ offices in Greece and Turkey. There is also a momentum at NMS to increase the number in the technical team.

NMS’ current list of partner yards involves just 10 repair yards throughout the world – seven in mainland China, one in Singapore, one in Indonesia, one in the Middle East (Oman) and one in Europe (Turkey). The main partner is PaxOcean, which operates yards in Singapore, China (Zhoushan) and Indonesia (Batam).

Akcasoy continues, “We are looking to increase the number of partner yards as shipowners throughout the world begin to utilise the NMS facility.”

Subscribers to the NMS platform will have access to instant quotations for a wide range of routine maintenance and repair work (only from current partnered shipyards), as well as the ability to book slots at a partner shipyard with a real-time view on the yard’s current availability.

PaxOcean’s Zhoushan Shipyard in mainland China

Page 18 – www.shipandoffshorerepair.com

The platform will also provide access to a full set of bespoke solutions in repair, retrofit and conversions with a low carbon focus from an exhaustive list of trusted Newport Shipping supplier partners, especially in the BWM and scrubber system installation market.

This is a potential game-changer for those responsible for the management of multiple vessels, empowering them with a level of transparency and control that more traditional methods cannot give, and also significantly de-risking the whole process. The team behind the NMS platform has poured over 60 years of organisational experience into refining the design, layout, functionality and operational aspects of the system and is confident that it will benefit users in a number of ways.

Akcasoy further explains, “NMS is a fullyautomated booking and management platform for high-quality drydocking, retrofit and conversion projects at its partnered shipyards.

It combines priority access, on-demand quotes, price stability and live yard availability in a streamlined way that ultimately saves shipowners time and money. In addition to this, the visibility that the platform allows through each stage of the process helps to reduce risk and future-proof shiprepair operations.”

The extended payment arrangement, available to qualifying clients and their assets,

DELIVERING INTEGRATED SYNERGIES FOR GLOBAL POSSIBILITIES Sembcorp Marine is an integrated brand offering one-stop engineering solutions to the offshore, marine and energy industries.

We focus on four key capabilities: Rigs & Floaters; Repairs & Upgrades; Offshore Platforms; and Specialised Shipbuilding.

As a global solutions provider, we deploy the best assets and competencies from across our worldwide operations to take on projects of any scale and in any location. With this flexibility, we can help you realise possibilities in the fast-changing and increasingly complex business environment.

For more details, visit www.sembmarine.com.

Sembcorp Marine. Integrated Synergies, Global Possibilities.

Sembcorp Marine Ltd 80 Tuas South Boulevard, Singapore 637051. Tel: (65) 6265 1766 Fax: (65) 6261 0738

DISCOVER

Volume 17 Issue 5 –MORE Page 19

Services

ESAB and YASKAWA have signed a global co-operation agreement to jointly develop and market a line of pre-engineered robotic welding systems called XCellerator.

provides a payback period of up to 24 months, with an initial down payment on completion of work followed by equal monthly instalments.

Newport undertakes a rigorous due diligence and credit evaluation exercise before offering the service, which is secured by an irrevocable payment guarantee letter governed by English law.

The introduction of this new digital tool also stands to support the industry with its Environmental, Social and Governance (ESG) mandate. Audit trails, data points, real-time information and the transparency that comes with further digitalisation all serve to help the shiprepair and conversion sector clearly communicate what it is doing and how it is doing it. Through implementation of the right processes and digital tools to communicate information in the right way, NMS believes that the sector can attract interest from a broader set of investors and tentatively look forward to a more prosperous and sustainable future.

ESAB and Yaskawa co-operate The ESAB Group and Yaskawa have announced the signing of a global co-operation agreement to jointly develop and market a line of preengineered robotic welding systems called XCellerator. The XCellerator systems will be engineered and built by Yaskawa and marketed

by ESAB through its global sales channels.

Each company will contribute their special expertise to create a product which is greater than the sum of their individual contributions. In creating the XCellerator line of pre-engineered robotic welding cells, Yaskawa brings more than 30 years of experience producing leading-edge robots, robotic controllers and robot cells to this effort. For its part, ESAB brings its deep expertise in welding processes, filler metals, equipment and automation together with their proprietary

Page 20 – www.shipandoffshorerepair.com

WeldCloud weld operations management infrastructure. Together they have produced an integrated robotic welding solution that truly exemplifies these two great companies.

Pre-engineered cells like XCellerator are the fastest, simplest path toward automation.

They improve productivity per worker by three to five times and offer a compelling return on investment. Factory-built and tested, they take the risk out of robotic system investments. The cells especially appeal to small and mediumsized manufacturers and fabricators that value easy installation, set-up and operation, enabling them to take a confident step toward automating their welding operations.

Yaskawa is a world-leading manufacturer of inverter drives, servo drives, machine controllers, and industrial robots. For more than 100 years, the company philosophy has been based on the principle of highest quality. This philosophy has helped Yaskawa to become one of the top global companies in the field of electrical drive

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

Volume 17 Issue 5 – Page 21

(A member of Keppel Offshore & Marine Limited)

51 Pioneer Sector 1 Singapore 628437 Tel: (65) 68614141 Fax: (65) 68617767 Email: ks@keppelshipyard.com www.keppelom.com

Services

The Wärtsilä advanced wastewater and dry waste treatment system

technology. Inventor of the word Mechatronics and its strong focus on research and development has yielded innovations that have contributed significantly to the success of many industries, among them machine construction, mining, machine tooling, automotive construction, packaging and semiconductors.

As supplier of MOTOMAN industrial robots, Yaskawa is also one of the world’s biggest robot manufacturers.

The company operates manufacturing and development facilities in Asia, Europe and North America.

Carnival agreement for Wärtsilä Wärtsilä has signed a framework agreement with Carnival Corporation covering the supply and installation of Wärtsilä’s advanced wastewater and dry waste treatment systems for up to 32 vessels across many of its operating

brands. The framework is consistent with Carnival’s policies for compliance with the latest and most stringent environmental legislation.

Signing of the framework took place in October 2020.

Wärtsilä’s Membrane Bioreactor waste water treatment plants are well proven in the handling of black and grey waste water. The system surpasses the most demanding standards currently set by IMO for sewage discharge, including paragraph 4.2 of MEPC 227 (64), which applies to special areas.

Similarly, Wärtsilä’s dry waste handling systems comply with the most stringent IMO Marpol requirements, and are designed to minimise greenhouse gas emissions. Wärtsilä’s advanced technologies and vast experience were cited as being major considerations in the award of this contract.

“There is increased awareness within the cruise industry of environmental sustainability, and Wärtsilä is proud and ready to support this focus with the most advanced and compliant solutions. We continue to work with Carnival to

Page 22 – www.shipandoffshorerepair.com

enhance their goals for waste reduction, in line with their internal strategy,” says Arto Lehtinen, Director at Wärtsilä Water and Waste.

“We very much appreciate Wärtsilä’s support and their capabilities in delivering high quality, reliable solutions tailored to our specific requirements. The environmental legislation barrier for the cruise industry is set very high, so we seek the latest technologies to ensure compliance. The Wärtsilä solution selected for the framework more than meets this standard,” says Jon McKeown, Senior Vice President global strategic sourcing from Carnival Corporation.

The Wärtsilä equipment will be delivered and installed on-board different ships across many of the operating brands between now and 2025.

This framework agreement shows, despite the current challenges, that environmental compliance and sustainability remains a top priority for Carnival and proves Wärtsilä’s advanced waste system solutions are there to meet and surpass the most stringent legislations.

SORJ

sgdp.it cndm.fr

SHIP REPAIR & CONVERSION POLE IN THE HEART OF THE MEDITERRANEAN SEA

members of

Paints & Coatings Shipping industry takes new step to protect marine environments Cleaning a ship’s submerged parts from barnacles and other growths, while the ship is in the water, can transfer invasive species to local marine environments unless it is properly cleaned and the debris is captured. To combat this problem, and to provide clarity and quality assurance to shipowners, ports and government authorities, BIMCO and the International Chamber of Shipping (ICS) have published the first industry standard on in-water cleaning of ships.

“This standard will help protect the environment in the port. Not only that, it will also help every organisation that is part of this process by raising the minimum standard of cleaning several notches higher and ensure that the end result is both a clean ship, and safe working practice,” says David Loosley, BIMCO secretary general.

The organisms growing on the ship increases its drag through the water and can reduce fuel efficiency of the ship by as much as 35%, leading to higher fuel bills and higher CO2 emissions. It is therefore important to remove the growths every couple of years.

A number of countries and regions have put biofouling management high on the agenda, with regional and national regulation on the drawing board or already in place. This includes the USA, Australia, Baltic Sea region, New Zealand, Hawaii and California.

John Stawpert, Manager (Environment and Trade) ICS added, “This new industry standard establishes a benchmark for safe and environmentally sound underwater hull cleaning, an issue that is of increasing concern to the international community. We hope that this first step by industry bodies will allow cleaning companies to demonstrate that their products protect the marine environment, and that shipowners can be confident that their ships are cleaned to a safe and effective level around the world. With these industry standards port authorities can also have confidence that underwater hull cleaning can be completed with minimal risk to the environment by independently approved cleaning companies working to proven high standards.”

According to the industry standard, at least 90% of the macro fouling must be captured by the cleaning company, and effluent water

coming back into the sea will have removed organisms and materials down to a microscopic size (0.000001 m). For BIMCO and the partners involved, the next step is to implement the standard on a small scale and several shipping companies have already signed up to participate.

“It is one of the typical, long-term, unglamorous, behind the scenes efforts that the industry undertakes, which will hopefully have a wide-reaching positive impact on the marine environment and the industry,” Loosley says.

The industry will now work to implement the standards with a number of stakeholders, including of paint manufacturers, in-water cleaning companies, shipowners, ports, and classification societies. These stakeholders will have to update their procedures, which will lead to successful cleanings, and ultimately – BIMCO and ICS hopes - to a general wide-spread acceptance of the standard and associated certification and in more ports allowing in-water cleaning.

The standard details planning, the documentation and assessment part of the operation, as well as the actual cleaning, the management of the effluent – the water involved in the cleaning – including the capture of particles, before it is released back into the sea.

The standard also includes: • Criteria for the cleanliness of water pumped back to sea • Methods to help shipowners act before the biofouling growth and coverage become severe • An approval procedure for cleaning companies • Minimum reporting requirements • Minimum requirements for an inspection, service and cleaning reports

BIMCO’s David Loosley

Page 24 – www.shipandoffshorerepair.com

The standard was developed by a coalition of companies and organisations including - Akzo Nobel, BIMCO, C-Leanship, CMA Ships, DG Diving Group, Fleet Cleaner, Hapag-Lloyd, Hempel, HullWiper, International Association of Classification Societies, International Chamber of Shipping, Minerva Shipping, Portland Port (UK), Port of Rotterdam and PPG Coatings.

HHI, HMM and Jotun join forces Three global shipping leaders have united to sign a MOU in a push for cleaner, more efficient and greener vessel hull performance.

South Korea’s Hyundai Heavy Industries (HHI), which controls about 10% of the global newbuild market, has reached agreement with South Korean container line giant HMM and Norway’s Jotun, to utilise Jotun’s Hull Skating Solutions (HSS) on a series of newbuilds. The agreement will see Jotun HullSkater proactively inspect and clean vessel hulls during outfitting to ensure optimal environmental performance and protection.

Jotun launched HSS to the market last year, effectively rewriting the rulebook for hull cleaning and performance. HSS comprises the unique HullSkater, which adheres to vessels and gently removes all biofouling for an ‘always clean’ hull, the specially developed SeaQuantum Skate anti-fouling, and proactive condition monitoring utilising a proprietary big data algorithm tailored to individual vessel needs.

“The combination is ideally suited to vessels facing the most challenging bio-fouling conditions,” explained Geir Axel Oftedahl, Business Development Director, Jotun. “In that respect it is perfect for protecting newbuilds at outfitting and trial stages.”

“HSS cleans hulls before bio-fouling takes hold, eliminating associated drag and fuel consumption and emissions, while protecting the vessel coatings, and safeguarding ecosystems from the potentially invasive species that look to populate them. Bio-fouling is a particular problem when vessels are idle for long periods, such as during outfitting, and this can cause major issues when trialling initial performance before delivery.”

Morten Sten Johansen, Regional Marine Director, North East Asia, added, “HHI and HMM are demonstrating their understanding of this issue, and their commitment to absolutely optimal environmental protection, by signing

BULK CARRIERS WEBINAR KEY ISSUES & SUCCESSFULLY NAVIGATING THEM

Join our expert panel Thursday 15th April 11.00 GMT

JOTUN FULL

Get involved in the discussion on the main operational challenges associated with cargo holds within the bulker market and how to overcome them.

Your chance to question leading industry specialists from across the market place.

360° Coating & Engineering Experts

With further announcements soon...

REGISTER TODAY - tinyurl.com/SORJwebinar Can’t attend live? Still register as we will send out the recording afterwards to all registrants.

Hosted By Volume 17 Issue 5 – Page 25

Paints & Coatings a ‘first of its kind’ MOU. Working together we will now use breakthrough technology to tackle the bio-fouling challenge simply, effectively, and with minimal disruption and maximum impact.

We believe this is a new way of working, for a new breed of forward-thinking owners and yards. We’re delighted to be involved in such a landmark industry project.”

HHI is currently building a series of state-ofthe-art 16,000 teu containerships for HMM. HSS will be deployed to ensure the ships meet environmental key performance indicators, maintaining clean hulls, pristine coatings, providing optimal efficiency and limiting any potential release of biocides. The HullSkater will move from hull to hull during key outfitting stages.

Speaking of the decision to enter the MOU, Jong-Chul Choi, Executive Vice President, HMM, commented, “HMM is committed to building a fleet that is defined by sustainable innovation, enabling us to hit our ambitious target of achieving zero CO2 emissions by 2050. We aim to be proactive in identifying, adopting and developing the best solutions, and Jotun’s approach to hull cleaning is the perfect fit for that strategy. We look forward to seeing the results of HSS and welcoming the latest additions to our environmentally friendly fleet into operation.”

Oh-Min Ahn, Executive Vice President, HHI, added, “Sustainability sits at the core of our activity here at HHI, and we are focused on partnering with pioneering owners and suppliers to pave the way for a cleaner, greener industry that can set sail towards achieving IMO’s decarbonisation goals. This agreement with two other leaders in their respective segments shows how we collaborate to deliver both

environmental and commercial benefits for the industry. It’ll be very interesting to watch the HullSkater solving the bio-fouling problem once and for all. We believe this development can significantly contribute to a paradigm shift in the marine coatings market in the future.”

HSS’ unique robotic cleaning units are controlled by specialist Jotun operatives via 4G connections. The Norwegian headquartered company estimates that if all ships facing severe bio-fouling challenges adopted the proactive HSS approach, maritime CO2 emissions could be reduced by at least 40m tonnes/year.

Hempel extends it’s anti-fouling range Denmark’s Hempel has enhanced its established and proven Olympic+ and Oceanic+ anti-fouling range and is launching five new anti-fouling solutions - Oceanic Protect+, Oceanic Flex+, Olympic Protect+, Olympic Flex+ and Olympic Protect.

Building on their proven effectiveness, reliability and impressive value-for-money, these five new products deliver additional benefits and choice within the existing product range. Hempel’s Olympic+ and Oceanic+ anti-fouling coatings have been protecting vessels since 2009 and 2012 respectively and the introduction of the new, re-formulated products delivers an even higher performance through better control of the leached layer and an enhanced mechanical strength. Coupled with this, higher volume solids, high dry film thickness per coat and lower Volatile Organic Compounds (VOCs) reduce costs, time and

(Left to right) Oh-min, Ahn (Executive vice president, HHI), Jong-chul, Choi (Executive vice president, HMM) with the Jotun team in virtual attendance

Page 26 – www.shipandoffshorerepair.com

Hempel is expanding its anti-fouling port folio

emissions during application. These new anti-fouling solutions are designed to suit different trading patterns, and this ensures the best possible fouling protection in all trading conditions.

Olympic Protect, Olympic Protect+ (for medium to high activity levels) and Olympic Flex+ (for low activity levels) are based on ionexchange technology and give protection for up to 25 idle days and up to 60-months service interval.

Oceanic Protect+ (for medium to high activity levels) and Oceanic Flex+ (for low activity levels) are based on zinc carboxylate technology and protect for up to 30 idle days and 60-months service interval. These coatings also deliver a maximum of 5.5% speed loss.

All five reformulated products take advantage of Hempel’s reinvented Smartfibre technology which delivers a stronger and smoother hull.

Each coating now contains a 20% higher fibre content which significantly improves its mechanical strength and allows the increase of the hydrophobic characteristics of the products - leading to reduced leached layer thickness.

As water flows over the coating, enhanced fibres, which fit parallel to the surface, ensure a smooth and uniform removal of the leached layer which facilitates a well-controlled polishing rate and biocide release. This enables the coating to achieve a smoother and fouling-free hull throughout the service period.

Meanwhile, Hempel has completed some 2,000 vessel applications of Hempaguard X7, thus reducing shipowners’ fuel consumption by 7.6m tonnes, lowering fuel costs by at least US$2.6bn and CO2 emissions by 23.5m tonnes. Since its launch in 2013 Hempel has continuously documented Hempaguard X7’s ability to reduce fuel consumption and CO2 emissions for shipowners, and now the exact impact has been calculated.

Hempaguard X7 is based on Hempel’s patented Actiguard technology, which combines

Paints & Coatings the smoothness of a silicone coating with efficient fouling preventing biocides in a single coat. Hempaguard X7 was the first fouling defence coating to use this innovative technology, and its significance has been immense for Hempel and the marine industry in general.

The 2,000th application of Hempaguard X7 was completed on-board Torm’s 49,757 dwt chemical tanker TORM Titan, which was delivered during 2016 by South Korea’s Sungdong Shipbuilding & Marine Engineering.

Rudder protection using Ecoshield

Application of Hempaguard

During the last few months, a large number of vessels belonging to seven different owners received Ecoshield protection for their rudders, bow thruster (tunnels) and nozzles. The applications were carried out on a wide range of ships including several containerships, ferries,

Volume 17 Issue 5 – Page 27

Paints & Coatings oil tankers and a navy vessel. The running gear of these ships will be protected against cavitation and corrosion damage for the rest of their service lives.

A constantly growing number of shipowners have Ecoshield applied on the rudders and other running gear of their fleet. This coating is the only system that ensures lasting protection against corrosion and erosion damage for running gear.

Rudders, thrusters, nozzles and other underwater running gear are exceptionally prone to corrosion and cavitation damage.

Cavitation is caused by the spinning of propeller blades. If running gear is not given the proper protection against this the damage can be severe.

This leads to expensive and time-consuming repairs in drydock at the least or malfunctioning of the running gear at worst. A rudder has been found missing in its entirety on more than a few occasions, unfortunately. This will have substantial financial consequences for a shipowner.

Ecoshield was designed to protect all running gear for the lifetime of the vessel. This coating system is applied only once. No repaint will be needed during future drydocking. Only small touch-ups to repair mechanical damage will be required.

Applying Ecoshield is a fast and easy to learn process. As a result, an application is very flexible and can easily be scheduled around the planning of the yard. Only two layers are

A rudder being applied with Ecoshield

required. The minimum overcoating time between these layers is only three hours. This means that most running gear can be coated in a single day.

Newbuild ships benefit the most from Ecoshield. Applying the coating during building means a vessel’s running gear will be protected from the moment the ship leaves the shipyard until the end of its service life. A shipowner will not have to worry about repainting during any of the scheduled dockings.

An existing ship can also be protected with Ecoshield. If for instance a rudder has already suffered corrosion damage, the coating can prevent any further damage from occurring.

In such case Ecoshield can be used in combination with another product in the Subsea Industries family - Ecofix.

Ecofix is a superior, tested and proven filler that restores the steel to its original shape with a smooth surface prior to recoating. Because it uses the same basic resin, Ecoshield can be applied just one hour after the filler.

U-Ming’s bulk carrier Grand Wisdom

Page 28 – www.shipandoffshorerepair.com

Since the original application, over 500 rudders have been coated on a wide variety of ships cruise ships, cargo vessels, container carriers, ro/ro cargo ships, cable layers, dredgers, crude oil tankers, research vessels, ice-going ships and icebreakers, tugboats, reefers, passenger ferries, bulkers, navy vessels and others. These applications were performed in shipyards across the globe.

Shipowners that started with a single rudder as a test have since then ordered the same protection for the running gear of their entire fleet. Several have included the coating in the newbuild specs to make sure cavitation and corrosion cannot touch the steel of their ship’s running gear. Even after years of service these owners are experiencing zero cavitation damage and failure.

VLOC coated with Nippoin’s A-LF The 324,963 dwt Grand Wisdom, the second Very Large Ore Carrier (VLOC) to join Taiwan’s U-Ming Marine Transport fleet, has been delivered with a protective hull coating from Nippon Marine Paint’s A-LF Sea product range.

Delivered in December from Beihai Shipbuilding Heavy Industry’s shipyard in Qingdao, China, Grand Wisdom is the second in a pair of eco-friendly bulkers to join the owner’s 48-strong fleet. Sistership Grand Pioneer, delivered in August, represented the Taipei-headquartered shipowner’s entry into the VLOC market.

Motoi Takeuchi, Chairman, Nippon Paint Marine (Taiwan), said, “Our A-LF Sea coating has been supporting U-Ming’s corporate social responsibility objectives for several years now, having been applied to almost half the vessels in the shipowner’s fleet.

“That A-LF-Sea was specified for Grand Pioneer and Grand Wisdom, the 19th and 20th vessels in the U-Ming fleet to operate a Nippon Paint Marine hull protection system, underscores the coating’s capacity to improve efficiency, reduce fuel consumption and lower emissions.”

At 339.9 m long, with a width of 62 m, the sisterships, U-Ming’s first ever VLOCs will operate under a 25-year Contract of Affreightment (COA) awarded by Vale International. The vessels will transport Brazilian iron ore to China.

In addition to the advanced hull coating system, each state-of-the-art vessel features LNG-

Paints & Coatings ready MAN propulsion engines and exhaust gas cleaning systems designed to meet IMO emissions abatement requirements.

Nippon Paint Marine Europe Director John Drew said, “With ultra-low fuel consumption and, consequently, emissions – optimised by the A-LF Sea application – these vessels can deliver a greener, competitive advantage to U-Ming customers.

“The combined effect of Nippon’s enhanced hydro-gel technology and the lower surface roughness from our rheology control technology leads to a proven 15% plus reduction in frictional resistance compared to other anti-fouling paints. It now pays to be green!”

Takeuchi added, “We are delighted to be working with such a forward-thinking owner.

CO2 emissions are a major global concern and, as a paint manufacturer, we can help towards reducing shipowners’ carbon footprints by reducing drag on the underwater hull surfaces.

