SORJ Vol 17 Issue 6 Feb / March 2020 by A&A Thorpe

The Official Journal of the International Association of Shiprepair Agents

ISSN 2515-6179

Volume 17 - Issue 6 - February/March 2020

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SORJ (Ship and Offshore Repair Journal) Welcome to the February/March edition of SORJ (Ship and Offshore Repair Journal, which has its main feature about the Middle East. Of course the current COVID-19 crisis is affecting everyone on a worldwide basis, and, in particular, the maritime industry. Shipowners and shipyards, as well as all the ancillary companies are all affected and many are instigating policies to adhere to Governments’ policies and regulations to stop the spread of the virus. Nobody knows how long this crisis will last, however, there is hope that it will be short term rather than long term. Meanwhile, we are continuing with our weekly publication SRN (Ship Repair Newsletter) and with SORJ – this latest issue is about to be mailed out. Anyone who wants an advanced look at SORJ can view it on our website – www.shipandoffshore repair. com. Any questions about SRN – please use our Email – alan@shipaat.com

FRONT COVER

4 14 16 22 24 30 41

Repairs Shipyards Offshore Underwater Repairs Paints & Coatings Machinery Repairs

47 51 68 71 73 75

Ballast Water Management

Middle East Denmark Bulk Carriers Dockgate Agents Contact Directory

Emissions

Front Cover: The Front Cover of this issue shows the cruiseship Marella Dream in Croatia’s Palumbo Viktor Lenac, Rijeka. Palumbo is extremely well known in the cruiseship industry, especially at the Group’s other main shipyard – Palumbo Malta Shipyard. The Group also has repair facilities in Messina (Italy), Naples (Italy), and Tenerife (Spain). Although every effort is made to ensure accuracy and reliability of the material published, Ship and Offshore Repair Journal cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. ©2015 Ship and Offshore Repair Journal. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers. Subscriptions: Annual airmail/first class subscription rates are: Europe £55/$114, rest of the world £63/$120. Send remittance to: Subscription Manager, Ship and Offshore Repair Journal, Office 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK. Existing subscribers should send change of address details to this address. Ship and Offshore Repair Journal is published bi-monthly by A&A Thorpe, Office 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK. Telephone: +44 (0)1268 511300 Web: www.shipandoffshorerepair.com Email: sue@shipaat.com

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

ADVERTISING All details are on www.shipandoffshorerepair.com or contact Sue Morson at A&A Thorpe Telephone: +44 (0)1268 511300 Email: sue@shipaat.com TURKEY (EXCLUSIVE) Company name: Proaktif İletişim Tel No: +905322402079 Email: mige@proaktifiletisim.com SORJ WEBSITE www.shipandoffshorerepair.com A website is available for readers to find out the latest details about SORJ (Ship and Offshore Repair Journal). Details of upcoming features, ship descriptions, news and back issues are available as are all details of how to contact this office or any of the staff of SORJ.

ISSN 2515-6179

Volume 17 Issue 5 – Page 3

Repairs

The Seven Sisters in FAYARD

GTT accreditation for FAYARD During January this year (2020), Denmark’s FAYARD, Munkebo, has won accreditation from France’s GTT for the repair and maintenance of membrane cargo systems on-board LNG tankers. During 2019, FAYARD carried out emergency thruster repairs on-board Yamal LNG’s 172,600 m3 LNG tanker Christophe de Margerie. This repair project was carried out in FAYARD’s large 415 m x 90 m graving dock along with ABB – suppliers of the vessel’s thrusters. The large dock floor of the facility allowed ABB to place a portable workshop to ensure safe and effecient repair of the thrusters. Yamal LNG has a fleet of some 15 large LNG tankers, operated by Sovcomflot, and many of the world’s LNG tanker fleet operate in thge Atlantic basin, where the repair capability is limited with only a few yards active. FAYARD is also looking at the repair market involving LNG-fuelled ships, the majority of which operate in the Blatic Sea area. The next major development at FAYARD is that the yard has joined the approved list of the European Union (EU) for ship recycling in one of the yard’s graving docks. This is part of a three-company agreement with the Port of Odense and a local metal recycling company, H.J. Hansen, involving EU-flagged ships to be scrapped to strict environmental conditions. During the first weeks of 2020, FAYARD has been involved in a number of ‘scrubber’ and BWM system installations. The yard prides iteslf on completing scrubber installation operations for less than 30 days. In the case of ship in the

yard this year, a period of 17 days has been achieved. Recently in the yard was the 18,940 gt ro/ pax Seven Sisters, which is owned by France’s Transmanche Ferries and operated by DFDS on the UK/France cross-channel service. The vessel is having a total of five scrubbers fitted on her two main engines and three generating diesels. The scrubbers have been supplied by ME Production (MEP), Fredrikshavn. The ship was also fitted with a DESME BWM system. Normal drydocking operations were also carried out. She was followed by her sistership Cote d’Albatre, which underwent the same installations. All the scrubber units were located in each ship’s funnel. During January, FAYARD completed a scrubber (four units) replacement operation on-board DFDS’ 35,498 gt ro/pax Crown Seaways, one of many DFDS vessels regularly using FAYARD as a repair base. During the coming weeks, DFDS’ 21,856 gt ro/ pax Liverpool Seaways will enter the yard for scrubber installation. The scrubber systems for both ships were also supplied by MEP. Also during January, Color Line’s 75,100 gt cruise/ ferry Color Magic was in the yard for BWM system installation and two Fjord Lines ro/pax vessels for regular drydocking opetaions. Other ships recently in the yard included Maersk Supply Services’ 6,490 OSV Maersk Cutter, which had been operating in Canadian waters under the Canadian flag, but more recently in the North Sea. She underwent her first special survey. Also in the yard was Samskip’s11,143 dwt geared containership Arnarfell, which underwent her third special survey and installation of a Nantec scrubber. She was followed by her sistership - the