“U-Ming has a clear commitment to ocean

sustainability, and we are delighted to support these green initiatives with A-LF-Sea. Together with our advanced hull condition software, we can help all shipowners reduce the amount of high-cost bunker fuels their ships need.”

ABS in joint venture with HHI ABS, South Korea’s Hyundai Heavy Industries (HHI) and the Marshall Islands Registry (MIR) have completed a joint development project (JDP) to create an environmentally friendly, solvent-free coating for water ballast tanks that only requires one coat. ABS completed the Product Design Assessment on the epoxy paint, while MIR granted the system Approval in Principle (AiP).

The system is designed to offer ship owners equivalent corrosion prevention performance and reduced costs, when compared to traditional two coat systems, while ensuring

compliance with international regulations.

“Protection of the marine environment is at the heart of the ABS mission and we are pleased to partner with HHI Group and the Marshall Islands Registry on the One Coat System of High Solid Volume Ratio eco-friendly epoxy paints,” said Darren Leskoski ABS Vice President, Regional Business Development.

Hwansik Lee, Senior Vice President of HHI Group, said, “Following the global trends of eco-friendliness in the shipbuilding industry, the acquisition of AiP will not only contribute to the technological development in the marine coating market, but also maximise the satisfaction of our clients around the globe.

“IMO Resolution MSC.215 (82) allows for the acceptance of alternative systems at least equivalent to the standard specified therein,” said Tom Blenk, Deputy Commissioner of Maritime Affairs of the MIR. “This product is also a win in its dramatic reduction of volatile organic compounds which is good news for our environmentally conscientious shipowning community.” SORJ

Your preferred partner for scrubber retrofits services in Mediterranean

8

Shipyards: Malta Messina Naples Rijeka Ancona Savona Marseille Tenerife

18

Docks up to VLCC

palumbogroup.it / lenac.hr

Volume 17 Issue 5 – Page 29

Underwater Activities at Hydrex One of Hydrex’s diver/technician teams reently carried out an underwater stern tube seal repair on a 300 m containership berthed in Antwerp.

The ship was suffering from an oil leak, making an immediate repair necessary. Using a Hydrex flexible mobdock the team was able to carry out the entire operation on-site and underwater, saving the owner an expensive and timeconsuming trip to drydock.

Once the operation was confirmed all preparations were handled swiftly and the lightweight equipment was mobilised immediately from Hyrex’s headquarters in Antwerp. After arriving on-site, the diving team first set up a monitoring station next to the vessel. The operation then started with the removal of the rope guard and a thorough underwater inspection of the stern tube seal assembly.

After the inspection the divers cleaned the assembly and installed the flexible mobdock.

By doing this they created a dry underwater environment so that they could work in drydocklike conditions.

The split ring was then removed and brought to the surface to be cleaned. After cleaning the entire assembly, the divers removed the first seal and replaced it with a new one which was bonded. The procedure was repeated with the other seals. A successful operation was concluded with leakage tests, the removal of the flexible mobdock and the reinstallation of the rope guard.

Working together with the OEM allowed Hydrex to provide the customer with original spare parts which guarantees the best quality material. A technician of the seal manufacturer was also present during the operation.

By organising everything from start to finish the owner did not have to worry about making any arrangements for the repair. After the seals had been successfully replaced he could sail his vessel to her next stop free of oil leaks.

Meanwhile, oil was leaking from a propeller blade of a general cargo vessel, which could not use her propeller anymore and the blade seal needed to be replaced. Time was critical and a fast and on-site solution was essential in keeping the ship on schedule. Hydrex therefore mobilised a team to the ship’s location in São Vincente, Cape Verde to perform emergency repairs.

The team started the repair with the installation of chain blocks to rig the blade.

They then removed the blade bolts and lifted the

A Hydrex diver/technician removing propeller blade bolts

blade. The damaged blade seal was replaced with a new one. After the new seal was installed the blade was repositioned and the bolts were secured again.

A successful oil pressure test and an underwater inspection of the entire propeller were performed, concluding the repair. With the oil leak repaired the vessel was able to leave Cape Verde with a working propeller.

The owner could keep to the sailing schedule without any delay.

Removing a propeller blade allows Hydrex to perform work on the propeller while the vessel stays afloat, but sometimes one or more blades need to be replaced or overhauled. Divers can remove them and replace them or reinstall them when they return from the workshop.

A good example was the operation on a ro/ ro ship berthed in Tasmania. This operation

Page 30 – www.shipandoffshorerepair.com

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

This propeller was designed with a special system to close it off from water ingress during a blade replacement. The operation was performed under supervision of an engineer of the propeller’s OEM. Once the first blade had been lifted, a spare blade was lowered into the water and put in position. After it was secured and the bolts put on torque, the ship crew turned the propeller 180° to bring the opposite blade in 12 o’clock position. The Hydrex diver/technicians then repeated the same procedure on this blade.

The operation was finished swiftly to enable the owner to sail his ship on schedule. No costly drydock visit had to be planned.

Volume 17 Issue 5 – Page 31

Underwater

An insert

Underwater hull repairs often require large inserts Underwater hull repairs do not always involve the installation of large inserts. Sometimes only a small part of the hull has been affected. This is often the case when an area on the hull suffers erosion damage. Hydrex has several options available to repair the hull plating.

This type of smaller damage forms over time as the result of the recurring impact of, for instance, water or the bob of a measuring tape on the exact same spot over and over again.

On vessels this occurs regularly in the ballast tanks under sounding pipes or bell mouths.

Hydrex offers class approved permanent repairs for this type of damage. These combine underwater cofferdam installation and inside dry welding. Both parts of such an operation are performed by the same team of in-house trained diver/welders working at the highest quality standards. In most cases normal commercial activities can continue without disruption. If the damage is caught before the hull has been penetrated fully, clad welding can be used to fill up the area. This is also a permanent repair that will avoid a condition of class.

A 175 m tanker suffered cavitation damage to the inside shell plating of one of its ballast water tanks. Hydrex mobilised a team to Algeciras to perform a permanent insert repair that would prevent an unscheduled drydock visit for the vessel. The team sailed with a workboat and all necessary equipment to the ship which lay at anchorage in Algeciras.

The divers started the operation by installing a cofferdam on the waterside of the affected plating. Next, they removed the bellmouth pipe covering the area on the inside. They could then safely remove the plug and the cement

box which had been installed as a temporary solution. The damaged plating was then cleaned and prepared for the operation.

As agreed with the classification society, the team then cut away an area measuring 350 mm x 300 mm. Next, they prepared the edges of the hole for the insert and positioned the new plate. The insert was then welded following the Hydrex class-approved procedure for insert plates, using a full penetration weld.

An independent inspector carried out ultrasonic testing and the repair was approved by the classification surveyor who was present during the operation. The team then reinstalled the bellmouth pipe and removed the cofferdam.

Simultaneously one of the pipe reducers in the engine room was replaced by our team. This part of the operation was also approved after ultrasonic testing.

The operation in Algeciras was performed to the highest quality standards by in-house trained diver/welders. Hydrex has a wide range of cofferdams at its disposal as well as certified plating which can mobilise immediately to any location around the world.

Repairs like this can be carried out above or below water, according to the circumstances, with external cofferdams. Normal commercial activities can therefore continue without disruption. These operations follow the Hydrex procedure for welding cracks and inserts in the vessel’s shell plating and they are approved by the major classification societies.

Ecospeed applied to overboard pipes Recently Subsea Industries’ Ecospeed coating system was applied on the scrubber overboard pipes of two oil tankers. The applications took place in China and Singapore. A lasting, chemically resistant coating was needed that could withstand the hazardous pollutants of the exhausts and protect the areas surrounding the outlets.

Because of the tight regulations on emissions in the shipping industry, the installation of an exhaust scrubber system has become increasingly widespread. This unfortunately has also led to an increase of corrosion damage on scrubber pipes and outlets which results in water ingress in the engine room, ballast tanks and cargo holds.

Ecospeed however is highly chemically resistant. Using the coating to protect the exterior outlets as well as the interiors of scrubbers will prevent corrosion damage and the resulting consequences.

There are also several other benefits that make Ecospeed the perfect choice.

• The coating system is highly chemically resistant. Taking into account the nature of the process taking place inside the scrubber, this is essential for customers • Ecospeed lasts the lifetime of a vessel. No repaints will need to be scheduled during future

Application of Ecospeed on scrubber overboard pipes in China

Page 32 – www.shipandoffshorerepair.com

Always on time

H

ydrex offers turnkey underwater repair solutions to shipowners wherever and whenever they are needed.

Hydrex’s multidisciplinary team will help you find the best solution for any problem encountered with your ship below the water line. We will immediately mobilize our diver/technicians

to carry out necessary repair work without the need to drydock.

Hydrex performs complex permanent underwater repairs to thrusters, propellers, rudders, stern tube seals and damaged or corroded hulls. By creating drydock-like conditions around the affected

area we can carry out these operations in port or at anchor.

All the projects we undertake are engineered and carried out in close cooperation with the customer and any third party suppliers, relieving the customer of all the hassle of coordination, planning and supervision.

Phone: + 32 3 213 5300 (24/7) E-mail: hydrex@hydrex.be

www.hydrex.be Volume 17 Issue 5 – Page 33

Underwater dockings of the ship. This saves on time and money • It is a true biocide-free solution. Independent research has proven that the coating is 100% toxin-free and that there is no negative effect on the water quality or the marine environment at any point of its application or use • Ecospeed fits in seamlessly with the environmental idea behind scrubber systems. It is a lasting, chemically resistant coating that will withstand the hazardous pollutants and protect the scrubbers for the lifetime of the vessel

In-water repairs by SGS A valued client contacted US-based Subsea Global Solutions (SGS) with an urgent enquiry regarding a vessel in transit and re-routing to Freeport, Bahamas. The vessel was experiencing water ingress from a leaking shaft seal that needed repair—in a hurry, to preserve the perishable cargo.

A spokesman for SGS said, “SGS reacted fast, mobilising two teams to work around the clock composed of OEM certified diver technicians from Miami, Houston, and Long Beach. We began our proven underwater shaft seal repair procedure by removing the rope guard by way of underwater arc gouging to expose the stern seal assembly. Once the rope guard was removed, the diver technicians found a combination of fishing line & fishing nets wrapped around the shaft and stuck in the seal system, which is now believed to be the root cause of the seal damage. Once the debris was removed, we templated the sterntube and propeller hub to ensure a proper fit for the SGS underwater Transhab adaptor plates. With our underwater Transhab Habitat installed, we performed our HSE safety checks to ensure the Transhab was safe and secure for our diver technicians to enter. Once confirmed, the two teams worked around the clock to minimise the vessels downtime.

“Being an OEM certified service provider, the team removed all existing shaft seals and we rebonded the new shaft seals in their place. Due to the grooving in the shaft liner, the seal housing was released to make room for a distance ring to ensure the new seals were operating on a new running surface. With our Transhab design, no water entered the sterntube during this critical process. After the seal bonding was completed and the spacer rings were installed, pressure tests for each seal chamber were completed and witnessed by the vessel Master and the attending Class Surveyor. A quick break down and

The damaged propeller blade being removed by SGS technicians

removal of our Transhab equipment immediately followed so we could begin reinstalling the rope guard and get the vessel and it’s perishable cargo sailing to its destination. The rope guard was refitted and welded using SGS ‘Class A’ wet welding procedures with our certified diver technicians.”

Also, recently, another valued client contacted SGS to exchange a retractable azimuthing thruster for its managed semi-submersible rig stationed in Pearl Harbour. As SGS successfully completed similar thruster overhauls with this same rig two times prior, we attended once again to take on the challenge of exchanging the four retractable azimuthing stern thrusters with limited clearance between the flat bottom of the rig and the ocean seabed. In conjunction with this service, SGS tackled a full Class UWILD, full Hull Cleaning, and installation/ removal of blanks on all 16 sea chests to ensure the rig was cleared for its drydock extension.

SGS mobilised two teams composed of 14 expert diver technicians to execute the various projects in less than 35 days from Long Beach, Port Angeles, and Miami. Once the teams were on site, one team began the UWILD, hull cleaning, and sea chest blanking operations while the other began installing a custom engineered track beam system to the flat bottom of the rig. The track beam system sits perpendicular to the rig’s hull and is designed to carry the load of the retractable azimuthing thruster when disconnected from the steering pipe in the retraction column.

Since retractable azimuthing thrusters are not designed for underwater dismounting, this specialised system is required. Additionally, the engineered track beam system allows SGS to overcome clearance limitations from the flat bottom of the rig to the ocean seabed. The

Page 34 – www.shipandoffshorerepair.com

bottom clearance was insufficient for SGS’s standard thruster exchange protocol using buoyancy control solutions. The track beam system leverages a precision-built thruster cradle—which houses the retractable thruster— and is hydraulically driven on the track beam system under the control of our diver technicians.

In general terms, this system is a trolley to get the thruster from point ‘A’ (underneath the rigs hull) to point ‘B’ (a picking zone for the crane to safely retrieve the thruster cradle) and vice versa with the overhauled replacement thruster.

All was going to plan when the project suddenly hit a roadblock—the crane could not safely pick the thruster cradle at the intended position as an obstruction from the rig was interfering with the crane booms required picking position—causing a 76.2 mm (3’) lead from the centre of the thruster cradle. At this position, the crane could only safely achieve a 20 tonne load versus the planned load at 23 tonnes. After review with the various parties involved, it was decided that SGS needed to incorporate enhanced buoyancy control solutions to float the thruster to a safe picking zone to avoid delays with the project.

Thankfully, SGS is always prepared for ‘Plan B’ and installed sufficient buoyancy to allow the dive team to safely float the 23 tonne thruster cradle to a position for the crane to retrieve with absolute confidence. SGS proceeded with the remainder of the project using this methodology for the reinstallation of the overhauled replacement thruster.

SGS adapted and overcame, as we do with all technical repairs that are bound to invite barricades into the planned work scope. The UWILD, hull cleaning, and sea chest blanking operations were finished swiftly. The projects were completed in a safe, professional, and

Underwater efficient fashion six days ahead of schedule to ensure our clients’ expectations were met.

A spokesman for the client said, “We thank all of the parties involved in this project for their professionalism and collaboration, it was our honour to have worked alongside your teams.

Having worked with several dive companies in my position as a rig project manager, I can say I’ve easily seen the most consistent performance from SGS by far. They perform their work diligently with a level of commitment & respect from the top down.”

Meanwhile, a long time cruise client contacted SGS with an enquiry to provide an underwater solution to repair/replace five damaged propeller blades on one of their vessel’s port side pods during her stay in Port Everglades, Florida. The vessel was experiencing excessive vibration while underway and needed an effective solution. SGS provided the client with various repair options including underwater propeller blade cropping, underwater propeller blade balancing, and possibly an underwater propeller blade exchange. Since the replacement propeller blades were available, it was decided to perform the underwater propeller blade exchange.

SGS’ Miami facility prepared for the vessels arrival by mobilising two teams composed of six expert commercial diver technicians and an overseeing Project Manager to execute the underwater repair services. Due to the global pandemic, SGS also provided the client with a virtual streaming portal so they could monitor the project remotely without visiting the job site.

This is one of the many ways SGS has adapted to the global pandemic the world is facing.

SGS started its underwater repair process by establishing load rated rigging points above the propeller using 4F Class A wet welding procedures to allow safe transfer of the propeller blades. Once established, the team

removed the existing propeller blades without incident or delay - concluding the removal process. SGS then proceeded to install the replacement propeller blades while ensuring the OEM acceptable tolerances were met for proper seating into the alignment channels of the existing propeller housing and installed the propeller blade fasteners to the required torque specifications. Lastly, the team re-welded the propeller blade fastener keepers using Class

A wet welding procedures and removed the overhead rigging points allowing us to perform Mag Particle Inspections (MPI) and re-establish a corrosion protection barrier.

The project was completed to the client’s satisfaction in a safe, professional, and efficient manner. Despite the challenges faced, SGS adapted and executed the project to the client’s expectation.

HullWiper to be used on laid-up ships

The HullWiper ROV

As the second wave of COVID-19 makes its appearance across the globe, the entire supply chain is once again being disrupted.

The maritime industry which includes shipping, sailing and boating activities has been hit hard by the spread of coronavirus. This slowdown has again left a significant number of vessels sitting still in the waters. Shipowners and operators are forced to put ships in hot or warm lay-ups as a temporary solution to mitigate the dismal market conditions as a result of reduced

Volume 17 Issue 5 – Page 35

Underwater consumer goods demand, halted cruising and short-sea trips as a result of travel restrictions.

Biofouling has been an incessant menace in the shipping industry for centuries and now, it looks like it’s going to get far worse. Vessels sitting idle in warm water are particularly in the hot seat as marine organisms delight in static submerged surfaces making ship hulls below the waterline the ideal target.

An increase in accumulated marine organisms on vessel hulls not only creates a mountain of admin but hurts the budget too.

Although the accumulation of biofouling is unavoidable, solutions are not far off. From diver and brush cleaning to remotely operated vehicles, ships can, during these uncertain times, avoid the growth of these critters.

Traditional hull cleaning methods might get the job done but there are unfortunately financial and environmental consequences that can’t be ignored. These include but are not limited to: • Scratching expensive anti-fouling coating when using brushes • Risk of injury and sometimes even life for hull cleaning divers • Removed biofouling is not collected and disposed of in a safe manner but rather released back into the sea which can cause detrimental impacts on marine ecosystems • Diving is limited to good weather conditions during daylight hours • Slower and less effective cleaning

the construction of a new test tank at its Bayou Vista, LA facility as part of strategic growth initiatives for the New Year. The oneatmosphere dive tank measures 4.11 m (outside diameter) x 12.2 m high and holds 150,280 litres.

This tank will be utilised for multiple subsea applications, such as underwater weld testing (both wet and dry habitat conditions), underwater Non-Destructive Testing (NDT) applications, and performance trials including underwater welding certifications and underwater tooling calibration and testing.

Some features of the tank include an open walkway encircling the top to maintain a fully accessible workspace, and strategically placed viewports around the tank which will allow

Fortunately, technological advances in maritime solutions are on the rise. HullWiper’s innovative ROV leaves vessel hulls clean and unscathed by using high-pressure sea-water jets to dislodge accumulated biofouling. The unit is operated from shore with no divers involved. This allows for cleaning to be conducted 24/7, in most weather conditions, during the night or while cargo operations are underway.

Not only does HullWiper clean hulls more effectively than conventional methods, the ROV also cleans faster ensuring there is no delay to tight fleet schedules. Instead of letting removed fouling enter indigenous water and disrupt the marine ecosystem, HullWiper’s unique filtering feature captures removed organisms to safely dispose of onshore.

New dive tank for Phoenix US-based Phoenix International has announced

The new Phoenix dive tank

Page 36 – www.shipandoffshorerepair.com

monitoring of activities both inside and outside of the dedicated dive control station.

Core Samples, geo technical and civil engineering requirements are being completed, and ground-breaking is currently underway for the foundation. Phoenix plans to have the tank completed by the 4th quarter of this year (2021).

Regarding the new tank, Phoenix Area Manager Troy Turner said, “The tank will play an essential role in conducting diver certifications, training, development, and testing, as well as the development and application of new underwater technologies that Phoenix has become known for. It will also be available to our clients who require specific underwater testing for any equipment or materials prior to project execution.” SORJ

Volume 17 Issue 5 – Page 37

Machinery Nigerian installation and OSV retrofit for Royston Marine UK’s Royston Marine has completed the installation of an electronic fuel management system on-board a new offshore surfer crew boat, which will be operated by Norfin Offshore Group to support its marine and offshore operations in Nigeria. The scope of work involved the supply of an enginei system, featuring on-board HMIs (human machine interface) and remote web management portal, for its latest new building delivery of the 20 m boat, which was designed and constructed in Singapore.

The enginei system was commissioned when the boat arrived in Nigeria in November 2020, where Royston provided training as part of its aftersales care and support package to ensure the operator and crews are fully familiar with EFMS operations. Offering comprehensive, easy-to-understand fuel data analysis and reporting options, enginei is an advanced fuel monitoring system. It can be installed as part of a comprehensive suite of digital marine technologies, delivering long-term operational efficiency and performance.

Following the installation of similar systems on its 120T BP anchor-handler and 35 m fast crew boat, Norfin Offshore has continued to invest in enginei technology to meet its requirements for cost effective, regionally supported electronic fuel management systems, which help to improve fleet operations.

Norfin Offshore Group provides a comprehensive range of services including ship building, shipowners and operators, vessel managers to various shipowners and oil majors in West Africa and the South East Asia region. With the recent launch of Norfin Offshore Shipyard in Akwa Ibom, Nigeria – the group sees a growing demand for more enginei systems to be installed on its upcoming newbuild OSVs. The enginei system has been installed by Royston’s Singapore-based operation, which is seeing strong demand from regional vessel owners and operators looking for easy-touse and flexible technology with accurate measurement, control and analysis of fuel consumption.

This latest installation takes the number of vessels deploying enginei to more than 300 plus in over 14 countries, including OSVs such

Royston has completed services to diesel engines on-board Mainport vessels including the Ocean Spey

as anchor-handlers, jack-ups, PSVs and crew boats, operating in the UK, Europe, Asia, North Africa, West Africa, North and South America and the Middle East.

Enginei uses Coriolis flowmeters and sensors to accurately monitor the fuel being consumed by a vessel’s engine. This provides the ability to acquire comprehensive real time engine and vessel performance measurements beyond the usual RPM, GPS and fuel inputs to take in a wide range of other engine control unit outputs.

The data is displayed live through a touch screen bridge display. Information is also transmitted remotely to the enginei web portal where the state-of-the-art interface enables the rapid production of intuitive online reports and trending graphs, as well as providing alerts and map dashboard tracking with weather overlays, showing a detailed operational profile for a vessel.

Meanwhile, work to overhaul main propulsion diesel engines on three Mainport vessels has been completed by marine engineering and propulsion specialist Royston.

The work saw engineers from UK’s Royston complete major overhauls on two Bergen KRM9 main engines on-board the 1,864 gt OSV Ocean Spey, as part of a planned maintenance programme of critical power systems.

Completed by the Royston team while the vessel was docked in Cork dockyard, the servicing involved the engines being disassembled to install overhauled cylinder

Page 38 – www.shipandoffshorerepair.com

heads, fuel pumps and injectors. Valves, pistons and conrods, cylinder liners, bearing blocks, crankshaft were also checked, and essential repair and replacement work carried out before reassembly and inspection of the engines.

Similar work to overhaul two Niigata 6L28BXE main engines on-board the 309 gt tug Celtic Rebel has also been completed as part of a package of engineering support provided by Royston. This saw the removal and inspection of two units, overhaul of the fuel injection equipment and 12,000-hour overhaul on two NHP30 turbochargers.

Two Cummins KTA38 propulsion engines onboard the 476 gt tug Mainport Kells were also serviced earlier in 2020 by engineers as part of scheduled maintenance and refurbishment ahead of the boat being transferred to new owners in France. This also saw the replacement of 12-cylinder heads with service exchange heads as part of the 50,000 running hours service of the main port engine. Engineers carried out incremental load testing in line with the engine manufacturers’ specifications on all the vessels following completion of the work.

The Ocean Spey and Celtic Rebel are currently part of a fleet of survey and research ships, seismic support vessels and tugboats owned and operated by Cork-based Irish Mainport Holdings, which is a provider of marine services to ship-owners, exporters, importers, oil companies, survey companies and offshore wind companies.

Volume 17 Issue 5 – Page 39

Machinery decades of operation. In September 2015, during the inspection of a sistership, surveyors recorded a bearing wear down of 7 mm. This was 17 years after the system was installed.

Thordon has supplied water-lubricated bearing systems to cruise ships operated by, among others, Princess Cruises, Seabourn, Disney Cruises, Viking Cruises, MSC Cruises, P&O Cruises, Oceania, and Regent Seven Seas.

The new Thordon Bearings’ shaft bearing

Cruiseship contract for Thordon A recent inspection of the 20-year-old waterlubricated propeller shaft bearings installed on a twin-screw cruise ship were found to be within classification society parameters and suitable for continued use for a further 10 years of operation. At the shipowner’s request, Thordon Bearings – the market leader in water lubricated bearing technologies – attended the docking at France’s Damen Shiprepair Brest, France, to assess the propeller shaft liners and outboard bearings of the 2,500 passenger-capacity cruiseship. The award-winning COMPAC bearings were installed in 1999.

The condition of the 83,000 gt vessel’s shaft liners – themselves indicative of successful bearing performance – was equally impressive.

Gus Juarez, Thordon Bearings’ technician from the Global Service & Support team involved in the inspection, said, “There were some minor circumferential marks on the shaft liners, but they looked well-polished. There was no indication of circumferential grooving or damage. All liners were determined to be in satisfactory shape.”

Copies of all the inspection videos were provided to the Lloyd’s Register (LR) surveyor and shipowner representatives following the October drydocking. According to Butt, the reliability and near-obsolescent maintenance requirement of a seawater lubricated shaftline is one of the main reasons why the cruise sector increasingly favours a conventional propeller shaft arrangement over a podded propulsion system.

The shaft inspection at the yard is the second cruiseship to emerge from a drydocking with a Thordon bearing in near perfect condition after

Wärtsilä retrofits for Taiwanese and Norwegian owners Wärtsilä will supply its Fixed Pitch Propeller (FPP) and EnergoProFin solutions for two containerships owned by Taiwan’s Yang Ming Lines. As containership operators continue to seek energy savings through slow steaming, the necessary engine adjustments need to be matched by the propeller arrangement. The Wärtsilä solutions enable this adjustment, allowing the speed of the two vessels to be reduced from 24 to 18 knots.

The two vessels, the YM Mobility and the YM Milestone, are the last in a series of four Yang Ming ships to be retrofitted with the Wärtsilä FPP and EnergoProFin solutions. The two earlier retrofit projects have resulted in energy savings in the region of three to five percent.

The newly designed Wärtsilä propeller mass is approximately 27% lighter than the ships’ existing propellers. The EnergoProFin post-swirl device reduces energy losses from the flow around and behind the propeller. The Wärtsilä equipment is scheduled for delivery in March and June 2021 to the Changhong Shipyard in China where the retrofitting will take place.

Meanwhile, the Wärtsilä Hybrid Upgrade solution has been selected for retrofitting two offshore construction vessels owned by Norway’s Østensjø Rederi. The upgrading project will allow less use of the ships’ engines with correspondingly lower levels of exhaust emissions while operating in dynamic positioning (DP) mode, and will also lower emission levels in all other operational modes.

The two 9,464 gt ships, the Edda Fauna and Edda Flora, were built in 2008. The customer opted for the Wärtsilä Hybrid Upgrade solution in order to give the ships a more attractive environmental profile for potential charterers.

The Wärtsilä Hybrid Upgrade solution will include the company’s new electronic DC bus-link, which allows a vessel to operate in

Page 40 – www.shipandoffshorerepair.com

DP 2 and 3 modes with a closed DC bus in hybrid, and an open bus on the AC system.

The reduced running of the engines saves fuel and lessens the carbon footprint, while engine maintenance requirements are also alleviated.

By combining its competences in marine electrical, automation and engine technology, Wärtsilä has brought together multiple functions and systems to deliver a single integrated hybrid power module that combines engines, an energy storage system, and power electronics optimised by a unique and highly sophisticated, energy management system (EMS).

The EMS functions as the ‘brain’ in the Wärtsilä Hybrid System optimising the energy flows between the different power sources, storage and consumers to achieve the highest efficiency possible.

Wärtsilä has also won a further order for the company’s LPG Fuel Supply System (LFSS).

Norway’s BW LPG had ordered the system to be retrofitted to three LPG tankers in 2018, and an additional eight systems in February 2020. This latest order for three vessels brings the total to be delivered to the same customer to 15, thereby emphasising its satisfaction with the technology.

The initial order was placed following Wärtsilä’s successful full-scale testing of the system in 2018 with a full-sized 2-stroke marine engine operating on LPG fuel. This was the world’s first such testing protocol. For the retrofitting, Wärtsilä has been designated as the system integrator, which involves not only installation of the system, but also the required ship design modifications. Retrofitting of the latest three systems for BW LPG will take place at the end of 2021 or the beginning of 2022.

Wärtsilä has also signed a five year extension to its Optimised Maintenance Agreement (OMA) with Golar Management Norway, the operator and manager of a fleet of LNG tankers and FSRUs. The agreement covers a total of 16 ship installations - 14 with Wärtsilä 50DF dual-fuel engines, plus two with Wärtsilä 34DF dual-fuel and Wärtsilä 20DF dual-fuel engines.

The extension contract was signed in December

The YM Mobility

SORJ (Ship and Offshore Repair Journal) Financial predictability

Peace of mind

Ease of doing business

Clarity on equipment health

— Turbo MarineCare Predictability in a changing world Turbo MarineCare offers a turnkey solution to maintenance at a fixed price, providing continuous cover from drydock to drydock. Designed for customers with turbochargers for two-stroke engines, the plan covers standard overhaul parts, wear and tear components, unplanned events, such as unexpected repairs, labor, waiting and overtime, and intermediate inspection. turbomarinecare.com

Volume 17 Issue 5 – Page 41

Machinery 2020.

The agreement will enable Golar to pursue a predictive maintenance strategy enabled by Dynamic Maintenance Planning and Asset Diagnostics. Wärtsilä’s Operational Support provides round-the-clock remote support and actionable advice from Wärtsilä Expertise Centres. The combination of advanced diagnostics and Wärtsilä’s deep equipment expertise greatly enhances the safety, reliability and efficiency of the equipment and systems installed. It will also provide flexibility in maintenance scheduling by conducting maintenance based on actual equipment condition optimised for the vessels’ operations.

The new five-year Lifecycle Solution agreement includes 14 vessels that have had a five-year OMA earlier and two new additional vessels.

Cruiseship and LNG retrofits for MAN Energy The Ultra-compact SCR (Selective Catalytic Reduction) system adapts to limited space and will meet exacting Norwegian emission standards – a retrofit reflects general cruiseindustry desire to move towards sustainability.

MAN Energy Solutions’ after-sales division in Augsburg, Germany– MAN PrimeServ Augsburg – has developed an SCR solution that will be retrofitted on-board Phoenix Reisen’s 28,856 gt Amadea, a cruiseship managed by BSM Cruise Services. Also known as Das Traumschiff, the Amadea is well-known in Germany as the main

filming set for a very popular television series.

The retrofit devised by MAN PrimeServ Augsburg calls for the integration of two of MAN’s SCR systems, one each into both of the Amadea’s four-stroke MAN 7L58/64 propulsion-engines, to ensure maximum performance. Installation will begin in September 2021.

The retrofit reflects a general desire

by Phoenix to enhance its environmental friendliness and, more immediately, will enable the vessel to meet emission standards in the key Norwegian Heritage Fjord market. For the project, MAN PrimeServ prioritised keeping hazardous emissions to a minimum while maintaining engine performance and propulsion efficiency.

MAN PrimeServ Augsburg has previously retrofitted the Amadea’s turbochargers – in the process improving engine efficiency and significantly reducing CO2 emissions – and also introduced MGO instead of HFO injection nozzles in order to minimise black-carbon emissions. The combined work carried out on the vessel reflects MAN Energy Solutions’ desire to increasingly become a supplier of complete propulsion solutions.

The MAN SCR solution will bring the Amadea’s engines from Tier 0 status to Tier III emission level, and will reduce NOx emissions by 90%, equivalent to savings of 600 tonnes/ year. MAN’s SCR system is the greenest solution available on the market with the highest operational readiness and safety - the SCR will be available from just 15% engine load, enabling clean operation, also during slowsailing in the fjords as well as close to port and

The BW Gemini

Page 42 – www.shipandoffshorerepair.com

populated areas.

The fully modular SCR solution will be integrated into the Amadea’s engine-control system. With its closed-loop system and a weather station that uses environmental data, the NOx-reduction rate is maximised and ammonia-slip minimised to 10 ppm, comparable to that of a car. Low ammonia slip is not just good because ammonia is a greenhouse gas and affects the climate, but also because it reduces urea consumption, enabling the urea-tank size to be reduced.

A feasibility study run by MAN PrimeServ at the beginning of the project confirmed the suitability of the compact, modular SCR system for the limited space available on-board the vessel. Its integration into the narrow funnel is only possible due to the special 87cpsi honeycombs and their high reactivity in a twolayer slim reactor design.

Meanwhile, Norway’s BW LPG has announced that it will retrofit a further three MAN B&W 6G60ME-C9.2 type engines to MAN B&W 6G60ME-C9.5-LGIP dual-fuel types, capable of operating on fuel oil and LPG. This is another option of a 4+4+4+3 contract with MAN PrimeServ – MAN Energy Solutions’ after-sales division.

MAN Energy Solutions announced the first four retrofit orders in September 2018 in advance of the official launch of the ME-LGIP engine at its Research Centre Copenhagen, and exchanged the contract publically with BW LPG during the event. Two + four options were subsequently confirmed with this new third option making a total of 15 vessels for ME-LGIP retrofits.

SORJ (Ship and Offshore Repair Journal)

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

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

Volume 17 Issue 5 – Page 43

Machinery The confirmation of the latest option follows on the heels of the successful ME-LGIP conversion in late-October 2020 of the main engine on-board BW LPG’s LPG carrier, BW Gemini making it the world’s first commercial vessel to be propelled by a two-stroke LPG dual-fuel engine.

With LPG as a marine fuel, the BW Gemini’s output efficiencies rise by around 10% against fuel oil, which will in turn generate notable gains in total voyage fuel-economics. This, along with other advantages, secures LPG’s position as a long-term, sustainable marine fuel.

Cost-wise, LPG is also a better option than compliant fuel oil, with high lifetime-savings prospects. By leveraging LPG as a marine fuel, BW LPG’s tankers benefit from savings due to lower fuel consumption and full dual-fuel flexibility, which guards against price sensitivity to post-2020 fuel price fluctuations. Furthermore, the ability to use LPG cargo as a supplemental fuel source also reduces time and fees for fuel bunkering.

Harnessing LPG propulsion translates into cleaner, more efficient engines that are cheaper to maintain. In addition, the fuel flexibility of dual-fuel engines ensures full redundancy for uninterrupted operations.

Simultaneously, MAN PrimeServ’s research showed that a retrofit would be the most environmentally friendly solution. A retrofitted tanker generates 35 times lessCO2-emissions compared to a newbuild vessel and, compared to 2020-compliant fuels, using LPG as a fuel would reduce SOx by 99%, CO2 by 15%, NOx by 10%, and particulate matter by 90%.

ABB Turbocharging/ Hyundai agreement A new agreement between ABB Turbocharging, Hyundai Global Service (HGS) and Hyundai Heavy Industries’ Engine & Machinery Division (HHI-EMD) has established a ‘total service solution’ for ABB and Hyundai customers, delivering optimal efficiency and emissions performance across the entire vessel.

Under the agreement, ABB Turbocharging will support HGS in providing long-term maintenance and service to its customers. As part of this support, HGS will be able to access ABB’s global network of turbocharging service stations. By adding this turbocharger service capability, HGS can offer customers a complete lifetime service agreement covering engines and

ABB Turbocharging, HGS and HHI-EMD strengthen turbocharge service partnership

turbochargers.

HHI-EMD, HGS and ABB have also agreed to co-operate more closely on data sharing. This will enable the companies to help customers further reduce their operating costs and minimise emissions by maintaining the highest possible engine efficiency. Insights gained rough data sharing will also facilitate the development of more data-based offerings to further enhance customers’ service experiences.

In addition, HHI-EMD and ABB will collaborate on the development of eco-friendly, efficient upgrade solutions for existing HiMSEN four-stroke engines, further supporting their customers in delivering more sustainable operations.

Lee Ki Dong, CEO & President of Hyundai Global Service, said, “The agreement with ABB Turbocharging means that HGS becomes a one-stop service company covering both engine and turbocharger service. We are delighted to enter this partnership with ABB, which enables us to offer even better value to our customers.”

Roland Schwarz, Head of Global Service, ABB Turbocharging, added, “The strengthened relationship with HGS and HHI-EMD will enhance service options for customers of ABB turbochargers. Through dedicated offerings, leveraging our global network and sharing data, we are supporting HGS to provide top-quality service for our products.”

Tallink to use Qtagg’s EcoPilot As part of its on-going programme to increase fuel efficiency, Estonia’s Tallink Grupp has installed Qtagg’s EcoPilot system on the 34,386

Page 44 – www.shipandoffshorerepair.com

gt cruise ferry Isabelle. EcoPilot is a voyage optimisation tool incorporating autonomous speed and power control as well as weather routing. The software controls the propulsion machinery to arrive on time at lowest total cost.

The unique feature of EcoPilot is that it manages the entire voyage by calculating an optimum power plan and executing it automatically, with little or no manual intervention. The verified results on Isabelle have been a reduction of 7% in fuel consumption and emissions.

The 2,500 pax, twin CP propeller ferry Isabelle was built in 1989 and acquired by Tallink seven years go. The vessel is usually deployed on a daily cruise service between Stockholm, Sweden and Riga, Latvia.

EcoPilot gives the captain full control over the ship’s performance and new ways to achieve sustainable operation of the vessel. During more than 50 voyages during the summer, using EcoPilot has given a reduction of 7% in fuel consumption and emissions. These results were verified by sailing with the EcoPilot system operational and non-operational on alternate round trips.

By linking various on-board systems, EcoPilot simplifies and digitalises the ship operation process for the personnel. An intuitive user interface combines all the required information and covers all technical needs and routines.

The system offers route planning/optimisation and fuel efficiency monitoring. With intuitive quick steps, the user can plan and optimise the route in seconds. Follow-up and re-planning is completed directly in the chart with clear information on the ship’s resulting performance and progress.

Weather forecasts are automatically updated, and the route is re-optimised when added information is available. Thus, the ship arrives at

Machinery the next port just-in-time at the lowest cost with a minor intervention from the crew. The system enables on-board ship performance analysis and strategic planning. Ship-to-shore links enable remote support from Qtagg.

EcoPilot connects the entire propulsion chain, so that normally independent systems work together to optimise the ship’s performance.

The system reads data from sensors monitoring more than 60 parameters in real time, including engine performance, propeller performance, rudder lift and drag forces, ship motion and navigational information. Data from previous voyages together with weather and sea forecasts are used to minimise the total fuel consumption for each voyage. EcoPilot is an intelligent speed pilot, which will automatically give the best result in any weather condition.

During the voyage, the system automatically adapts to changing operational requirements, operator input, sea, and ship conditions, continuously using all available information to ensure on-time arrival at the lowest cost, every voyage. SORJ

Tallink’s ro/pax ferry Isabelle

Volume 17 Issue 5 – Page 45

Electrical Repairs Heerema contract for Bakker Sliedrecht Holland’s Bakker Sliedrecht will electrify the crane vessels Thialf and Sleipnir, owned by Holland’s Heerema Marine Contractors, so that they can be powered with green shore power. Wind turbines at the quay of the Caland Kanaal in Rotterdam generate this sustainable energy. The shore power connection allows the vessels to turn off their diesel generators, which significantly reduces noise and CO2, nitrogen, sulphur dioxide and particulate matter emissions.

The electrification of the vessels is part of a shore power project, in which, in addition to Heerema, power company Eneco, the Port of Rotterdam Authority and the City of Rotterdam are also participating.

As part of the project, nine modern wind turbines with a total capacity of 27 MW will replace 10 existing wind turbines on the headland at Rozenburg. Since August, the project consortium has been building a socalled e-house on the quay near the canal. This is a gigantic socket that can supply 20 MW (2 x 10 MW) of green wind energy.

The offshore company’s Thialf and Sleipnir are the largest crane vessels in the world. About 400 people can live and work on-board.

During the winter period, the crane vessels are regularly moored in the Caland Kanaal in Rotterdam, for maintenance or in preparation of

projects at sea. Then all on-board facilities are powered by diesel generators. By connecting the ships to sustainable shore power from the new e-house, they can be turned off. That saves the amount of emissions as from 5,000 diesel cars. CO2-emissions into the air are reduced with 15,000 tonnes and the vessels produce hardly any noise. Heerema will reduce its CO2footprint with the project.

In order to use this sustainable shore power, Bakker Sliedrecht is carrying out various adjustments on-board. Bakker Sliedrecht will, among other things, supply the required transformers, shore connection switchboards and interface to the existing power distribution system. Bakker Sliedrecht will also expand the existing installations and switchboards and install the low and high voltage cables. The voltage must be converted from 11 kV to 4.16 kV. All new equipment will be installed on-board the Thialf early next year. After that the work at the Sleipnir will start. That crane vessel is brandnew, which is why fewer electrical adjustments are required there and the work package is less extensive.

Heerema consciously opted for Bakker Sliedrecht. “We have a long-term relationship together. We are Heerema’s preferred supplier and have supplied significant parts and equipment for the crane vessels, varying from switchboards to generators and propulsion systems,” say Project Manager Andy Waterstreet and Account Manager John Hollemans of Bakker Sliedrecht. “Now we are delivering the

The Sleipnir (right) and the Thialf at anchor in the Caland Kanaal near Rotterdam

Page 46 – www.shipandoffshorerepair.com

Høglund’s Børge Nova

shore supply switchboards on-board so that the crane vessels can actually use the sustainable electricity from shore.”

The construction of electrical infrastructure on vessels and land installations is a specialty of Bakker Sliedrecht, whether it concerns high, medium or low voltage. In addition to Heerema’s crane vessels, more ships and companies in the port of Rotterdam will be able to use the sustainable shore power in the future.

In these projects Bakker Sliedrecht can also play a part.

Remote installation and commissioning of a full system during COVID-19

By Børge Nova, CEO of Høglund Marine Solutions

Electrical Repairs “The events of 2020 presented a significant challenge for Norway’s Høglund engineering teams and forced us to look at how we could develop our processes to also manage remote commissioning and ensure we continued to deliver for our customers. As the world went into lockdown, businesses had to make the sudden adjustment towards remote working, and so did we.

“Working remotely with complex automation systems on-board vessels that typically requires a very hands-on approach at the commissioning stage can be a significant challenge, and this was the situation facing a team of Høglund project engineers in early 2020, when part-way through the job we suddenly had to start working remotely.

“Systems such as the Integrated Automation System (IAS), Power Management System (PMS) and alarm systems are the nervous systems of vessels, carrying their vital signals. Very often, these systems get overlooked despite their criticality for many ship systems and overall performance of the vessel, so remote repair and maintenance is not a standard part of the delivery. Consequently, a software error, flat battery, or bug somewhere in the system can cause a mission critical problem.

“Our existing capability for remote access proved extremely handy during the pandemic, as it provided useful background when the need arose to start installing systems without physical presence.

“Since November 2019, one of our engineer teams had been working on the commission and installation of the Integrated Automation System (IAS), Power Management (PMS), Cargo Handling (CHS) and Ship Performance Monitor

Høglund uses online tools to gain virtual presence at a shipyard

(SPM) for a series of six new 50,000 dwt tankers. As we entered 2020 and COVID-19 started reaching more countries, Vietnam – where the yard was located - went into strict lockdown and our engineers could no longer be physically present at the yard to do the job.

“This unprecedented situation forced us to think differently and develop further ways we could work remotely and avoid derailing the overall plan behind these newbuilds.

“Being separated from the hardware that we are working on was not an entirely new concept to our engineers at Høglund, as we offer remote servicing capabilities as part of our support package when we supply automation technology and software to our clients. These capabilities allow our shore-based engineers to access automation systems and software, and when random faults do occur, they can easily diagnose the issue and support the crew. However, we had never installed and commissioned our automation solutions 100% remotely, so we had to rely heavily on our existing remote servicing capability.

“We used online tools to gain virtual presence at the yard, work closely with the

engineers on-site, and access and control the software within the systems. These new remote arrangements were instrumental in allowing us to work with the team at the yard on carrying out this complex task.

“Throughout the summer of 2020, at the height of global travel restrictions, Høglund managed to deliver, install and commission the IAS, PMS, CHS and SPM on the tankers – all remotely. Additionally, this significant feat was achieved despite the added complexity created by the major time difference from the teams being at opposite sides of the world, alongside the language barriers.

“With the project finalised and the systems successfully installed and commissioned, the critical hardware onboard the vessel is now in the hands of reliable, modern and effective automation technology. The day-today management of the vessel is also easier for the crew and operators, and the level of complexity of the command-and-control interfaces of essential vessel hardware has substantially decreased. Furthermore, thanks to our arrangements to improve accessibility to integrated and seamless operational data, owners and operators can now gain insights into vessel performance and pursue efficiency gains.

“By drawing on previous remote engineering experience, Høglund managed to complete the installation of the essential automation hardware and deliver three of the six newbuildings for the customer remotely. The collaboration with our partners at the yard was a crucial part of this project and the yard team’s contribution played a key role in the successful completion of the commissioning.” SORJ

Brian McConville is awarded a CBE Owner and Chairman of MJM Group, Brian McConville, has been awarded a CBE in the Queen’s New Year Honours List, recognising him for his services to both the economy and charity in Northern Ireland.

On hearing the news Brian said, “I am honoured and privileged to receive a CBE in the New Year Honours List. It is very much a shared recognition of the MJM family and a welcome and positive beginning to 2021, particularly after the challenges of 2020.”

Brian started his business more than 35 years ago in Rathfriland, Northern Ireland. The organisation remains in this family ownership with the second generation also working in the business. MJM Group is a globally recognised leader in the marine and land-based construction sectors comprising MJM Marine, Mivan Marine and Topglass.

Brian McConville

Volume 17 Issue 5 – Page 47

Ballast Water Management

The Optimarin BWM system on-board the KV

Harstad

Optimarin completes Norwegian Coastguard installation Norway’s Optimarin has just completed its first revised IMO G8 compliant system installation for the Norwegian Coastguard. “Even the vessels that don’t have to install a BWM system install Optimarin,” smiles Tonje Olafsen, Project Manager at Optimarin. “I think that speaks volumes for our reputation. We’ve been exclusively focused on this specialist niche longer than anyone else – since 1994 in fact – so shipowners and operators know they can trust both our team and technology.

Working together with the Westcon yard in Ølensvåg, West Norway, the Optimarin team has just installed one of its market proven UVbased systems on the 2,189 dwt patrol vessel KV Harstad.

Unlike tens of thousands of other ships in the world fleet, the 2005 built offshore vessel isn’t actually mandated to install a BWM system.

However, the coastguard chose to fit one nonetheless, ensuring it joins the fight against invasive species carried in ballast water tanks and protects the fragile marine environment.

“The efficacy of our system is second to none,” notes Olafsen, “and that was

crucial in achieving the industry’s first full approval with the USCG in 2016. That really demonstrated we were leading the world in terms of compliance and, as a result, coastguard orders followed. The USCG itself chose Optimarin technology for its latest fleet renewal programme, with its first newbuild Medium Endurance Cutters set to launch from Florida’s Eastern Shipbuilding Group next year (2021). We’re proud to have installed systems with the Dutch, Danish and now Norwegian coastguards too. We see it as the ultimate endorsement. Basically, if it’s good enough for the coastguard it’s good enough for anybody!”

The installation upon KV Harstad is additionally noteworthy as it marks Optimarin’s first since obtaining revised IMO G8 certification in October. This is crucial for owners racing to install systems in the next few years, as the new approval is central to overall compliance with IMO’s BWMS Code.

“Although the revision does not apply to units already fitted, it is mandatory for the many thousands that must be installed prior to the final compliance date of 2024 (for those vessels that have delayed International Oil Pollution Surveys),” explains Optimarin’s EVP Sales and Marketing Tore Andersen.

“That means it is essential for owners and operators, such as Kystvakten, to ensure the technology they choose has revised G8 certification. Not the promise of certification, or pending certification, but actual cast iron, verifiable compliance. Choosing the wrong system at this stage is a very unfortunate, timeconsuming and expensive mistake to make.

It also helps to opt for technology that is easy to install, especially on vessels where space is at a premium - such as the 83 m long KV Harstad.

The team at Westcon can vouch for this.

Somewhat unusually in the ‘traditional shipyard’ segment, Westcon has the ability to operate as a one-stop-shop – catering not only for yard duties but also handling all engineering work, from initial 3D scanning and planning, through to prefabrication of all necessary piping and final installation.

“That offers a huge advantage,” says Lasse Åsbø, Project Manager, Westcon Yards. “It means the same engineers and foremen can be involved on a project from start to finish – giving them full insight – while the seamless way we take the installation from the drawing board right through to final fitting makes progress faster, smoother and more efficient in terms of time and resources.”

For its part Optimarin sees a busy period ahead, with customers extending far beyond

Page 48 – www.shipandoffshorerepair.com

the spectrum of coastguards. “Yes, we do work with other segments too!” said Andersen when quizzed. “Our reliable, easy to install and operate systems are used by a wide variety of owners operating ships up to around 50,000 dwt, while our close co-operation with Sunrui ensures that, together, we can cater for any vessel of any size. We offer a complete sales and service proposition, delivering world-wide compliance and total peace of mind, always.”

Optimarin has now sold over 1,000 of its own units, with approximately 700 installed and operational. The majority of current orders are for retrofits, signalling the industry’s final move towards ensuring existing fleets meet necessary regulatory requirements.

Optimarin has also received updated USCG approval confirming its position as the only UVsystem supplier with certification for a choice of two filters. The flexibility of selecting Filtrex or Boll filters means all Optimarin components are now available from two suppliers, ensuring maximum availability and express delivery for what the company refers to as “the coming wave” of industry orders.

“The race for compliance is on,” comments Andersen, “and we’re focused on providing a seamless, high quality supply chain for shipowners and operators to satisfy demand.

Being in the unique position of having a USCG certified system with two filters – not to mention a holding time of just two hours - gives us optimal flexibility and a short lead time for owners that must comply before the absolutely final IMO deadline of 2024 (for vessels with delayed International Oil Pollution Surveys).

“We’ve always been at the forefront of the market when it comes to compliance, receiving the first ever full USCG approval in 2016, and we’re constantly working to maintain that position and deliver complete peace of mind for our global customer base. This certification is further proof of that commitment.”

Heerema contract for Techcross South Korea’s Techcross and Holland’s Heerema Marine Contractors, who owns the world’s largest semi-submersible crane vessels in the offshore energy industry, have signed a contract to install Techcross’ ECS on-board six special vessels and barges, after its delivery of two sets of ECS 6000B to the European largest HLV (Heavy Lift Vessel) in November.

It is critical that Techcross and its products are

Ballast Water Management

One of the offshore barges operated by Heerema

strengthening advantage over large capacity vessels as well as the superior position in European market through successive orders from the three largest global offshore mega carriers, mainly in Northern Europe.

The contracted vessels are two semisubmersible crane vessels and four barges.

These vessels are designed to transport, lift and install heavy cargo on various coasts distributed around the world. The Techcross

products to be installed are each ECS 3000B, ECS 2000B, ECS 1000B in one set to two sets or four sets installed on a single vessel. One of these vessels applied 12,000 tonnes of capacity (maximum), showing Techcross’ outstanding performance on large vessels.

This project was carried out carefully enough to review manufacturers from the beginning of this year and Techcross ECS was selected as the final product. It means that ECS received credit for its easy installation, treatment performance in huge capacity, as well as convenient AS service network can be provided anytime, anywhere. The products contracted this time will be delivered sequentially from February next year and will be completed by November 2021.

“We are happy to win large orders ahead of the end of 2020. This project is expected to be a good promotion for shipping companies operating similar type of vessels in Europe in the future, as the largest special vessel carrier in Northern Europe chose Techcross,” said a Techcross sales representative.

Volume 17 Issue 5 – Page 49

Ballast Water Management USCG approval for Alfa Laval’s secondgeneration BWM At the end of December 2020, the USCG issued its type approval for Alfa Laval PureBallast 2. Most owners of Alfa Laval’s secondgeneration BWM systems can now opt to continue operating in US waters, even when their Alternate Management System (AMS) approval expires.

The PureBallast 2 system generation, launched a decade ago, was developed long before the USCG presented its testing regime.

As a result, certain technical modifications were needed before PureBallast 2 could undergo USCG testing. With the modifications in place, a PureBallast 2 system with a Boll & Kirsch filter completed the tests in April 2020, and the solution has now received USCG type approval.

Owners who wish to take advantage of the USCG type approval will need to perform a minor upgrade of their PureBallast 2 systems, comprising the necessary adjustments to meet USCG requirements. After upgrading, PureBallast 2 systems will be approved for operation in both seawater and brackish water.

“The transition to USCG type approval will be a simple service option for shipowners.”

“Alfa Laval’s global service organisation focuses not only on securing uptime, but also on bringing customers maximum benefit from their equipment choice. With the USCG type approval upgrade for PureBallast 2, we provide yet another way to keep BWM systems optimised over time,” said Peter Sahlén, Head of Alfa Laval PureBallast.

Alfa Laval’s Peter Sahlén

vessel types, in particular bulk carriers, often experience a need to be able to discharge ballast water faster than the time they spend on ballast water uptake.

This is related to the speed of cargo loading, which is for some cargo types and ports much faster than the speed with which they can unload cargo. The ballast water uptake and discharge speeds need to match this in order not to become obstacles to the operation of the vessel.

So far typical ballast water management systems have been approved with just one max flowrate, which is the same during ballast and de-ballast operations, but now DESMI Ocean Guard introduces a tailor-made solution.

In all its simplicity, the type-approved solution enables the CompactClean system to be configured with any combination of its approved

Approval for DESMI’s system Denmark’s DESMI Ocean Guard has announced that a new configuration of its wellknown CompactClean BWM system has been approved by both the USCG and the Danish Maritime Authority.

This configuration is named CompactClean Bulker and must be seen as an additional product line to the existing CompactClean product lines. It is designed for higher flowrates during deballast solving one of the main operational issues faced by bulk carriers complying with ballast water regulations. Some

DESMI’s new CompactClean Bulker BWM system

Page 50 – www.shipandoffshorerepair.com

filters and UV units, and as the filter is by-passed during de-ballast the need for higher de-ballast flowrate can be accommodated by selecting a larger UV unit than filter.

“A recent example of DESMI Ocean Guard being able to provide a solution to a customer that solves this issue is for a series of bulk carriers. These vessels operate today with cargo loading being twice as fast as cargo offloading.

By selecting a CompactClean BWMS with a filter with max flowrate of 750 m3/hr and a UV unit with max flowrate of 1,500 m3/hr, the vessels have been able to continue their current operation, conducting ballast water uptake at 750 m3/hr and ballast water discharge at 1,500 m3/hr,” explains Rasmus Folsø, CEO of DESMI Ocean Guard.

By this added offering, DESMI Ocean Guard strengthens its market leading position, which during 2020 was further cemented with the highest order intake recorded in a year, despite the COVID-19 pandemic which did postpone a large number of BWM system retrofit projects.

The first weeks of 2021 have started well with several significant orders and frame agreements, and DESMI Ocean Guard remains confident that 2021 will present another year with increasing market shares and new records in order intake and turnover. SORJ

Offshore Energy Solutions, adds, “We are honoured to have the opportunity to work with MODEC on this project within the emerging energy market of Senegal. MAN Energy Solutions provides energy-efficient, highly reliable and cost-effective compression solutions. These are crucial requirements for new generation projects like Sangomar.”

Offshore contracts for Sulzer

The FPSO Sangomar

MODEC contract for MAN Energy Japan’s MODEC has placed an order for six compressor trains for an FPSO unit with MAN Energy Solutions, which will be deployed on the Sangomar field approximately 100 kms south of Dakar, Senegal. Together with the nearby Rufisque and Sangomar Offshore blocks, it is one of the world’s largest oil & gas discoveries of the last decade.

“We are delighted and proud to have been selected to provide the memorable first FPSO for Senegalese waters,” commented Yuji Kozai, President and CEO of MODEC. “We consider West Africa where numerous offshore oil and gas fields have been discovered in recent years, as one of our most important core regions, and this contract award should geographically reinforce our business portfolio. We are equally pleased to be a part of the team that will provide a needed energy resource for the people of the Republic of Senegal. We look forward to cooperating closely with our clients and partners to make this project a success.”

“Senegal has a bright energy future ahead and we are proud that MAN Energy will take an active part by providing high-end technology solutions for the Sangomar field,” states Patrik Meli, Senior Vice President, Managing Director of MAN Energy Solutions Switzerland Ltd. “Gas is becoming economically and environmentally the world’s most significant energy source for the next couple of decades.

This important order is a further testimonial of the trust put in our well-founded technology

knowhow in the energy sector.”

The total order comprises six centrifugal compressor trains - one low pressure (LP), three medium pressure (MP) and two high pressure (HP), which are all driven by fixed speed electric motors. All compression systems will be designed, manufactured and tested by MAN Energy Solutions in Zurich (Switzerland). The machines will be ready for installation in the fourth quarter of 2021.

Once they are in operation, the compression systems will help in maintaining the pressure of the Sangomar field, thus maximising the quantity and efficiency of hydrocarbon production. The FPSO will be capable of processing 100,000 bbls of oil and 130m ft3 of gas/day. First production is planned for 2023.

Basil Zweifel, Vice President Sales and Execution Upstream and Midstream at MAN

Operators in the oil and gas market are continuously streamlining their production and optimising equipment performance. For Aker BP, which operates the FPSO Alvheim, this has led to the company awarding Sulzer a contract to retrofit a water injection pump (WIP) to meet its 2030 growth strategy.

As part of an on-going retrofit programme, Aker BP has been discussing future requirements of the WIP with Sulzer, taking advantage of the company’s expertise in pump design and manufacturing. In a first step, the original sevenstage WIP was modified to reduce it to six stages and the impeller trimmed to meet a change in performance requirements. Following on from this, many options of future process conditions were tabled but the final decision settled on was a 40% increase in flow and a 30% reduction in head.

The main prerequisites of the retrofit are to use the existing barrel and WIP motor while avoiding major modifications to the surrounding infrastructure. Teti Aure, Business Development Manager at Sulzer explains, “Our Norwegian

Aker BP’s Alvheim FPSO vessel

Volume 17 Issue 5 – Page 51

Offshore

The Sulzer water treatment plant

service centre was supported by the company’s pump design centre in Leeds, UK, which is experienced with NORSOK standards. We have delivered a large number of projects with new hydraulics and new cartridge requirements, enabling customers to meet future process requirements.”

Sulzer’s retrofit solution is a hybrid cartridge design, which will be configured to fit within the existing pump barrel and maintain common components where possible to limit design and spare component changes. To meet net positive suction head (NPSH) margin requirements, the existing booster pumps will be retrofitted with larger diameter impellers to take into account future process conditions.

The new higher power booster motor, conforming to API 610 margins required for additional flow and head, will be supplied in the same frame size, avoiding any modifications to the baseplate and simplifying installation.

Karl Johnny Hersvik, CEO of Aker BP, said, “The development at Alvheim is an example for the entire Norwegian oil and gas industry.

We must continuously work with efficiency – improve flow efficiency, find new reservoirs and phase in new wells – while continuously working to reduce costs. We will continue to ensure that Alvheim becomes a pattern field on the Norwegian continental shelf in the years to come.”

Meanwhile, work is underway in China to convert a former tanker into a FPSO, which will operate in the Marlim oil field off the coast of Brazil. When it enters service in 2023, the FPSO Anna Nery will have a production capacity of 70,000 bbls of oil/day and a storage capacity of 1.6m bbls.

A key part of the vessel’s functionality will be its high-capacity seawater treatment and injection (SWTI) system, capable of delivering 38,000 m3 (8.36m gallons) of seawater/day for enhanced oil recovery waterflood injection. At the heart of the process is a specialist sulphate removal membrane technology that protects

the oil reservoir against barium and strontium sulphate scaling as well as reservoir souring.

In operation, the main water injection pumps will handle a combination of purified seawater and produced water from the well. Since produced water contains sand and other erosive materials, the pumps will include a number of features designed to increase durability, including double pressurised seals and tungsten carbide coatings on all wear surfaces.

The contract includes four 6 MW (8,000 hp) HPcp Type BB5 barrel pumps powering the water injection system, along with four BBS booster pumps that take filtered water from the treatment module and deliver it to the water injection pumps. In addition, Sulzer is also supplying a number of OH2 pumps which will be used to clean the membranes in the purification system.

The four WIP will include an integrated oil lubrication system and will be supplied with direct drive electric motors. These motors will be constructed to comply with the Brazilian INMETRO standard for operation in potentially explosive atmospheres. The pumps will be manufactured at Sulzer’s global plants, with installation and commissioning support provided by the company’s local facilities in Brazil. The availability of local support and expertise is a key benefit for Yinson, as the Anna Nery is contracted to operate in Brazilian waters for at least 25 years. In addition to the WIP contract, Sulzer will supply more than a dozen pumps for other systems on the vessel.

We have established an excellent working relationship with our colleagues at Yinson,” says Mike Sorrell, Key Account Manager at Sulzer.

“We are very proud that Sulzer technologies have been selected for such an important and high-profile asset, and we look forward to supporting our partners during construction and in the field, as well as working on future projects together.”

SAP SE and DNV GL combine for the offshore industry US-based SAP SE and DNV GL have teamed up to deliver a new industry cloud solution, Corrosion Under Insulation (CUI) Manager, designed to tackle a major problem facing the integrity of oil and gas plants.

Corrosion Under Insulation Manager is one of the latest industry cloud solutions built and run on the open SAP Cloud Platform. These industry solutions use intelligent technologies, such as artificial intelligence and advanced analytics, to create compelling user experiences and to digitalise and automate operations. SAP and partners focus on solutions for the core business of our customers in their industries to help optimise end-to-end processes and to enable the development of new and differentiating business models.

“In collaboration with DNV GL, we will deliver the first industry cloud solution for the oil and gas industry,” said Benjamin Beberness, SAP Oil and Gas Business Unit Global Vice President.

CUI is the largest maintenance cost for offshore and onshore installations with insulated

A.P. Møller-Maersk has extended its partnership with The Ocean Cleanup for three years

Page 52 – www.shipandoffshorerepair.com

Offshore pipes. In close collaboration with the industry, DNV GL has developed a new risk-based methodology, published a new recommended practice and turned the insights into an easy-to-use interface with the CUI Manager. Through the strength of DNV GL’s models and the integration with SAP Asset Intelligence Network and the SAP Asset Strategy and Performance Management application, this solution will provide an efficient and standardised way to address the risk of CUI. CUI Manager continuously assesses and calculates the CUI risk, helping integrity engineers and managers prevent failure, increase safety and manage hidden threats.

It optimises asset strategy and planning by providing detailed, instant insights on current and planned risk as well as the resulting cost development. The solution’s full integration with SAP Asset Strategy and Performance Management enables calculation and visualisation of the complete risk picture using SAP Cloud Platform.

“The combination of DNV GL’s deep technical insight and state-of-the-art software solutions with SAP’s cloudbased solutions for intelligent asset management will generate significant value for our customers,” said DNV GL - Oil & Gas, CEO, Liv A. Hovem. “We look forward to bringing additional solutions to the market jointly with SAP in the near future.”

MSS continues with clean-up strategy Denmark’s A.P. Møller-Maersk has extended its partnership with The Ocean Cleanup for three years, and Maersk Supply Service (MSS) will continue to provide marine support to rid the ocean for plastic. At the same time, MSS is launching a Plastic Policy to increase its focus on how it can reduce plastic waste from its own operations and supply chain.

Since 2018, MSS has provided marine support for The Ocean Cleanup. Its anchor-handlers Maersk Launcher, Maersk Transporter and Maersk Handler and crews have been supporting various test phases of the off-shore operation in the Pacific Ocean and the North Sea. The first collection of plastic waste was turned into new, fully recycled products in fall 2020.

“Our seafarers sail the ocean every day and see the increasing problem with plastic polluting our oceans. As a responsible maritime operator, MSS is committed to ensuring the oceans remain a healthy environment for future generations to come. We look forward to continuing the collaboration with The Ocean Cleanup and providing project management and marine support over the coming years,” says Steen S. Karstensen, CEO of MSS. “By introducing a Plastic Policy, Maersk Supply Service is strengthening its focus on how it can reduce plastic waste.

The policy has three navigating principles: • Use our marine expertise to help come up with solutions to rid plastic from the oceans

Volume 17 Issue 5 – Page 53

Offshore

Work on the cable lay barge by Vulkan Offshore

• Avoid unnecessary plastic in our operations • Engage with suppliers, partners, customers and employees to find solutions to minimise plastic use. We will be transparent about our results and learnings

“Plastic waste in our oceans is an increasing issue. With the new Plastic Policy, we commit to how we will work to reduce our plastic footprint and actively take part in solving this global environmental problem. We will do this in partnerships and close collaboration – with our employees, suppliers, partners, customers and industry peers. A great takeaway from the collaboration with The Ocean Cleanup is the willingness people have to find solutions that are both impactful for the marine industry and are bettering for the environment. We believe that we can make a change and we can do more together,” says Karstensen.

Cable-layer mobilisation

by Vulcan Offshore UK’s Vulcan Offshore has put an unnamed cable-lay vessel mobilisation at the centre of its multifaceted offshore service offering.

Southampton-based Vulcan is a specialist in fabrication, welding and computer numerical control (CNC) machining for the marine and subsea industries. It principally works for cable lay companies that own or charter vessels for laying offshore wind farm or fibre optic cables for the telecommunications industry.

When a vessel, barge, or workboat prepares for an upcoming project, Vulcan’s clients typically have to modify and fit out the deck with winches, launch and recovery systems (LARs), cable engines, steps, ladders, and access

platforms, etc. As the vessels perform different functions depending on the job, equipment needs to be fabricated or welded to the deck of the ship.

Chris Scrutton, managing director at Vulcan, said, “We offer a comprehensive welding and fabrication service, which can be delivered in our workshop, on- and offshore. It’s proved to be a differentiator that we’re ideally located [near the Southampton port] on the south coast and we have personnel skilled in MMA [manual metal arc], MIG [metal inert gas], and TIG [tungsten inert gas] welding - we also have welders who are CSWIP 3.2 certified.”

As Scrutton explained, this breadth of welding expertise is important because of the varied requirements within the industry. For example, MMA or MIG welding might be used onsite, while TIG is specifically related to stainless steel, most commonly in the Vulcan workshop. Nondestructive testing (NDT) via magnetic particle inspection (MPI) or dye penetration is also integral to many scopes of work.

He added, “The sector is apparently buoyant as we move through 2021 and we are keen to align ourselves with continued activity in the renewable energy sector, especially around wind farm installation. Meanwhile, as internet usage continues to grow, we have a long-term role to play in fibre optic cable laying.”

ambition to half their maritime emissions in Norway by 2030 compared with 2005, and globally by 2050, compared with 2008.

These ambitions are embedded in the company’s climate roadmap that were launched earlier this year. Using Maress to facilitate close co-operation with the vessel owners and suppliers of innovative technology will enable Equinor to unlock significant fuel and emissions savings.

Maress will be used to track the footprint and efficiency of Equinor’s chartered fleet of PSVs and anchor-handlers operating on the Norwegian Continental Shelf. The fleet chartered

by Equinor Marine Operations on medium and long-term contracts currently numbers around 30 vessels. The agreement with Yxney has a two-year duration, with an option to extend.

“Maress will allow Equinor to follow the effect of efficiency measures and facilitate systematic improvements and best practice across the various ship owners in the chartered fleet,” says Yxney CEO Simen Sanna Gjord.

Noting that an increasing number of vessels chartered by Equinor are battery hybrid powered, Sanna adds, “Maress can help Equinor and the ship owners to gain a deeper understanding of the emissions reductions achieved by battery installation, and how batteries impact fuel consumption in the various areas of operation.”

Sanna reports that the combined savings of the 250+ vessels using Maress globally in 2020 will be in excess of 50,000 tonnes of CO2. “This is clear evidence of the effectiveness of datadriven decarbonisation, and the contribution to greener shipping that Maress can provide for ship owners and operators,” he concludes.

SORJ

Equinor agreement for Yxney Norway’s Equinor has signed a deal with Yxney to roll out the Maress software for data driven decarbonisation for their chartered offshore service fleet operating in Norway. The new contract is a timely fit with Equinor’s expressed

Page 54 – www.shipandoffshorerepair.com

Simen Sanna Gjord - Co-Founder & CEO of Yxney

Surveys A wide range of surveying from Inchcape Inchcape surveys cover a wide range of shipowner needs, from above deck to below the waterline, with fuel concerns currently at the top of the list. “Bunker optimisation was already a hot topic, with IMO 2020 sulphur cap regulations creating a new fuel reality,” says David Pratt, Inchcape VP Marine Services, Asia Pacific. “Now the situation has been complicated further by restrictions arising from the coronavirus pandemic.”

New fuel regulations have dictated changes in fuel specifications, he says, and owners need to be certain that they are getting the quality of fuel that they are paying for in order to ensure industry compliance.

“Owners need reliable third party assurance, and our bunker optimisation package provides this. It’s a new fuel landscape out there, but you can still be confident of what you have in the tank,” Pratt assures.

Not just bunker quality, but quantity issues are common. “Deliveries of incorrect quantities

An Inchcape surveyor at shipyard

are well documented. In some ports, we see averages of more than five-ton variance, and have identified one deviance of more than 100 tons as an extreme example,” says Pratt. To combat the problem, Inchcape offers reliable bunker quantity surveys in key locations around

the world.

Inchcape’s offering is designed to provide assistance and support wherever client needs arise, “We have an experienced agency and survey team partnered with surveyors around the world. Using our global network, we can

#WeSeaGreen with DNV GL

CHART YOUR ROUTE TO DECARBONIZATION

The pressure is on shipping to reduce GHG emissions – but to find the right pathway, you need the right partner. From regulatory compliance, next generation fuels, vessel and operational optimization, to in-depth advice and insight, explore DNV GL’s decarbonization solutions. And find out how together we can realize a greener future. www.dnvgl.com/decarbonization

Volume 17 Issue 5 – Page 55

Surveys provide a single point of contact for a wide variety of bunkering services, using on-site representatives with maritime expertise who are familiar with local regulations and restrictions,” Pratt assures.

Drawing on combined knowledge of agency and survey operations in their global network, Inchcape also delivers bundled bunker optimisation services, “Bundling services saves costs, simplifies the transaction and ensures quality results for customers from a trusted partner,” Pratt tells.

Inchcape can provide owners peace of mind in areas where bunkering problems are known to have existed, in addition to new locations that are opening up as the COVID-19 crunch forces owners to look for alternate bunkering locations. “Owners need to have confidence that these locations are safe and reliable,” Pratt says. “As an example, in China, Zhoushan is a developing location for bunkering activities, due to its proximity to Ningbo, and clear regulatory guidelines around COVID-19 management.

“Importantly, Zhoushan, Xiazhimen anchorage, is currently the only place in China for bunkering where port costs can be avoided, enabling a viable and very cost-effective option for our customers, in addition to the savings from our bundled product,” Pratt says.

Bunkering in Zhoushan occurs at anchorage, with surveyor attending the vessel by launch to monitor onboard activity. “The port is currently handling approximately 180 bunker calls a month and is starting to attract additional interest from vessels historically bunkering at Hong Kong in response to the benefits of this new location,” Pratt says.

“Using new and more remote locations can influence cost as well,” Pratt says. “The cost of laboratory testing is competitive in key locations, but testing in remote locations can be two/three times more expensive.” Bunker sample testing through a laboratory network addresses both cost and confidence issues through Inchcape’s trusted global network, he informs, and the results can be shared digitally through Email, online, or via a dedicated app.

“We are also looking at new technology to make rapid testing available world-wide,” Pratt adds. “Normally it takes 24 hours for test results to come back. When an immediate response is required, rapid testing can provide an option.”

Inchcape recently equipped 10 stations around the world with BlueEye underwater drones, Pratt says, “This is a new technology that we can offer as a cost effective and safer alternative to divers. It gives owners a true picture of vessel condition below the waterline,

including detailed views of the propeller and rudder.”

In addition to being more affordable than using divers, deployment is faster, minimising risk of disruption to vessel or cargo operations. Pratt notes that the drone can be set up and running in 15 minutes, and is fully portable, “Countries are implementing new bio-fouling regulations, and ships are being turned away from harbours for not meeting standards. This can have great economic and logistical consequences.”

Should undue fouling be detected, he adds that Inchcape has partnered with a global vendor to enabling underwater cleaning or repair at multiple locations around the world.

Inchcape offers a wide range of surveys that cover all the key elements of marine operations.

“We have surveys designed to mitigate risk to cargo or the vessel itself, including crane and wire inspections, cargo handling, and load master operations,” says Pratt.

“We support commercial aspects as well, helping cargo owners to optimise vessel loads in order to maximise voyage profitability. We can perform load surveys to avoid overloading the vessel, as well as trimming and draft surveys to enhance vessel performance, ensuring that the ultimate commercial value can be gained on every voyage.”

He notes that the task of marine surveyors is to mitigate and control risk. “Through an on/ off-hire survey, a charterer can understand the condition of the vessel, both above and below the waterline, at time of on or off-hire of the vessel. They work to mitigate the risk during the charter period, ensuring that the vessel is suitable and compliant to region and deployed task.”

Inchcape has laid a solid foundation for their

David Knukkel, CEO, GDI & RIMS

Page 56 – www.shipandoffshorerepair.com

survey offering, carrying out internal reviews and benchmarking their services against globally accepted standards and processes. “Surveyors tend to work in independent ways. Our goal was to identify best practice and design the process from the ground up, including reporting and training, in order to ensure that all surveys align with group quality standards. This means the customer does not have to relate to multiple regimes. We do that for them,” Pratt tells.

“Large shipowners have their own surveyors who travel around the world, but they cannot do that now with COVID-19. Inchcape has people on site already, and we can manage local risks as well,” Pratt concludes. “Our global network is built on proven expertise. This gives us the ability to adjust to any situation, to fill the gap wherever needed.”

RIMS establishes GDI Holland’s RIMS (Robotics in Maintenance Strategies), an established class-approved supplier of UAV inspections in the maritime industry, has created Global Drone Inspection (GDI), to focus on the drone and ROV element of the business.

GDI will sit alongside RIMS, but with a different service portfolio offering. GDI will provide all the services around inspections of assets by drones and ROVs, including 3D modelling, while RIMS will continue to support clients with the development and integration of new technologies within their maintenance strategies.

David Knukkel, CEO, GDI & RIMS said, “With GDI, we aim to provide a centre of expertise in remote inspection technology which

Surveys can be easily found by clients who need a specialist in this domain.

“GDI will build on the experience and success of RIMS which was set up in 2015.

In last five years RIMS has brought the drone service to a professional level, and were the first maritime Class Approved service provider, supporting surveyors with the inspection of ship structures, mobile offshore units and confined spaces using Remote Inspection Technology, and it is our intention to replicate this level of success for GDI.” GDI will be looking to strengthen its portfolio in line with future trends through partnership creation with well recognised partners and service suppliers, offering a total solution for inspections, NDT-measurements (nondestructive testing), presentation of information and repairs.

Underwater surveys by BV France’s Bureau Veritas (BV) has successfully

Sin título-6 1

completed the proof-of-concept project for underwater remote surveys using the Seasam technology eco-system from Notilo Plus on Corsica Linea ‘s 30,985 gt ro/pax Mediterrannee.

Efficient underwater inspection of shipping vessels is important for the industry as a substitute for docking surveys at agreed intervals or to inspect hull damage. BV has been evaluating opportunities to provide effective remote inspection services. Using the Seasam system, an in-water survey of a ship located in Marseille has been supervised from its head office in Paris.

The Seasam drone, sensors, and control system with Notilo Plus software has successfully demonstrated innovative and enhanced capabilities as one of the possible alternatives to the traditional diver in-water survey.

Bureau Veritas has observed the following benefits: • Safer operations with no divers in the water • Reduction in risk of disturbance to ship operations • Higher quality pictures generated by the drone due to its stability in the water

The Seasam technology

• Ease of deployment with one operator and limited equipment compared to a team of several divers and their equipment • A collaborative platform providing enriched video sharing • A secure data platform providing intuitive and detailed reporting

12/06/2019 13:14:38

Volume 17 Issue 5 – Page 57

Surveys Laurent Leblanc, Senior Vice President Technical & Operations for BV Marine & Offshore, said, “Underwater remote surveys can improve safety, reduce risk, time and expenses to provide better results. Maintaining the integrity and safety of a ship is a huge task. This new underwater technology brings digital classification to another level providing new opportunities to both our clients and to BV.” Nicolas Gambini CEO of Notilo Plus added, “Collecting reliable, localised, high quality data and analysing it to provide insightful hull management advice will make ship operations safer and reduce fuel consumption, as well as the industry’s environmental impact. Notilo Plus is proud to lead the way towards the digitalisation of underwater asset management.”

Emmanuel Cesari, Head of Corsica Linea’s superintendents indicated, “This underwater drone solution, designed by Notilo Plus, could simplify the maintenance of our ships and enable us to carry out quick underwater surveys whatever the sea conditions, while consolidating and increasing our efficiency. It could be a useful contribution to the know-how and expertise of our maintenance teams. Corsica Linea’s social commitment is also reflected in our involvement in such projects, which are intended to promote French and local enterprises and their digitalisation solutions serving the maritime economy.”

Deadweight audits made simpler by Tymor Marine Aberdeen headquartered Tymor Marine, has launched an innovative new digital technology designed to improve the efficiency, cost and operational impact of performing statutory deadweight audits on commercial and naval vessels.

Once installed, Tymor’s new system, called DeadW8.net (DW8), will reduce the cost of future deadweight vessel audits by up to 75%.

The greatest benefits will be realised by larger types of vessels, including oil and gas FPSOs, cruise ships or warships that have bigger crews and multiple changes in deadweight that are not always obvious, but the system is applicable to any vessel operator wishing to streamline work, improve efficiency and reduce cost.

Tymor is planning a commercial roll-out of DW8 during 2021 and the company has already received its first order from a leading international offshore drilling contractor. Tymor

Tynor’s Kevin Moran

will also work with their long-standing charitable partner, Mercy Ships, to ensure they are one of the first organisations to benefit on their new build hospital ship, the Global Mercy.

Tymor’s new DW8 technology allows vessel owners and operators to move from a manual, third-party on-board inspection audit, which often interrupts commercial operations, to a secure web-based software system which records and tracks historic information over time.

In addition to reducing the direct costs of the audit, automating the process delivers further efficiency gains. DeadW8 reduces the highly intensive effort normally required from the crew over a short period of time, by embedding the data gathering process into a continuous management system. It also reduces the number of third-party personnel required to collate and verify the information on-board, as well as reducing associated vessel down-time.

The new product draws on a vessel-specific system to capture data and deliver proforma reports to fast-track submission to the authorities.

It also builds on a tracked history of prior deadweight information and lightship addition logs to deliver up-to-date details for the vessel’s stability computer and assists in identifying any weight discrepancies. Ultimately, a rich picture is gathered for each vessel, equipping the crew, owners and operators with the knowledge required not only to meet statutory regulations efficiently, but also to improve day to day operational risk and safety.

DeadW8.net can be updated by the crew using a mobile app to scan space related QR codes around the vessel. By scanning a QR code the space is identified, and related information is displayed for verification or

Page 58 – www.shipandoffshorerepair.com

update. Objects can be added and removed with visual records, measurements and notes.

The system can be tailored for single vesselbased users or allow shore-based users to access multiple vessel databases.

Kevin Moran, managing director at Tymor explained, “DeadW8.net is a unique resource that will last for the life of the vessel, delivering cumulative intelligence, cost and efficiency savings and enhanced safety. Once installed, the system is completely independent, allowing any crew member, auditor or third-party to utilise it.

“Since the start of the COVID-19 pandemic, we have accelerated investment in R&D to deliver new technology and improve operational efficiencies in the maritime sector. The introduction of DeadW8.net complements our remote auditing service, which was introduced earlier this year. The commercial roll-out of DW8 is now underway. We are delighted to have received our first order from a major drilling contractor and would encourage anyone interested to get in touch.”

Deadweight vessel surveys are normally required every five years, or after major changes, and are performed by a team of auditors conducting on-board inspections. The surveys determine the weight and distribution of a vessel’s variable load, which includes the crew and their effects, temporary equipment, cargo, fuel and water. This allows the lightweight (net structural and fixed weight of the vessel) to be determined by comparing the deadweight calculation with the draught measurement (water displacement). Any change in the lightweight reflects a change in the structure of the vessel which must be approved by the vessel’s own Flag State maritime authority.

SORJ

By Paul Bartlett

Mixed signals in dry bulk market Bulk carrier rates usually ease off in the run-up to Chinese New Year as demand for raw materials weakens ahead of the festivities. Capesize earnings followed the usual pattern, falling sharply late in January and early February, but both panamax and smaller rates have held up well.

Analysts believe that at least some of this unusual resilience is a result of Chinese Government policy towards the Chinese New Year on February 12.

Chinese authorities discouraged the travel arrangements of many millions of citizens as it tried to control the pandemic and prevent surges in regional infections. The country’s strategy has been to extend the holiday over a longer period, allowing people more flexibility over travel schedules. Meanwhile, some industries were not planning to shut down operations over the holiday period as usual, preventing some workers from taking their usual New Year break in any case. With industrial production set to continue, there was unlikely to be any of the usual dip in demand for basic raw materials including iron ore, coal and grains.

Other factors have also affected the market this year, helping to offset the usual dip in bulker rates, at least to some extent. These included unseasonably cold January weather in large parts of Asia, coinciding with a spell of sky-high LNG prices. For some, coal was the next best option to ward off the cold. Not necessarily in China, though, which is in the middle of a trade dispute with Australia.

Geopolitical disruption The geopolitical row centring on Australian coal follows that country’s move to prevent Huawei Technologies from involvement in the development of its 5G cellular communications network, and a separate request to investigate the outbreak of COVID-19 in Wuhan, the capital of Hubei Province, where the virus is thought to have originated. In

Bulk Carriers retaliation, Chinese authorities have blocked the import of Australian coal, a usually constant trade that provides steady bulker employment across a range of ship size categories.

The row showed few signs of easing as mid-February approached.

Despite reports of a small resumption of Australian imports early in the year, figures from Oceanbolt, a Norwegian dry bulk research outfit, indicate that China has imported no coal from Australia so far this year.

Oceanbolt data suggests that around 60 bulk carriers – ranging from kamsarmax units to capesize – are currently laden with about six million tonnes of coal, waiting off the Chinese coast to unload their cargoes.

Some vessels have been there since May last year and the volume of blocked coal is equivalent to about 2% of normal annual imports, Oceanbolt said.

Some vessel owners have been fortunate enough to be able to divert ships and possibly also cargoes to other Asian destination where demand for coal is high. But for others, the Chinese coal import ban has caused a major headache, with laden ships delayed for weeks or months. While these ships have been effectively removed from the market in terms of supply capacity, other vessels which would have been deployed in the Australia-China coal trade have become available for other business.

No surprise, then, that the Capesize market, which had remained steady through most of January and despite the different approach to Chinese New Year, still fell over the last ten days of January and early in February. Rates dropped sharply across the board for big bulkers, according to Clarkson figures, with Capesize average earnings plunging from close to $18,600 a day during week ending January 22nd, to just under $12,000 a day seven days later.

The Baltic’s Capesize Index (BCI), which had peaked most recently at 3082 on January 20th, lost more than half its value by the end of February’s first week, closing at 1,527 on February 5th. However, to put this in context, on the same day one year ago, the BCI had fallen for 39 consecutive sessions and was deep into red figures. On February 5th last year, it sank to minus 183.

Chinese authorities have blocked the import of Australian coal

Volume 17 Issue 5 – Page 59

Bulk Carriers

Modern bulk carriers are likely to have had hull lines and propellers optimised for likely service speeds

Grain support Both the story and the outlook are rather different in the smaller sizes.

Baltic indices in the panamax, supramax and handysize categories all made modest gains over the last two weeks of January. Braemar ACM, for example, revealed that the Baltic’s 38,000 dwt handysize index is 63% higher this year than last, and is 70% higher than average January figures over the last five years, based on the Baltic’s earlier handysize index, calculated on the basis of 28,000 dwt vessels.

Meanwhile, Clarkson estimated average day rates for these ship types over January at $13,975, $12,958 and $12,775 respectively and all three sectors were still posting small improvements as the month drew to a close. Part of this upbeat sentiment was probably down to support from the grain sector where China is reported to have bought record volumes of US corn for delivery of the months ahead.

London-based broker Arrow Shipbroking explained that China uses a tariff system to raise the cost of imported grain and encourage selfreliance. But according to the broker, the size of the country’s corn reserves was not clear and there is also concern over the quality of Chinese corn. Rumours in circulation indicate that the tariff structure has been eased to raise demand for imports.

Meanwhile, Arrow’s researchers have also predicted that port congestion could have an impact on the dry bulk market this year, effectively cutting tonnage supply at a time of buoyant demand relating to grain cargoes. The US export programme is in full swing, the firm said in a note, but South American grain is imminent, notably the Brazilian soybean harvest, delayed some weeks by bad weather. Such delays were likely to provide additional support for spot fixtures of supramax and handysize bulk carriers, Arrow predicted.

existing ships – the Energy Efficiency Existing Ships (EEXI) index and the Carbon Intensity Indicator (CII) – see article below. Across the bulk fleet, about two thirds of bulk carriers and tankers are likely to be affected, according to figures released in a recent report by shipbroker Galbraiths.

Even some younger ships of around ten years are likely to require efficiency modifications, according to the broker’s analysis.

There is likely to be a direct correlation between efficiency and age of ship, experts point out, because engine designers have made huge strides in raising efficiency over the last two decades. Meanwhile, other ship design features have also resulted in energy improvements onboard, whilst modern ships are likely to have had hull lines and propellers optimised for likely service speeds. Nevertheless, many bulk carriers will still require attention.

According to statistics from Clarkson Research, 20% of the dry bulk fleet is 15 years old or more, and a further 24% lies in the 10-14 year range.

The skewed age profile is particularly marked in the smaller sizes - 15% of handysize bulk carriers are more than 20 years old, for example, and an astonishing 45% of bulkers in the 40-49,999 dwt range of also more than two decades old. Of course, this reflects the steady transition to larger ships in the supramax (50-59,999 dwt) and ultramax (60-64,999 dwt) categories but nevertheless, it still leaves 288 ships over 20 years in the smaller handymax size range.

Across the fleet as a whole, about 1,200 bulk carriers are more than 20 years old, with further 1,220-plus vessels in the 15-19 year-old range.

Together, these two categories total more than 2,400 ships, most of which will require attention within the next couple of years. Depending on the freight markets, some vessels will not be worth fixing, and will be recycled.

However, IMO’s latest decarbonisation moves indicate a promising new revenue stream for repairers, particularly those that take a positive approach to marketing IMO-compliance packages ahead of time.

Analysts believe that IMO’s initiatives will inevitably have an impact on supply therefore, and this new constraint is likely to become evident across the dry and wet bulk trades. The two main supply restrictions are likely to result from a reduction in ship speed from engine power limitation (EPL), viewed as probably the easiest and most effective way of achieving a significant efficiency gain. But then there are also likely to be hundreds of ships for which additional investment is not an attractive option so they will leave the fleet.

Shock for owners as repairers prepare for new line of business Owners of bulk carriers need to get their skates on if their vessels are to meet IMO’s latest requirements for existing vessels, agreed in principle at MEPC 75 in November and set to be approved at the next meeting in June. The new regulations, likely to apply from January 2023, will impact ships from their first interim survey after that date. At that point, existing vessels will have to demonstrate efficiency gains and carbon intensity reductions of between 15-20%, compared with baseline figures from 2008.

According to analysis by DNV GL, more than three quarters of existing vessels may require modifications if they are to meet new standards for

Page 60 – www.shipandoffshorerepair.com

Despite calls from shipowner groups for a global approach to regulation on the basis that shipping is an international transport business - there are signs that regional measures are likely

Bulk Carriers Decarbonisation disruption ahead!

Although many shipowners have yet to address the issue and decide on new operating strategies, thousands of bulk carriers will soon be affected by IMO’s introduction of new measures to gauge the carbon efficiency of existing ships. Two new indices were agreed in principle at last November’s meeting of the Marine Environment Protection Committee (MEPC) – the energy efficiency existing ship index (EEXI) and the carbon intensity indicator (CII).

The new measures of individual vessel’s fuel and carbon efficiency are likely to enter force in less than two years. The indices are likely to apply at the next interim survey after January 2023, provided that this timetable is agreed at the next meeting, MEPC 76, in June of this year. There are significant implications for all owners of existing ships, particularly older ones, with DNV GL estimating that as many as 80% of existing ships on the water today will require modifications of one type of another.

Ship operators who think that these issues can be left until tomorrow and adopt a wait-and-see policy should think again. Improvements to the energy efficiency of ships in operation is essential if there is to

be any chance of meeting IMO carbon intensity reduction targets and greenhouse gas emission reduction aims by 2030 and 2050 respectively.

Those who fail to take the necessary steps could find their ships relegated to Categories D and E in the Carbon Intensity Indicator gauge, meaning that improvements are essential. These vessels are likely to become more difficult to fix, particularly in a weak market, since major charterers’ will relegate them to their second or even third set of chartering options.

There are many people outside the shipping industry who are already critical of its regulatory framework. On the issue of carbon, IMO’s regulations to cut emissions are already considered by many outsiders as too little, too late. They would like to see more robust measures put in place as soon as possible.

Whether or not this is reasonable, the fact is that IMO is a UN agency with a membership embracing 174 countries many of which have widely different priorities. It works remarkably well on the basis of compromise.

But despite calls from shipowner groups including the International Chamber of Shipping (ICS) and the European Community Shipowners’ Associations (ECSA), amongst others, for a global approach to regulation on the basis that shipping is an international transport business, there are signs that regional measures are likely. In Europe, for example, it now appears increasingly likely that shipping will be included in the trading bloc’s emissions trading scheme, with a range of daunting implications for shipowners and operators. SORJ

Volume 17 Issue 5 – Page 61

Ship Re-cycling EU’s recycling strategy puts global ship safety at risk

By Paul Bartlett The global recycling market is at risk because of a two-tier regulatory system, conflicting regulations, and political interference in Europe. The fundamentals of the ship recycling market are not difficult to understand.

The process of dismantling end-of-life ships is labour-intensive, margins are thin, and if is not carried out with rigorous attention to safety and appropriate waste disposal arrangements, it can be dangerous. So, facilities need to meet certain standards, workers need training, safety awareness courses and good conditions, and medical facilities need to be available nearby.

An economic requirement is a ready market for the end products – scrap steel in large volumes and a myriad of other components with possible shoreside applications. So it stands to reason that countries with competitive labour rates, buoyant demand for scrap steel as a feedstock for steel mills, and a ready market in recycled products should be wellsuited to the ship recycling business. Indeed that is the established system, but it is now under threat, with serious implications for shipowners, particularly those based in Europe or whose ships fly European flags.

Inconvenience of reality The European Union (EU) would like to see ships recycled within its own boundaries and appears to be forcing owners in this direction. However, even an entry-level economics student would recognise immediately that high labour costs, virtually no market for scrap steel or recycled materials, and very few suitable facilities constitute a sound basis for establishing a ship recycling business.

So far, the EU’s list of facilities within the trading bloc, approved as compliant with the EU Ship Recycling Regulation (EU SRR), include 34 small yards suitable for dismantling vessels such as fishing boats, coasters, small offshore craft and other service vessels such as tugs and dredgers.

Larger facilities geared to the decommissioning of large offshore energy plant have also been approved by EU regulators.

However, there are no yards suitable for recycling large or even medium-sized commercial ships on the EU’s list. And so far, there are only nine facilities located outside the trading block that have been approved under the EU SRR – nine in Turkey and one in the US. Turkish sources reveal that a total of 14 facilities have requested audits and validation under EU regulations but five have not been approved so far. There is scope to increase capacity quickly, the sources say, in the Aliaga region, north of Izmir on the Adriatic Sea where the country’s ship recycling industry is based.

No Turkish option However, the recycling sales of elderly cruise ships, now redundant as a result of the pandemic, have saturated Turkish capacity. Indeed, significant numbers of cruise vessels and other passenger ships already sold for recycling are to be seen at anchor in some of the sheltered bays of the Eastern Mediterranean, waiting for space in Turkey’s yards. This, say

Page 62 – www.shipandoffshorerepair.com

The modernised Leela ship breaking yard in India

critics, is neither environmentally safe nor economically sensible. But the cruise ship owners have no choice.

No recycling yard on the Indian subcontinent – India, Bangladesh and Pakistan – has been approved under the EU SRR despite applications from about 40 yards. Experts who have watched the transformation of many facilities, notably in India, cannot understand why none has been validated by Europe’s auditors and regulators. They point out that more than 90% of the world’s end-of-life ships are dismantled on the Indian subcontinent where the sector provides gainful employment for many thousands of workers and, crucially, there is a ready market for scrap steel and other recycled products.

The EU’s failure to approve any of these recycling yards does not fit well with the findings of international classification societies which have audited and approved 110 recycling facilities as meeting the requirements set out in IMO’s Hong Kong Convention on Ship Recycling. These include 92 facilities in India, one in Bangladesh, 14 in Turkey, two in China and one in the US. Observers say that this is partly because IMO’s Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ship was adopted in 2009 but has still not entered force.

And it is certainly fair to say that a range of countries have dragged their feet in the ratification process. However, for many recycling facilities, the writing has been on the wall for years - new ship recycling standards were inevitable, they concluded, and made huge investments in facilities, labour, training, waste manage and other resources as a result.

Dire shortage of capacity Now, the issue is really urgent because there is a serious shortage of approved global recycling capacity that complies with EU SRR regulations.

The problem is particularly serious for European owners whose ships fly the continent’s flags and who are bound to recycle their ships in facilities approved under the EU SRR. The rules also apply to ships whose final voyages to recycling facilities begin in a European port.

Under the terms of the EU’s Ship Waste Regulation, linked to the Basel Convention, it is forbidden to export “waste” from an OECD nation to a non-OECD country. Therefore, the world’s principal ship recycling region – the Indian subcontinent – is immediately off limits. So, owners of large European-flagged ships have very few ship disposal options. European yards are mostly physically unsuitable and Turkish yards are full.

Lawyers disagree on whether ships sold for recycling should class as ‘waste’. In legal terms, this is an extremely complex issue and, experts

Ship Re-cycling suggest, is a matter of interpretation. Most vessels arrive at recycling facilities under their own power and now, since January 1st, with valid Inventory of Hazardous Material certificates. They contain materials that are subsequently useful in a recycled context and form the basis of gainful employment for thousands of workers.

The issue is further complicated by the fact that depending on prevailing freight markets, some ships initially sold for recycling are then resold for further trading. As the container ship market has spiked in recent weeks, a number of boxships arriving at recycling yards have been resold and are now trading again. Logically, therefore, how can these vessels be classed as ‘waste’, some experts question.

Cloud cuckoo land Experts struggle to explain the EU’s strategy, although they do concede that frustration over slow progress on IMO’s regulation was a principal catalyst. However, one source, speaking to SORJ on condition of anonymity, believes that he has an explanation.

In an approximate parallel with the EU’s intention to include shipping in the bloc’s Emissions Trading Scheme, he suggested that EU regulators would like to see EU ships recycled in facilities located across the Continent. This would get round the EU Ship Waste Regulation, described by some as absurd, and the Basel Convention because no ‘waste’ would be exported.

The fact that there are virtually no suitable facilities, no appropriate labour force and no market for the end-products doesn’t seem to matter to the politicians in Brussels, he said. They could levy a “ship recycling charge” on every vessel calling at an EU port as a move to build up a fund to subsidise development of a European ship recycling sector. “But don’t hold your breath,” he advised. - European owners are in a real bind.

Timing could hardly be worse European regulators have blamed inadequate waste disposal infrastructure and poor access to emergency medical facilities as reasons for not approving any recycling facilities sited on the Indian subcontinent.

However, IMO’s Hong Kong Convention also addresses these issues and international classification society have audited and approved a total of 93 yards across the world’s principal ship recycling region.

More likely, sources suggest, is unwillingness on the part of politicians to make exceptions around the Basel Convention, and specifically the EU’s Waste Shipment Regulation. Whatever the European regulators are hoping to achieve, however, they could not have picked a worse time.

As IMO’s decarbonisation drive gathers pace and new regulations on the carbon efficiency of existing ships enter force, large numbers of older vessels – particularly bulk carriers and tankers – are unlikely to warrant the necessary investment and their owners will examine their recycling options.

Analysts point out that many older ships were built before the days of fuelefficient engines and energy efficiency generally, or with hull and propeller optimisation.

To enable these vessels to meet new IMO requirements could well be an expensive exercise, with no certain return on investment. Combined with possible ballast water installations and increasing fuel costs, the operating economics of such vessels may no longer stack up.

Experts struggle to explain the EU’s ship recycling strategy

Clarkson Research statistics indicate that there are more than 4,000 tankers in the world fleet older than 20 years. Many are relatively small, but more than 450 units are more than 10,000 dwt. A further 1,000 tankers of more than 10,000 dwt lie in the 15-19 year category. In bulk carriers, about 1,200 ships of more than 10,000 dwt fall into the 20 years-plus category, and a further 1,220 vessels fall into the 15-19 year range. European owners account for close to a quarter of the world fleet, so the potential problems they face are clear.

Many shipowners use cash buyer intermediaries to manage the disposal of assets which is often a time-consuming and fraught business.

This process usually involves a change of ownership, a new registration of the ship under a suitable flag, and possible a renaming. But even this option now looks distinctly dodgy. The owners of EU-flagged vessels sold for recycling in this way now risk close scrutiny by European regulators and could potentially face criminal prosecution under the EU Waste Shipment Regulation, sources warn.

Having left the EU, the UK is in an interesting position. It is understood that its three EU-validated recycling facilities will have to reapply for EU approval as a third country facilities. However, the position of a non-EU flagged ship embarking on a final voyage from a UK rather than an EU port is not yet clear. SORJ

Ship recycling at Dales Marine, Leith

Volume 17 Issue 5 – Page 63

Middle East

Simultaneous drydocking at ODC

ODC look to increase revenue in 2021 The COVID-19 pandemic affected all shipyards on a world-wide basis badly and, during the early part of last year (2020), it was very slow time for Oman Drydock Co (ODC). From an owners/manager point of view it was difficult to award drydocking projects as the lockdown in Oman restricted superintendents and service engineers entering the country (airports were closed) and therefore attending ships. From the end of March 2020 to May, the yard suffered substantially (as was the case with shipyards throughout the world).

However, the yard acted accordingly and came up with many solutions, for example, hiring locally-based superintendents from Oman Shipping Co (OSC) to act on a third party basis for ships in ODC. This worked well with five different owners from India, Middle East and one from Europe.

The yard also began a programme to get exemption letters for quarantine purposes.

The yard’s management has been through the various solutions to overcome the pandemic, which has resulted in very low cases through the monitoring of temperatures for every one entering the yard and by random checks of any suspicious cases. Any positive cases now have to be in quarantine for seven days.

According to Dr. Ibrahim Al-Nadhairi as Chief Executive Officer (CEO) of ODC, “The situation in Oman is now well under control and our shipyard is now operating normally. We are now looking forward – the target for 2021 is to grow by at least 15% in terms of revenue compared with 2020.

“This will be achieved by an increase in general repair work and conversions in both the conventional shipping and local offshore oil and gas markets and moving into the smaller end of the shipbuilding market (such as tugs and other small vessels). We also have an industrial department providing support in the ever-growing oil and gas industry in Oman.

“In the end, we exceeded our budget in terms of revenue for 2020, despite the pandemic. From October 2020 and including January this year, we have been operating at full capacity having an average of some 14/15 ships in the yard at any one time.

“During the early part of 2020, we completed a number of sophisticated projects on-board various ships from the OSC fleet during a period of time when shipping throughout the world was suffering. ODC

Page 64 – www.shipandoffshorerepair.com

redelivered more than 160 repair projects during 2020, which included 18 scrubber and more than 35 BWM systems’ installations. The yard also carried out many steel and damage repairs, the steel renewal ranging from 250 to 450 tons.”

During the year, the yard carried out a number of refit projects involving large dredgers from DEME and Boskalis and small offshore units such as anchor-handlers and OSVs. ODC has carried out repairs to some five LNG tankers, all with GTT membrane containment systems including retrofitting scrubber and BWM systems on-board two of the LNG tankers.

This year (2021), ODC has already repaired two LNG tankers from Oman Shipping Co and have two more due from the International market in the second quarter of 2021.

The list of 160 repair projects, ships repaired included VLOCs, VLCCs, chemical tankers, LPG tankers, LNG tankers, dredgers, bulk carriers, containerships, etc. The largest projects involved a series of four VLOCs from OSC. The list of projects was very international ships coming from owners in some 16 countries outside Oman.

ODC will soon have a panamax floating dock in place to complement the two massive graving docks, and have had several welding machines and have two pulling winches located on the docksides installed. The yard has also enhanced the piping workshops and painting facilities. ODC has already identified some second-hand floating docks of suitable age (not more than five years old), therefore it is expected that it will be in place at some stage this year. This will give the yard the flexibility to operate in the smaller ship market and free-up the large graving docks for largeship repairs and conversion. The floating dock will also be utilised for launching operations for the yard’s shipbuilding operations.

ASYAD Group continued the integration of OSC and ODC with the appointment of Dr. Ibrahim for the Shipping and Drydock business units during August last year. Prior to this role, Dr Ibrahim was Chief Operating Officer of OSC and in charge of ship management activities since 2011 looking after the technical management of OSC’s fleet and overseeing the running of the company’s asset with third party managers.

ODC CEO - Dr. Ibrahim Al-Nadhairi

Volume 17 Issue 5 – Page 65

Middle East

ASRY shipyard

ASRY sees strong loyalty throughout pandemic ASRY’s strategy of maximising customer satisfaction saw benefits in 2020 as its list of loyal repeat customers not only kept returning, but also grew in number. Two new fleet agreements were signed with Great Eastern Ship Management of India and Dynacom of Greece, adding to the dozens in place that include Bahri, Stolt Tankers, Odfjell, Maersk, and more.

The total number of projects for the year hit 149, on par with previous years, with rig repairs making up for approximately 36% of the annual commercial revenues, and ship and navy repairs contributing the remaining 67%. Interestingly, on the ship repair side of the business, there was a rise in the proportion of income from the international market versus the regional market as 60% of revenues came from outside the Middle East. This was the most visible effect of COVID throughout the year as regional business tended to remain domestic due to travel restrictions.

Occupancy remained strong throughout the year, despite the pandemic, largely due to the yards long-term relationships which allowed more flexibility in scheduling, pricing, and terms. The Kingdom of Bahrain also had an exemplary response to the pandemic with easy entrance testing procedures, no quarantine period and well controlled cases across the country.

New majority shareholders of ASRY, the Bahrain governments National Oil and Gas Authority (NOGA), made good on its promise of investment and modernisation within the first year of its involvement. Significant

Page 66 – www.shipandoffshorerepair.com

infrastructure improvements came online in 2020, including new stateof-the-art LED dock lights, a fleet of new cherry pickers, and upgrading machinery across all workshops. This year there are more ambitious plans with approval already been given for a slop handling facility, crane upgrades, and two SPMT units.

During December 2020 two Libyan-owned tankers were in the yard for general repairs – the 112,664 dwt 2002-built tanker El Gurdabia, owned by Libya’s General National Maritime Transport (GNMT), Tripoli and managed by V. Ships UK, Glasgow, and the 112,668 dwt 2002-built

New cherry pickers at ASRY

SORJ (Ship and Offshore Repair Journal)

Ships must sail.

Albwardy Damen. We carry out repairs, maintenance and conversion of some 500 ships per year. Our mobile teams are operating from five locations and cover the UAE and Oman main ports and anchorages. New building of Damen and Non-Damen design in steel and aluminum.

Operating 24/7 and with 1200 staff in all disciplines we carry out 80% of repairs in-house.

Whatever project we do, our solutions come with an uncompromising dedication to safety, quality and efficiency.

DUBAI | FUJAIRAH | SHARJAH | SOHAR | SALALAH Find out more on Albwardydamen.com

Volume 17 Issue 5 – Page 67

Middle East tanker Intisak, also owned by Libya’s GNMT. One of the largest ships in for repair during December was the 309,988 dwt 2011-built tanker Awtad, owned by South Korea’s Hanjin Shipping. ASRY has always been successful in the chemical tanker repair market – in December the 37,446 dwt 1997-built chemical tanker Bow Cardinal, owned by Norway’s Odfjell Tankers was in the yard.

During January this year (2021), ASRY had a total of four large tankers in for repair (including the Awtad from December) – the 317,000 dwt 2003-built Shiblah, owned by Bahri – National Shipping Co of Saudi Arabia, the 300,390 dwt 2006-built Sake (ex Takasaki), and the 302,481 dwt 2005-built Yio, owned by Greece’s Sun Enterprises Services Ltd and managed by Dynacom Tankers Management.

A number of offshore projects underway in DDW Earlier this year (2021) Drydocks World, Dubai (DDW), part of the DP World group of companies, completed the production on two Calm Buoys for the Ras Markaz Crude Oil Park Project for clients, Bluewater Energy Services BV, China Petroleum Pipeline Engineering (Oman Branch) and Oman Tank Terminal.

Catenary anchor leg mooring Calm Buoys act as offshore floating hulls to transfer stabilised crude and refined hydrocarbon products while tethering even the largest crude carriers to onshore terminals via up to 400 Megatons hawser load.

These Calm Buoys will eventually be moored at a crude oil storage terminal off the coast of Oman with maximum transfer capacity of each 2 x 8,000 m3/hr. Joined by a pipeline end manifold (PLEM), this was also fabricated by DDW for a design pressure of 48 bar.

In the renewables market, DDW recently commenced production on a High Voltage Alternating Current (HVAC) Transformer Station Topside, named Hollandse Kust Zuid (HKZ) Beta. This is the third Topside that DDW will be constructing for Petrofac and end-client TenneT, and the second project for the HKZ windfarm.

The HVAC platform will form part of a renewable energy wind farm, located in the HKZ grid connection in Netherlands sector of the North Sea. The topside will weigh approximately 3,700 tonnes and will have a connection capacity of 700 MW. The expansive project scope

One of the two Calm Buoys for the Ras Markaz Crude Oil Park

Page 68 – www.shipandoffshorerepair.com

for Drydocks World covers production engineering, construction and mechanical completion. Pre-commissioning, commissioning assistance, load-out, sea fastening and HVAC (EPC) for the topside, will also be delivered.

Also recently completed at DDW was the construction on a Turret Mooring System (TMS) for SBM Offshore and end-client Equinor. The TMS will be integrated with the Johan Castberg FPSO in Singapore, and deployed for operation offshore in the Norwegian sector of the Barents Sea. The 8,000+ tonne internal TMS will enable the vessel to passively weathervane around the anchor legs, while simultaneously transferring fluids, power, and communications signals between the vessel and the subsea equipment. Drydocks World completed the TMS in four units, and was responsible for the production engineering, procurement, construction and testing of system components.

During September 2020 DDW commenced work on the Jotun FPSO fabrication of the turntable project for Bluewater Energy for end client, Vår Energi. This Turntable is part of a Turret Mooring System (TMS) for the Jotun A FPSO, which will be permanently moored and operated at the Balder field in the Norwegian Sector of the North Sea. The Turntable is 24 m in diameter and 10 m high, weighing some 925 tonnes. The project is scheduled to be delivered by the mid of 2021.

The turntable will be designed, fabricated and tested in accordance with stringent Norwegian & International Standards.

DDW is also currently converting a ship into a crane vessel named Bokalift 2. This vessel is designed to carry out a variety of offshore operations including the transport and installation of wind turbine foundations as well as the installation and decommissioning of offshore platforms.

The project is expected to use 9,000 tonnes of steel, and a 4,000 tonne capacity crane will be installed on the vessel. The yard will carry out the conversion work to Bureau Veritas (BV) class rules starting with detailed engineering, supply of steel, piping and electrical bulk material, construction, and installation of client issued equipment until mechanical completion.

DDW is one of the largest repair facilities in the Middle East and as such carries out repairs to a vast number and type of ships each year.

During 2020, DDW carried out scheduled repairs to some nine LNG tankers. This has continued in 2021 with a number of LNG tankers either having been in the yard or booked. These include the 177,000 m3 capacity 2015-built LNG Bonny II, owned by Nigeria LNG, the 150,900 m3 2008-built Explorer –LNG tanker, owned by Belgium’s Exmar, and the 142,656 m3 LNG Cross River, which is owned by Nigerian LNG and managed by Anglo Eastern (UK).

With the yard’s large drydocks, the VLCC/ULCC tanker market is also a success for DDW. Latest visitors have included 299,506 dwt 2017-built Wasit, owned by Greece’s Metrostar Management, the 321,234 dwt 2010-built Wedyan, owned by South Korea’s KLC Shipmanagement, and the 319,761 dwt 2010-built Dar Salwa, owned by the Kuwait Oil Tanker Co (KOTC). DDW is currently over half way through a regular three-year fleet repair contract with KOTC. During December 2020, Hafnia Shipmanagement’s 76,580 dwt 2008-built product tanker BW Rhine suffered damage from an external explosion while in the Saudi Arabian port of Jeddah. She is now in DDW undergoing explosion damage repairs.

During late last year (2020), DDW joined a Consortium to transform Montenegro’s Bijela Shipyard Boka Bay into a world-class superyacht service, maintenance, repair and refit facility. The consortium comprises

Middle East

LNG tankers in N-KOM

DDW, the Investment Corporation of Dubai (ICD) and Damen. It was decided that Damen’s role in the redevelopment of the former Bijela Shipyard, should now be taken up by a new consortium member, DDW.

Good financial figures for Nakilat Qatar Gas Transport Company, which is the owner of the N-KOM shipyard in Ras Laffan has announced its financial results for the year ended December 31st 2020. The Group reported a consolidated net profit of QR1,161m in 2020, an increase of 15.7%, as compared to the same period in 2019.

Even though the global economy and LNG shipping market were impacted by the COVID-19 pandemic for most of 2020, Nakilat continued to demonstrate great resilience as reflected in its operational and financial performance for the year. This includes the safe completion of the second phase fleet management transition involving seven LNG tankers, delivery of two MEGI LNG newbuilds, as well as the first FSRU transition to NSQL-management.

Eng. Abdullah Fadhalah Al Sulaiti, Chief Executive Officer (CEO) of Nakilat said, “Amid the challenging business landscape, Nakilat remained steadfast in executing our long-term strategies, sustaining operational efficiencies while ensuring fiscal discipline across our global shipping and maritime operations. We were able to quickly adapt to the new normal of operating and demonstrated great resilience, as evident from our business and operational accomplishments throughout the year. The company persevered and has managed to sustain its growth momentum while continuing to create value for our shareholders, thanks to the valuable efforts and contributions of our employees and seafarers. We would also like to extend our appreciation to Qatar Petroleum for their support, as well as our strategic partner Qatargas in playing a significant role to

ensure our robust financial performance. Such synergies help drive the company’s vision to be a global leader and provider of choice for energy transportation and maritime services.”

During 2020, N-KOM won contracts for the repair of five LNG tankers, four of which were Qatar Gas or Qatar Gas related ships, and one from Greece’s Maran Gas. Last year also saw the first FSRU repaired

by N-KOM. The yard was initially set up for the repair of Qatar Gas LNG tankers, and many will be drydocked during 2021.

However, N-KOM is now achieving a growing reputation in the repair of other types of ships, including containerships and bulk carriers. The yard is also the location for many offshore rig repairs, especially the many jack-up units operating in the Arabian Gulf. The yard also has a facility for the repair of smaller ships, such as OSVs and PSVs.

Albwardy Damen positive for this year Willem Moelker of UAE’s Alwardy Damen recently told SORJ, “We were very positive for 2020 until COVID-19 came, but in the end, last year saw huge challenges for everyone, including us. Most important thing for us was to keep everyone safe and put measures in place that allowed us to continue the business safely.

“We decided early on to adopt a robust approach to COVID-19 and spent a lot of time in March and April putting suitable protocols in place to protect our workforce and the business. We have been fully transparent with our clients throughout about our COVID situation which was received very well.

“Our – in-house, one stop shop model was a huge benefit in 2020.

Many subcontractors were having operational challenges and struggled with personnel and travelling during the lockdown. We only needed materials and components from outside and we could rely almost entirely on our own personnel. This allowed us to operate at full capacity during 2020 at our main sites. Our Sharjah yard has been fully occupied for the whole year and in our other locations saw a healthy workload in 2020.

“The offshore market was badly affected by the low oil prices and this also showed in our yards, no offshore projects or rig repairs were undertaken in 2020. However, the yards drydocked and repaired around 400 vessels, mainly ‘business as usual’ projects, which was similar to 2019. Our afloat division also did very well with some larger afloat projects. Most noticeable were some big deck upgrading work on two MR-sized tankers and fire damage repairs on-board a large containership.

“We are currently expanding our dry berth area by one more repair berth, mainly to allow our newbuilding department to build larger vessels.

We are currently constructing two vessels, which will be the largest ever built in UAE. These are one troop transport carrier for the Nigerian Navy at 100 m length, and one 80 m Multibuster, a shallow water, multi-role platform with many uses in civil works, O&G and EPC/Decom industries.”

NORDMARIN continues to increase

OSV alongside at Albwardy Damen’s Sharjah facility

According to Paul Friedberg, Managing Director of Dubai’s NORDMARIN, “It would be wrong to say that NORDMARIN LLC was not affected by the COVID-19 pandemic, but the fact of the matter is that we had a better performance in 2020 compared with 2019, both in terms of revenue and profit.

“During 2020 we had the highest number of drydockings the company

Volume 17 Issue 5 – Page 69

Middle East

The Allianz Force in DMC for repairs by NORDMARIN

has ever done - 43 drydockings and during the lock down period in Dubai in the month of April 2020 we were very busy with three dockings being carried out in parallel.

“The main challenges during the COVID-19 pandemic have been sourcing of materials and equipment as well as logistical challenges in terms of getting supplies delivered to Dubai Maritime City (DMC). In general, 2020 has been more challenging than in previous years in terms of cash flow. It has been more problematic than ever to get our customers to pay on time.

“During the lock down period in Dubai in April 2020, NORDMARIN LLC carried out the fastest ever five-year survey on-board Allianz Middle East Ship management’s 1,393 dwt OSV Allianz Force. The docking was performed in eight days only, which included full hull preservation, basic overhaul of propulsion system as well as a considerable mechanical and steel/piping work. Allianz ME complimented NORDMARIN LLC for this achievement, ref enclosed picture of the vessel ready for undocking.

“NORDMARIN has maintained a 140 strong workforce and this year (2021) has started well and we see a good trend for the marine repair market going forward.”

How DNV GL (ME) has coped with COVID-19 The COVID-19 pandemic has affected all areas of the industry and all areas of the world. So how has DNV GL’s office in Dubai (UAE), which is responsible for activities in the Middle East and Africa, coped during these uncertain times? Ian Edwards (Area Manager, Middle East & Africa at DNV GL – Maritime) and Bijali Nair (Regional Offshore Class Manager South East Europe, Africa, Middle East & India), explained how DNV GL (Dubai) has coped.

“During the pandemic, we have been quite busy – we have remained fully operational despite the disruptions caused by the crisis. This is very important as our clients (shipowners, ship operators and offshore contractors) are totally dependent upon us to keep their ships and rigs fully operational. While it is essential to keep all our surveys and operations going as normal, we have also had to secure the health and safety of our employees, the clients’ employees and the wider society – keeping all safe

Page 70 – www.shipandoffshorerepair.com

and well. Our employees have continued to carry out survey work onboard ship, at home or in the office.

“What we did when COVID-19 first hit the industry early last year (2020), was to mobilise ‘crisis teams’ to deal with the pandemic in each of the different countries in which we operate, and those crisis teams had to introduce procedures for us to follow, procedures which had to be aligned with Governmental requirements in individual countries and aligned with a global standard. We now have weekly meetings on crisis teams’ organisation to discuss various updates from the different countries, so we can be aligned with all the latest regulations and requirements.”

Ian Edwards has been leading the crisis response team in the UAE and sharing all information with the network of maritime offices in the area for which the Dubai office is responsible. “In terms of survey activity, it has been carried out under special procedures and guidelines, with an emphasis upon the safety of our employees and the safety of on-board crews. DNV GL prides itself on managing the risk for its clients, but now also for ourselves. So our employees go on-board when it is deemed safe to do so and with necessary PPE to minimise the risk.

“We have all seen the news that crews have been struggling during the pandemic, stuck on-board ships for months on end, but we now see more crew changes taking place, which is ideal for the seafarers. However, this does increase the infection risk element on-board ships, so we are always checking with the client prior to accepting a survey request. The movement of the vessel, and whether any of the crew has symptoms must be taken into consideration. We do this through a ‘central planning team’, which is located in various locations in the region. In addition we always speak to the Master before attending the ship, to verify the conditions before we go on-board.

“With all this planning, the issue of PPE and the recommendation of non-contact between our team and the crew, it has allowed us to carry out surveys efficiently and safely – we have had very few cases of our surveyors becoming infected after a ship visit.

“We have continued to carry out survey work while the ship is in drydock in various locations throughout the Middle East. There is not a lot of difference between carrying out survey work in drydock compared with other locations (offshore or alongside). The approach is very similar despite having a great deal more people on-board. We adhere to the clients’ and the shipyards’ requirements, so it hasn’t thrown up any particular problems.

“With our strong presence in most of the Middle East countries and local offices, we have been able to carry out the necessary survey work.

Ian Edwards

Middle East “We have had the system of remote surveys available well before the crisis came upon the industry, going back to 2018. This has been part of DNV GL’s digital journey. We have seen this as a very good solution to help our clients – reducing time and inconvenience to the client. This has now turned into being an essential part of what we can offer during the COVID-19 crisis. We were in a position whereby we didn’t have to scramble to make this available – a solid platform was already in place when the crisis began. As a result of the crisis, the availability of remote surveys has expanded. We have already completed more than 20,000 remote surveys.

“During the crisis we have managed to expand the offering, for example we can now carry out periodical survey work and closing out of class work. It is not always easy – we have to rely upon the effectiveness of the crew for data. The bandwidth for the live streaming is also sometimes a problem when carrying out more complex survey work.

“The crisis has increased the requests for remote surveys. We have now completed an average of 300 remote surveys/week, noting a 33% increase. DNV GL also worked to provide component and material certification (CMC) services remotely where needed during the pandemic.

Alongside remote surveys generally, DNV GL launched Machinery Maintenance Connect (MMC) a new, remote approach to the machinery planned maintenance system (MPMS). Instead of requiring surveyors to travel to each individual vessel and go onboard, machinery data can be processed via algorithms and presented to customers in a digital dashboard – enabling the survey of a complete fleet in one process and unlocking new insights into vessel and fleet performance. I would expect remote surveys Post-COVID to remain. However, the ‘surveyor’ remains the most important aspect of the work we do. I don’t see an imminent replacement for the very experienced DNV GL surveyor for the large scale survey work.

“We have seen, during the crisis, that the UAE was the first country in the area to open up for crew changes following strict health and safety procedures, so that has resulted in an increase of calls by shipowners in this country – we have subsequently had a busy time. Our surveyors have been fully occupied in the UAE for the past six months, with no idle time.

That appears to indicate a preference by shipowners/operators for doing work in the UAE. UAE is a country with many ports and a very effective logistical system for equipment and services, not available in other countries. The UAE has had a very effective answer to the crisis with a balanced approach between health and safety requirements and keeping business going.

“DNV GL has been using drones going back to 2015 – the first drone survey was carried out in 2016 and the first MOU drone survey was conducted already in 2017. DNV GL has now developed technology to include ultra-sonic testing in the drone. We can therefore carry out thickness measurements using a drone. There are problems in using drones in tanks (lighting), GPS connection etc. So it’s not all plain sailing using drones. The target in the future is to overcome these challenges.

“There are also regulatory challenges for the use of drones in some countries – to obtain a licence or permission to use drones is not always straight forward. The client is the one that needs to request a drone survey – we have that capability if requested. However, in this part of the world, we do not see a vast number of requests.

“One development by DNV GL is to expand our Maritime team in Oman (Muscat), within the existing DNV GL office there. We are also strengthening our team in Saudi Arabia as that country develops and expands.

“The dedication of our team was recently seen in Oman when, during

Bijali Nair

the first weeks of the COVID-19 crisis, a surveyor was on site in Duqm (where the large drydock is located). The travel regulations in Oman changed, but our surveyor took the decision not to leave but to remain in Duqm to complete his work. This resulted in him staying there for some months to complete work for other potential owners before being repatriated to Europe.

“We have various centres in the African continent, headquartered in Cape Town, which reports direct to the Dubai office. We also have a presence in Angola, Nigeria, Ghana, Morocco, Egypt etc. - Dubai is very well connected to the various hubs in Africa.

“Africa obviously covers a very large area and therefore a great deal of travel between countries is part of the operation. During the COVID-19 crisis we have experienced a number of problems with this travel due to various individual country restrictions and lack of travel availability.

Fortunately, we have been able to carry out a number of remote surveys, which has reduced this problem. Even prior COVID, remote survey work has been a success in Africa.”

Two more turnkey BWM system retrofits by Goltens Goltens Worldwide Service is headquartered in Dubai, with service facilities in some 14 countries, world-wide. Having completed a successful BWM system retrofitting project of one of its LNG tankers, Goltens Singapore was once again contracted by one of the world’s largest LNG tanker owners and operators to complete similar turnkey retrofits on two 15-year-old, LNG tankers. The work was carried out in Malaysia Marine & Heavy Engineering (MMHE), Pasir Gudang. The supplier of the BWM systems was South Korea’s Techcross – two sets of ECS-3,200 B, with three sets of ballast pumps of 3,200 m3/hr capacity.

While Goltens is the global leader in BWM system retrofits having completed well over 850 retrofit projects, designing and executing the

Volume 17 Issue 5 – Page 71

Middle East retrofit on such large vessels with one of the world’s largest ballast water systems presents a unique set of challenges.

The scope was comprehensive and included completion of the following throughout the project lifecycle: • 3D scanning & vessel survey • Basic and detailed engineering • Class approvals & Shipyard Management • Procurement & Prefabrication • Supply of material (big bore piping, small bore piping, site run piping & fittings, valves, actuators, cable, etc.)

• Installation and supervision in the yard For each vessel, Goltens Singapore deployed a skilled team to perform 3D scanning and perform ship checks. The scans were then registered and Goltens began the baseline design with 3D modelling software. Once the baseline models were accepted, Goltens moved quickly to complete the full engineering design package for approval by the owners and class prior to procurement of materials and equipment for prefabrication.

As was the case with the prior installation, the primary challenge for Goltens was space. The sheer size and number of the Techcross ballast pumps coupled with the limited area surrounding them was a design and planning challenge. The design team developed plans that optimised the space management and reviewed the designs thoroughly to ensure the machinery could be successfully installed and operated.

Quality management was also a primary focus during the prefabrication phase. Numerous quality and integrity inspections were completed by Goltens Engineers to ensure that the prefabricated pipe spools were satisfactory. As a final step, non-destructive testing was carried out by Goltens and completed to the owner’s representatives’ satisfaction.

The installation and commissioning of the systems were both completed at MMHE. Goltens deployed a skilled workforce of 60 personnel including supervisors to ensure the installation was executed to the design and completed successfully despite short drydocking schedules.

Installation followed the same five stages established in the prior successful Techcross retrofit.

• Remove the existing pipes to install the tie in spools, lift out the existing pipes and install the newly fabricated big bore (600A) pipes.

• Fabricate and install the foundation supports for the equipment (electro chamber unit, power distribution equipment, auto neutralisation unit and TRO sensor unit)

The port side electro chamber units after installation

Page 72 – www.shipandoffshorerepair.com

SCHOTTLE (ME)’s Dirk Wagner

• Lifting the equipment safely into the lowest deck of the engine room and securing the equipment.

• Completion of electrical works including - cable pulling, cable termination at main switchboards, power distribution equipment and equipment on-site.

• Installation of the small-bore piping between the equipment and bigbore spools.

Goltens worked closely with the owners and the shipyard throughout the process to drive progress and avoid any delays in completion. As a result, both installations were completed within the allotted time with one being executed in 18 days and the second project in 20 days.

New management at SCHOTTEL Middle East With effect from the beginning of April 2021, Dirk Wagner will take over as Managing Director at SCHOTTEL Middle East (SME) assuming the responsibilities of Andrew Bull, who will be leaving the company to pursue other outside interests.

Dirk Wagner has extensive experience and expertise in the area of ship propulsion. He joined SME when it was founded in 2011. Since then, he has been able to put this expertise to good use while being in charge of building up the SCHOTTEL subsidiary’s after-sales activities and expanding its territories into 23 countries in the MIA region (Middle East, Indian subcontinent, English speaking Africa).

After earning a Higher National Diploma (HND) in Mechanical Engineering, the German national worked in various positions in the MIA region for more than 10 years, gaining in-depth knowledge of the market.

Andrew Bull has been with SME since its foundation as Managing Director. Under his leadership, the company has developed into a significant regional subsidiary within the SCHOTTEL Group. SORJ

Dockgate

by Michael Grey MBE

Disappointment again I had been reading about some chap who had managed to operate a small plane using a hydrogen fuel cell, who suggested that this could be the future for air transport, which will clearly be mercilessly targeted by the greens when people all get flying again. He believed it could be scaled up so that a 100 seater could be operating in the foreseeable future. His optimism must Michael Grey have affected me, so when a few minutes later I read of a fully laden VLCC completing a ‘carbon-neutral’ voyage, my natural scepticism initially failed to engage its overdrive mechanism.

What on earth had they found to burn in their mighty diesel that could leave the environment thus unsullied? Had they managed to roof over the vast tank deck with new and high performance solar panels, or festooned the foredeck with different kinds of powerful wind assistance that helped them along in the south-west monsoon?

And even if the cargo was the lowest of low-sulphur crude, whatever they might do to it in the refinery to which it was despatched, it could hardly be described as “sustainable” by even the most even-handed climate activist.

It wasn’t exactly a hoax, but a disappointment nonetheless, because it turned out that the ship was perfectly conventional and the cargo little different to anything else that is ever tipped into a VLCC’s monstrous tanks. The considerable amount of carbon emitted on the voyage, it turned out, had been ‘offset’ and some vast number of carbon eating trees, would duly be planted somewhere to compensate for the ship’s assault upon the planet. You might suggest that as a piece of creative public relations, it was effective, as such an ‘offsetting’ strategy was being followed by an increasing number of people whose consciences were tweaked by the thought of their personal emissions, as they jetted off into the blue yonder.

The tens of thousands of enthusiasts who attend international climate change conferences, such as the one we are eagerly anticipating in the UK this year, make a point of noisily advertising their virtue in such a fashion. There are fewer such travellers today, apart from a few glamorous “influencers” lurking in sunny places, as nobody is going anywhere very much as long as the pandemic rages, so perhaps the VLCC voyage was more likely to be a hit with the public. I had heard earlier of a big containership voyage also being so compensated, but that wasn’t really noticed by anyone. I can imagine the reaction of some current shipper, already wrathful at the price hike of his container shipment, being asked if he would like to pay a bit more as a climate ‘offset’. It possibly won’t catch on.

Probably more effective at deflecting the rage of the regiments of activists who will be gearing themselves up before the Glasgow meeting, to focus their wrath on international shipping, is the practice of totting up the amount of carbon that is not emitted as a result of sensible operational practices over a period of time. I suspect that

VLCCs will inevitably be diesel driven

I am not alone in my inability to imagine what a tonne of carbon dioxide would look like, but the aggregated tonnage from a large fleet in which there has been a general reduction in service speed on passage looks very impressive, when set out on paper.

Then there are all the add-ons from other means of fuel saving that might have been practiced, such as better coatings and lowered resistance from a regular scrub and polished propellers, all lavishly described in the more technical pages of this journal on a regular basis. Simply keeping the machinery in tune and well-maintained, I have read in these pages, saves appreciable tonnages of carbon. And it is a real, unarguable saving of emissions that are not emitted, which makes a lot more sense than paying notional sums that may, or may not (when the administration fees are taken into account) possibly plant some trees at some unspecified time and place, in the future.

Not just cosmetics There will be serious professional readers of this journal who, as proprietors of shiprepair companies, will in a position to correct this impression, should it be wrong, but is it a fact that there are many more very scruffy-looking ships around at the moment? Ships, moreover, operated by companies who in the past seem to have paid a lot of attention to the “cosmetic” appearance of their tonnage.

One must agree that we have moved on from the days of the great owners like the terrifying old Lord Vestey, who sat in his baronial hall on the Isle of Wight with a huge telescope studying the appearance of his ships as they passed up the Channel, and telephoning the London office with orders to sack the mate on arrival, if the ship failed to impress. Today, overside painting is no longer done by the pitifully small crews, and is heavily dependent on what is done during the ship’s visit to the repairer. And that, of course depends on the budget that is allocated to buy coatings, which range from the mundane to the long-lasting and sophisticated.

Budgets are being strained, without a doubt, and it is notable, particularly among various types of ships that were once known for their smart appearance. Nobody can be even slightly surprised that the offshore fleet no longer has the yacht-like appearance that once gleamed alongside the quay in places like Aberdeen. Go further

Volume 17 Issue 5 – Page 73

Dockgate scruffiness to the world. Some of those old, dead, liner lords would have insisted on their ships being properly painted until the day of demolition.

Bollards with brains

With sophisticated mooring lines made of unbreakable compositions, bollards have been known to have been torn out of their concrete foundations

afield to some of the more remote offshore fields and you will look hard to see a smart supply boat, but as their daily rates scarcely pays for the crew, let alone a pot of paint, you can draw the obvious conclusions. There are also some surprisingly scruffy containerships, although it could perhaps be argued that all the money is being spent beneath the waterline.

You might suggest that the ‘corporates’, as opposed to companies that are owned by individuals, are more penny-conscious in these difficult times, and there might be something in the notion. It is in these companies, with their legions of intemperate shareholders, where the powers of the finance directors are greatest. They are unimpressed by the sentiments of pride in a ship’s appearance and will only register approval, if the unit is making a consistent profit. You can still see smartly painted ships and without wishing to embarrass anyone, you might single out Greek owned tanker tonnage and some of the far eastern owned container fleets, where appearance still obviously matters.

Maybe we are looking for explanations that are less complicated, and the scruffy container ships are units that are being phased out, replaced by the newest fleet of giants, and shortly to be recycled. But you cannot help wondering, especially when the name of the carrier can be seen on the rust-streaked shell plating, advertising their

Most containerships are well maintained

Page 74 – www.shipandoffshorerepair.com

There was a short, but mysterious account some weeks ago about a new effort in the Port of Rotterdam to ascertain the forces that are actually generated by a ship’s moorings as she lies alongside. One sort of assumes, as the ship sends her lines ashore, that the bollards on the quayside will be strong enough to cope with the forces upon it, something that used to be confidently left to the civil engineers and nothing to do with less cerebral mariners.

But there have been real problems, with the escalation in ship sizes, and the colossal windage that can be generated, that has seen moorings broken. Moreover, with sophisticated mooring lines made of unbreakable compositions, bollards have been torn out of their concrete foundations. To try and better understand the forces that these quayside fittings have to put up with, engineers and scientists have designed what might be described as an “intelligent” mooring bollard, which can record the actual forces upon it, as opposed to what might be estimated by clever computers. It seems a worthwhile idea and it will be interested to see what new intelligence might be generated, to feed into port engineering departments. Simple sailors however might suggest that the solution to ships breaking adrift might lie in the provision of less exposed berths and smaller sail areas, neither of which is likely to be acceptable to the bean counters.

One solution that seems to commend itself to ports operating berths where moorings need constant attention is the provision of powerful tensioners on the quayside that will keep the ship securely alongside in all conditions, even in a very exposed berth. It is, of course, capital equipment that will be for the port’s account, but if the alternative is the ship breaking adrift, or serious structural damage to the quayside as the vessel ranges, in a swell, there appears a good argument for its adoption. SORJ

Agents Contact Directory International Association of Shiprepair Agents

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

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

Baltic States

MARINE MARKETING INTERNATIONAL LTD

Unit G15 Challenge House Sherwood Drive, Bletchley, Milton Keynes, MK3 6DP, United Kingdom Tel: +44 (0) 1908 378822 Mobile: +44 (0) 7720 074113 Email: repair@marine.marketing Web: www.marine.marketing Contact: Mike McMahon, Katie Grummett, Jen Buckley, Alex Cesca Companies Represented Shipyards Abu Dhabi Ship Building (Adu Dhabi, UAE) Baltyard (Gdynia, Poland) Carell SA (Piraeus, Greece) CARENA (Abidjan, Ivory Coast) CARIDOC (Chagueramas, Trinidad) ChengXi Shipyard (Jiangyin, China) CSBC Corporation (Kaohsiung, Taiwan) CIC Shipyards Group (China) CMR Tunisia (Menzel Bourguiba, Tunisia) Cotecmar, (Cartagena, Colombia) Colombo Dockyard (Colombo, Sri Lanka) Detyens Shipyard (Charleston, USA) EBH South Africa (Capetown & Durban, South Africa) Namdock (Walvis Bay, Namibia) EDR Shipyard (Antwerp, Belgium) Malaysia Marine & Heavy Engineering (Pasir Gudang, Malaysia) MTG Dolphin (Varna, Bulgaria) Navalrocha SA (Lisbon, Portugal) Oman Drydock Company, (Duqm, Oman) Qingdao Beihai Shipyard, (Qingdao, China) Shanhaiguan Shipyard (Qinghuangdao, China) Guangzhou Wenchong Dockyard (Guangzhou, China) Marine Services BIO-UV Ballast Water Treatment (Lunel, France) Boilerman Ltd (Shanghai, China) Estonian Rope Access Solutions ERAS (Tallin, Estonia) Kwang Youn Gi Engineering (Kaohsiung, Taiwan) Laser Cladding Technologies (Worksop, UK) Marine Services and Shipping MSS (Farnham, UK) PB Asher (Southampton, UK) Singatac Engineering (Singapore and Bintan, Indonesia) Sinco Automation (Singapore, Indonesia, Taiwan, Malaysia) Sunrui Balchlor Ballast Water Treatment (Qingdao, China) Shanghai Willing (Shanghai, China) Zhoushan Haitong Tank Cleaning (Shanghai, China) Versitec Shaft Seals, (Port Colborne, Canada) TruMarine Group (Rotterdam, Singapore, Tianjin, Shanghai, Zhoushan, Guangzhou, Dubai) PMax One Services (Singapore)

Australia

HEMPSTEAD MARINE SERVICES

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

LITHUANIA, LATVIA, ESTONIA, POLAND, RUSSIA, UKRAINE

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

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

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

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, 7853 TC Wezuperbrug, The Netherlands SHIPYARDS: EUROPE: Bulyard (Bulgaria) Bredo Drydocks (Germany) Gibdock (Gibraltar) 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 Cyprus

AIMSS V.O.F

Jan van Polanenkade 3, 4811 KM, 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) 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

China

A. P. & A. LTD (CHINA)

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

ADVERTISE WITH US THIS YEAR

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

Denmark / Finland

JML SHIPYARD AGENCY

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

Page 76 – www.shipandoffshorerepair.com

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

Germany

COMBITRADE GMBH Caffamacherreihe 7, 20355 Hamburg, Germany Tel: +49 40 80 80 110 600 Fax: +49 40 80 80 110 699 Email: combitrade@combitrade.de Contact: Andreas Schou (+49 172 453 5135) Eike Lohmann (+49 151 742 30009) Shipyards Represented EUROPE A&P Tyne (UK) A&P Tees (UK) A&P Falmouth (UK) Aviles Shipyard (North of Spain) Desan Shipyard (Turkey) Eiffel Industries Marine (France Atlantic Side) Gibdock (Gibraltar) La Nuova Meccanica Navale Srl (Italy) MTG Dolphin (Bulgaria) Nauta Shipyard (Poland) MIDDLE EAST Heisco (Kuwait) AFRICA Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – (Durban – Capetown – East London) (South Africa) SINGAPORE ST Engineering Marine (Singapore) INDIAN OCEAN Colombo Dockyard (Sri Lanka) FAR EAST CHI Dalian (China) CHI Nantong (China) CHI Shanghai (Changxing + Huajing + Donggou) (China) CHI Zhoushan (China) CHI Guangdong (China) CSSC Guangzhou Huangpu Shipyard (China) Zhoushan Xinya Shipyard, Zhoushan (China) Jinhai Shipyard, Zhoushan (China) Fujian Huadong Shipyard, Fuzhou (China) Beihai Shipyard, Qingdao (China)

CUD, Weihai (China) CSSV Guangxi Shipbuilding, Qingdao (China) CSBC Koahsiung (Taiwan) CSBC Keelung (Taiwan) Mitsubishi Heavy Industries (Japan) Hyundai Mipo Dockyard (Korea) ORIENT SHIPYARD CO. LTD (HQ) Busan & Gwangyang Shipyard (Korea) Sam Kang Shipbuilding & Conversion (Korea) CENTRAL AMERICA Caribbean Drydock (Cuba) Caribbean Dockyard (Trinidad & Tobago) SOUTH AMERICA SIMA, Callao (PERU) Cotecmar, Mamonal (Colombia) Tsakos Industrias Navales (Uruguay) Special Services Edilcom Ou – worldwide (Thickness Measurement, Flying Squad), Entirely Shipping & Trading - Romania (afloat voyage repair/main engine overhaul), Marine Technical Services (MTS) - worldwide (Port Repair, Voyage Repair), Marcontrel – worldwide (Port Repair, Voyage Repair and Electric Cargo Crane Automation), Marship (afloat repair with own berth/voyage repair in European ports/yards), STEP Consolidated – workshops in Brazil, Portugal and South Africa(Port Repair, Voyage Repair incl Flying Squads) M.M. Shipping - Whole Indian Coast (port/voyage repair/spares supply) Seagull Marine – SE Asia (Port Repair, Voyage Repair, specialised in PBCT propeller), Kwang-Youn-Gi Engineering Co. Ltd – Taiwan (Repair workshop with flying squad), Alnmaritec (Aluminium-Workboats), Port Marine Contractors (PTY) LTD – South Africa (Port Repair, Voyage Repair), Pasras - Balboa (port repair, specialised in ship’s automation / main engine remote & safety) Pro Nautas. Leer (Germany) (nautical equipment, SAT communication & IT on board) Loewe Marine, Bremen (Germany) (newbuilding & repair, rudder & stearing gear, ECO design) Bacviet, Haiphong (Taiwan) (port and voyage repair incl spare parts) New Hai An Marine Engineering, Shenzhen (China) (port repair, afloat incl steel renewal, piping & electrical repairs & tank cleaning) Shanghai Marine Technology (China) (specialized in port repair, voyage repair) Hatchtec Marine Service, Shanghai (China) (specialized in hatch cover/deck crane/windless/winch/roro/grab) 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

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 Yiu Lian Dockyards (Weihai) 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 Dry Docks GmbH, 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 Spares and Equipment Brightsun Marine Pte. Ltd, Singapore Greentec Marine Engineering Co., Ltd IHB ShipDesign AD LAB S.A., scrubber maker SunRui Marine Environment Engineering Company, China Senda Shipping Engineering & Service Ltd, China VICUS Desarrollos Tecnologicos S.L.

Greece

A. P. & A. LTD (GREECE)

Bona Vista Plaza, 3 Xanthou Street, 166 74 Glyfada, Athens, Greece Tel: +30 210 8983 463 Fax: +30 210 8983 434 Email: repairs@apaltd.gr Contact: Andreas Papadakis, Ingrid Papadakis China Cosco Group Qingdao Beihai Shipbuilding Heavy Industry DSIC Changxingdao ex DSIC Marine Shanhaiguan Shipbuilding Industry CUD Weihai Huarun Dadong Dockyard Zhoushan Xinya Shipyard Zhoushan IMC-YongYue Shipyard Paxocean Zhoushan Zhoushan Huafeng Shipyard Zhoushan Nanyang Star Shipbuilding ex Nasco Yiu Lian Dockyards - Zhoushan Yiu Lian Dockyards - Shekou Yiu Lian Dockyards - Hong Kong Guangzhou Wenchong Dockyard Fujian Huadong Shipyard South East Asia Sembcorp Marine Repairs - Singapore (case by case) Paxocean Singapore Paxocean Indonesia - Batam Island ASL Shipyard - Batam Island Turkey - Black Sea Sefine Shipyard TK Tuzla Shipyard Besiktas Shipyard Odessos Shiprepair Yard - Bulgaria Bulyard Shipbuilding - Bulgaria Africa Namibia Drydock - Namibia Dormac Marine & Engineering - South Africa Caribbean Area Caribbean Dockyard & Engineering Services

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)

Volume 17 Issue 5 – Page 77

Agents Contact Directory

ADVERTISE WITH US THIS YEAR

ADVERTISE WITH US THIS YEAR

Italy

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

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)

Gildo Pastor Center, 7 Rue du Gabian, MC 98000, Monaco Switchboard: + 377 98801360 Fax: + 377 97987848 Email: tech@cariservice.com Web: www.cambiasorissoservice.com Contact: Massimiliano (Max) Iguera Direct Line: +377 98 801361 Mobile: +33 640 623327 Private email: max@cariservice.com Contact: Giovanni Palumbo Direct Line: + 377 98801362 Mobile: +33 640616602 Contact: Nicolò Iguera Direct Line: + 377 98801364 Mobile: +33 640623184 Companies Represented ASMAR, Chile China Shipbuilding Corporation (Taiwan) • Kahosiung Shipyard • Keelung Shipyard Cosco Shipping Heavy Industry • Cosco Dalian Shipyard • Cosco Guangdong Shipyard • Cosco Nantong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Qidong Offshore • Cosco Shipping Ppa, Greece • Cic Changxing Shipyard • Cic Boluomiao Shipyard • Nacks • Dacks • Cic Jiangsu Dakarnave (Senegal) Detyens Shipyard (USA) DDW Shipyard Paxocean Batam DDW Paxocean Shipyard Singapore Elefsis Shipyards and Neorion Shipyard (Greece) Elgin Brown & Hamer (South Africa) Elgin Brown & Hamer Walvis Bay (Namibia) Enavi (Brasil) Fincantieri Group (Italy) Gdansk Shiprepair Yard (Poland) GMD SHipyard (New York) Grand Bahama Shipyard (Bahamas) Halifax Shipyard Hong Kong United Dockyard (HK) IMC – Yy Zhoushan (Zhoushan, China), Lisnave Estaleiros Navais SA (Portugal) MEC Panama Odessos Shiprepair Yard (Bulgaria) Qingdao Beihai Shipyard (China) Santierul Naval Costanta (Romania) Scamp Network Ltd (Gibraltar) Smit International (Rotterdam) Sefine Shipyard (Turkey) Tersan Shipyard (Turkey) Todd Pacific Shipyard (Seattle) Tsakos Indusrias Navales (Montevideo, Uruguay) Tuzla Shipyard (Turkey) Unithai Shipyard & Engineering (Thailand) Western India Shipyard (India)

Page 78 – www.shipandoffshorerepair.com

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)

Italy / Monaco / Switzerland Monaco

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),

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)

Agents Contact Directory The Netherlands

ESMA MARINE AGENCIES B.V.

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

ADVERTISE WITH US THIS YEAR EUROPE: Bulyard (Bulgaria) Bredo Drydocks (Germany) Gibdock (Gibraltar) 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:

Jan van Polanenkade 3, 4811 KM, 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) 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

Page 80 – www.shipandoffshorerepair.com

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

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:

A. P. & A. Ltd International House, 7 High St, London W5 5DB, United Kingdom Tel: +44 20 8840 8845 Fax: +44 20 8840 8843 Email: ship@apanda.com Web: www.apanda.com Contact: Andreas Papadakis, George Papadakis Companies Represented (Exclusive) Gdansk Shiprepair Yard Remontowa (Poland) Chantier Naval de Marseille San Giorgio del Porto, Genoa COSCO Heavy Industries Group (China) • Dalian • Guangdong • Nantong • Shanghai • Zhoushan Oman Dry Dock Tuzla Shipyard (Turkey) Coimbra Shiprepair (Brazil) Odessos Shiprepair Yard (Bulgaria) Unithai Shipyard ( Thailand)

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

Contact: Jessica Black Mobile: +44 (0) 7917 726274 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

AIMSS V.O.F

ADVERTISE WITH US THIS YEAR SORJ

Jan van Polanenkade 3, 4811 KM, 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) Marine Services • Diamond Ship (Taiwan) - Shop Stores Supply • General Shipping (Greece) - Tank Coating, Docking Services L&R& Turnkey MIDLAND Projects (UK) LTD. 27 Road(Singapore) - A/C & Refrigeration Plants & HVAC • Milton Index-Cool Hampton TW122LL Turnkey Solutions Tel: +44 (0) 20 3856 6520- Afloat, Underwater & Voyage • Nico International (UAE) D: +44 (0) 20 3856 6521 Repairs Mobile: +44 (0)-77 1214 8881 • PBM (Croatia) Governors & ME Services, Woodward Parts Email: jholloway@lrmidland.com & Services Web: • PMSwww.lrmidland.co.uk (Panama) - Afloat, Underwater & Voyage Repairs Contact: Holloway • RidingJon Team (Romania & Bulgaria) - Supply of Qualified Shipyards Represented Welders, Fitters, Technicians, Electricians etc.

Asmar – Punta Arenas (Chile) • WAROM (China) - Marine & Offshore Lighting Products Asmar – Talcahuano (Chile) • Winkong (China) - Afloat, Underwater & Voyage Repairs Asmar – Valparaiso (Chile) • Zebec Marine (India) - Design, Engineering & Consulting ASRY (Bahrain) Solution Dakarnave – Dakar (Senegal) Dormac – Cape Town (South Africa) Dormac – Durban (South Africa) China Dormac – Walvis Bay (South Africa) Estaleriro Jurong Aracruz – Aracruz (Brazil) Gemak – Tuzla (Turkey) Grand Bahama Shipyard – Freeport (Bahamas) NICO International – Fujairah, Dubai, Abu Dhabi (UAE) Oresund Drydocks – Landskrona (Sweden) Sembcorp Marine – Admiralty Yard (Singapore) Sembcorp Marine – Tuas Boulevard Yard (Singapore)

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)

MARINE MARKETING INTERNATIONAL LTD

ADVERTISE WITH US THIS YEAR

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, Cyprus 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) WSR Shipyard SERVICES ChengXi (Jiangyin,LTD China) CSBC Corporation (Kaohsiung, Taiwan) CIC Shipyards Group (China) 234 Ayias CMR TunisiaFylaxeos, (Menzel Bourguiba, Tunisia) CY 3082 Limassol, Cyprus Cotecmar, (Cartagena, Colombia) Tel: +357 25344418 Colombo Dockyard (Colombo, Sri Lanka) Email: mail.cy@umarwsr.com Detyens Shipyard (Charleston, USA) Web:South www.umarwsr.com EBH Africa (Capetown & Durban, South Africa) Companies(Walvis Represented – Shipyards Namdock Bay, Namibia) AASRY - Bahrain EDR Shipyard (Antwerp, Belgium) CaribbeanMarine Dockyard - Trinidad & Tobago Malaysia & Heavy Engineering (Pasir Gudang, Malaysia) Chengxi Shipyard - Shanghai, MTG Dolphin (Varna, Bulgaria) China Ciramar - Dominican Navalrocha SA (Lisbon,Republic Portugal) Colombo Dockyard Ltd - Sri(Duqm, LankaOman) Oman Drydock Company, Dakarnave - Dakar, Senegal Qingdao Beihai Shipyard, (Qingdao, China) Detyens Shipyards - Charleston, South Carolina, Shanhaiguan Shipyard (Qinghuangdao, China) USA Dormac Marine & Engineering Capetown/Durban, Guangzhou Wenchong Dockyard- (Guangzhou, China)South Africa EDR Antwerp Marine Services- Belgium Fayard A/S - Munkebo, Denmark BIO-UV Ballast Water Treatment (Lunel, France) Gemak Shipyard - Turkey Boilerman Ltd (Shanghai, China) German Dry Docks - Bremerhaven, Germany Estonian Rope Access Solutions Guangzhou Wenchong - South ERAS China(Tallin, Estonia) Kwang Engineering (Kaohsiung, Taiwan) HarlandYoun andGiWolff Heavy Industries - Belfast , N. Ireland Laser HRDDCladding DockyardTechnologies - Shanghai,(Worksop, China UK) Marine Services and Shipping MSS (Farnham, Hutchison Ports TNG (Talleres Navales del GolfoUK)S.A.) - Vera PB Asher UK) Cruz (Southampton, , Mexico Singatac Engineering (Singapore andFlorida, Bintan,USA Indonesia) International Ship Repair - Tampa, Sinco Indonesia, Taiwan, Malaysia) LisnaveAutomation Estaleiros (Singapore, Navais - Setubal, Portugal Sunrui Balchlor Ballast WaterGermany Treatment (Qingdao, China) Loyd Werft - Bremerhaven, Shanghai Willing (Shanghai, Marina Barcelona 92 - SpainChina) Zhoushan Haitong TankBulgaria Cleaning (Shanghai, China) MTG Dolphin - Varna, Versitec Seals, (Port- Tallinn, Colborne,Estonia Canada) NetamanShaft Repair Group TruMarine (Rotterdam, Tianjin, Shanghai, Papua NewGroup Guinea DockyardSingapore, - Papua New Guinea Sembcorp Marine Repairs & Upgrades - Singapore Zhoushan, Guangzhou, Dubai) SociberOne - Valparaiso, Chile PMax Services (Singapore) 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 SEADOCK MARINE AGENCIES Atlantis Marine Services LLC - Fujairah, UAE LTD 123 Minories,Contractors London EC3N 1NT, United Kingdom Underwater PTE-Singapore Tel: +44 (0)Contractors 20 7680 -Spain 4000 Underwater Fax: RIMS+44 BV (0) 20 7553 0001 Mobile: +44Services (0) 77 10 327 004 Argus Marine - Columbia Email: sales@seadockmarine.com Web: www.seadockmarine.com Contact: George D. Skinitis Denmark / Finland 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 (Nantong, China) JMLShipyard SHIPYARD AGENCY IMC YYHamngatan Shipyard (Zhoushan, Norra 38, China) Stonestar Shipyard (Weihai, 457 40 Fjällbacka, SwedenChina) Hankook Tel: +46Made 525(Mokpo, 310 83 Korea) TurboTechnik & Co.Managing KG (Wilhelmshaven, Contact: JensGmbH Larsson, Director Germany) Dynamic Co. (Piraeus, Mobile: +46 702 20Greece) 37 41 Bulyard (Varna, Bulgaria) Email: jens@jmlshipyardagency.com Astilleros (Algeciras, Spain) Contact: Cernaval Markus Larsson, Partner Mobile: +46 702 20 37 43 Email: markus@jmlshipyardagency.com

Page 82 – www.shipandoffshorerepair.com

Agents Contact Directory 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 SHIPSantander, REPAIRERS Astander, Spain & SHIPBUILDERS LTD The Manor Grain Store, Astican, Las Palmas, SpainEastleach, Cirencester, Gloucestershire GL7 3NQ Germany Lloyd Werft, Bremerhaven, Tel:Gryfia +44Shipyard, (0) 1367Szczecin, 860 050Polen MSR Mobile: +44Tuzla, (0) 7767 690 704 Sefine Shipyard, Turkey SanEmail: Giorgioship@shiprepairers.co.uk del Porto, Genoa, Italy Web: www.shiprepairers.co.uk Chantier Naval de Marseille, France Contact: Middle EastRoderick Wordie Tel: +44 (0) Dubai 7767 690704 Drydocks World, FarCompanies East Represented Asmar (Punta Arenas,& Chile) PaxOcean, Singapore Batam AsmarShipyard, (Talcahuano,Chile) Chengxi Jiangyin, China Asmar (Valparaiso, Chile) Guangzhou Wenchong Shipyard, China ASRY (Bahrain) PaxOcean, Zhoushan, China Barkmeijer ShipyardsDalian, (Netherlands) DSIC Marine Services, China DakarnaveInternational (Senegal) Shipyard, Zhoushan, China Changhong Cape& Town (South Africa) US,Dormac Canada Caribbean Dormac Durban (South Africa) Talleres Navales del Golfo, Veracruz, Mexico Dormac Walvis Bay (Namibia) Ciramar Shipyard, Dominican Republic FAYARD (Denmark) Chantier Davie, Quebec, Canada Gemak (Turkey) Caribbean Dockyard, Trinidad & Tobago Gibdock (Gibraltar) Afloat Repair Hong Kong United Dockyard (HK) Global Offshore Service, Dubai UAE Huarun Dadong (Shanghai) Offshore Inland, US Gulf/Mexico NICO International (Fujairah, Dubai & Abu Dhabi) ST Engineering Marine (Singapore) Tsakos (Uruguay) Germany Agencies Cleanship Solutions EMCS & SES marine Lagersmit SPS Technology

COMBITRADE GMBH

Caffamacherreihe 7, 20355 Hamburg, Germany Tel: +49 40 80 80 110 600 Fax: +49 40 80 80United 110 699 States Email: combitrade@combitrade.de Contact: Andreas Schou (+49 172 453 5135) Eike Lohmann (+49 151 742 30009) Shipyards Represented EUROPE A&P Tyne (UK) MIDLAND INC. A&PL&R Tees (UK) W Sam(UK) Houston Pkwy North A&P788 Falmouth Suite 200 (North of Spain) Aviles Shipyard Houston, TX 77024 Desan Shipyard (Turkey) EiffelUSA Industries Marine (France Atlantic Side) Tel: + 001 713 680 0909 Gibdock (Gibraltar) Fax: +001 713Navale 680 9704 La Nuova Meccanica Srl (Italy) MTGEmail: Dolphinshipyard@lrmidland.com (Bulgaria) Web: www.lrmidland.com Nauta Shipyard (Poland) Contact: Tom McQuilling MIDDLE EAST Ryan Smith Heisco (Kuwait) AFRICA Stephen Willrich James McQuilling Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) Shipyards Represented Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – Sembcorp Marine – (Singapore) (Durban – Capetown – East London) (South Africa) Sembcorp Marine Admiralty Yard SINGAPORE Sembcorp Marine Tuas Boulevard Yard ST Engineering Marine (Singapore) Damen Shiprepair & Conversion INDIANAmsterdam OCEAN ColomboRotterdam Dockyard (Sri Lanka) FAR EAST Vlissingen CHI Dalian (China) (France) Dunkerque CHI Nantong Brest (China) CHIFincantieri Shanghai (Changxing (Italy) + Huajing + Donggou) (China) CHIDormac 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 VOGLER Shipyard (Korea)MARINE AGENCIES LLC Sam Kang Shipbuilding & Conversion (Korea) CENTRAL AMERICA Caribbean (Cuba)Flemington New Jersey 08822, USA 20 BartlesDrydock Corner Road, Caribbean Dockyard (Trinidad & Tobago) Tel: +1-908-237-9500 SOUTH Fax: +AMERICA 1-908-237-9503 Email: shiprepair@vogler.net SIMA, Callao (PERU) Contact:Mamonal Donald W(Colombia) Vogler Cotecmar, Shipyards Exclusively Represented Tsakos Industrias Navales (Uruguay) ASRY Arab Shipbuilding and Repair Yard (Bahrain) Special Services DORMAC Ltd. (Durban, Cape Town, Richards Bay, Edilcom OuPty. – worldwide (Thickness Measurement, Saldanha Bay, Walvis Bay South Africa) Flying Squad), SOCIBER (Chile)& Trading - Romania Entirely Shipping ASMARvoyage Shipyards CHILE (Talcahuano, Punta Arenas (afloat repair/main engine overhaul), and Valparaiso) Marine Technical Services (MTS) - worldwide (Port Repair, Shiprepair Companies Exclusively Represented Voyage Repair), Metalo ck–doworldwide Brasil Ltda.(Port (Brazil) Marcontrel Repair, Voyage Repair and Electric Cargo Crane Automation), Marship (afloat repair with own berth/voyage repair in European ports/yards), SIMPLEX STEP ConsolidatedAMERICAS – workshops in LLC 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) 20 Bartles Corner Road,(Germany) Flemington, New Jersey&08822, Loewe Marine, Bremen (newbuilding repair, USA Tel: +1-908-237-9099 rudder & stearing gear, ECO design) Fax: +1-908-237-9503 Bacviet, Haiphong (Taiwan) (port and voyage repair 24/7/365 +1-908-581-0900 inclMobile: spare parts) Email: info@simplexamericas.com New Hai An Marine Engineering, Shenzhen (China) Web: www.simplexamericas.com (port repair, afloat incl steel renewal, piping & electrical Contact: Donald W Vogler – President repairs & tank cleaning) Factory Service, and Sales Shanghai MarineSpares Technology (China) (specialized in port Jastram GmbH: Rudder Propellers and Thrusters repair, voyage repair) Nakashima Propeller Co.Shanghai Ltd. CPP, Thrusters and CPP Thrusters Hatchtec Marine Service, (China) (specialized Power Systems Co. Ltd. inNiigata hatch cover/deck crane/windless/winch/roro/grab) Z-Pellers and Marine Diesel Engines Boilerman International Service, Shanghai (China) RiverTrace Engineering Ltd. Oil Content Monitors, (boiler repair/heat exchangers) Bilge Alarm Monitors Kingfisher Marine Service, Shanghai (China) Simplex& Compact Stern Tube Seals Service performed in dry (supply general service, supervision & engineering) dock, afloat, as well as underwater SeaTec Ship Service, Shanghai (China) (3d-scan, project design, SKF Coupling Systems AB: supervision, engines, boilers service repair, maintenance, OKC and OKCS Shaft Couplings, worldwide diver support and port repairs 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 GERMANIA SHIPYARD AGENCY GMBH Total Shafting Solutions Sales and Service of Diesel Engines,CPP, Thrusters, Gearboxes, & Couplings Shaft Alignment, 35, In-Situ Machining, Chocking and Schauenburgerstr.

20095 Hamburg, Germany Mounting Service Tel: +49 40 300 877 99 Underwater and 07 Service Fax: +49 40Repairs 303 826 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)

Volume 17 Issue 5 – Page 83

Repairs

Page 84 – www.shipandoffshorerepair.com