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Helgefell. Other recent repair projects included another panamax tanker from Torm, the yard having completed three sisterships during 2019, and two LPG tankers from Ultragas. Also underway is Archer Daniels Midland (ADM)’s 95,263 dwt bulk carrier Harvest Rain, which underwent normal drydocking operations and the installation of a Pureteq scrubber system. Two MC-Class ro/ro heavy lift vessels from Big Lift, part of the Spliethoff Group, were drydocked – the 16,000 dwt BigLift Baffin and the BigLift Barentsz, work including the installation of Ecospray scrubbers from Pacific Green Technologies, and the installation of a BWM system on each vessel. During 2019, FAYARD had a dock occupancy (four graving docks) of some 75% with 71% of ships being from international owners, and 90.8% from regular customers. Meanwhile, Kristian Eidnes Anderson has joined FAYARD as Business Development Manager, Kristian being the fourth Generation of Andersons to work for the yard, which goes back to 1916 when the yard operated out of Fredercia. In 2010, the company relocated to its current site, which is the former AP Moller building and repair yard.

Busy start of the New Year at A&P UK’s A&P Group’s North-East shipyards have seen a busy start to the year. All three drydocks across A&P Tyne and A&P Tees are scheduled to be full for the first two months of this year. Among the vessels in A&P Tees’ was Cemex UK’s 2,700 m3 TSHD Sand Heron, which entered into drydock where 20 tonnes of steel in the hopper was replaced. Other work included the removal of the propeller shaft and rudder, which were then overhauled, and renewal of the dredging equipment on-board. TE Connectivity’s 12,184 gt trans-oceanic cable layer CS Responder was also drydocked at A&P Tyne where it had its port thruster removed and completely overhauled. Meanwhile, at A&P Tyne, the 4,415 dwt coastal tanker Superiority was one of two James Fisher & Sons’ vessels to enter drydock. The vessel stayed for seven days during which time she underwent an intermediate survey, and had its hull painted and its generator and alternator overhauled. The second James Fisher & Sons’ tanker

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

Repairs

The Superiority in A&P Tyne to arrive at A&P’s North East facilities was the 12,984 dwt tanker Clyde Fisher, which was scheduled for a 20 day repair period, with 14 of those days in drydock at A&P Tyne. The ship had a BWM system fitted and surveyed and had her hull painted. Solstad’s 16,551 gt multi-purpose OSV Normand Oceanic arrived at A&P Tyne in January ahead of a 34-day mobilisation period. The work carried out included installation of a Tilt and Lay System that has a 440 tonne lift, and an installation of an A&R winch, which has a 147 tonne lift Fred Olsen Marine Services’ 15,328 gt wind turbine installation jack-up vessel Brave Tern was subject to a 10-day mobilisation in the Port of Sunderland - work was carried out through A&P North East. The mobilisation included the installation of a 50 tonne tugger winch, Caley reel, guide and goal posts, fibre optic under rollers and reel, a 15 tonne tensioner, a 3 tonne three wheel pair, a 1,250 kVA generator and the fabrication and installation of grillages and a diverter chute. Keith Henry, Managing Director of A&P North East, said, “It is a really positive start to the new year to see all of our drydocks full. Another busy period across all our facilities is testament to the excellent work and skilled services we provide here in the North East.” A&P Tyne boasts the largest commercial drydock on the East Coast of England as well as two deep water berths and a significant modern fabrication facility complete with panel line, rolling, plasma and gas burning machines. A&P Tees’ facility is a centre of excellence for offshore vessels, dredgers and tankers, located on one of the busiest rivers in the UK. Its fiveacre site comprises two drydocks and 240 m of jetty frontage, complemented with extensive

workshops, cranes up to 40 tonnes and secure tank washing facilities. A&P Tees’ fabrication facilities are particularly suited to building offshore modules, subsea structures, and new ship sections on site.

Scrubber installation work at Remontowa During the first few weeks of the New Year, Poland’s Remontowa Shiprepair Yard, Gdansk has some 24 ships in for various repair projects - among these were six ferries. This is not an exceptional situation, as - at this time of the year (winter ferry repair season) as many as eight ferries have been in the yard during recent

The Saimaagracht in Remontowa

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years. In January Remontowa carried out repairs on-board TT Line’s 26,478 gt Tom Sawyer, the 26,391 gt Huckelberry Finn, and the 14,919 gt Marco Polo, Stena Line’s 37,987 gt Mecklenburg-Vorpommern, Polferries’ 17,790 gt Baltivia, Brittany Ferries’ 40,859 gt Pont Aven, and Moby Lines’ 37 799 gt Princess Anastasia. The yard is also repairing Spliethoff’s 28,289 gt ro/ro containership Genca. Meanwhile, Irish Ferries’ 50,938 gt ro/pax Ulysses was scheduled to arrive in Gdansk on January 9th for the installation of an scrubber. Also recently in the yard was Wilson Lines’ 4,338 dwt general cargo vessel Wilson Hobro, which is the last Wilson Line ship to be repaired in Remontowa during 2019. The previous Wilson Lines’ ships in the yard during last year were Wilson Newcastle, Wilson Luga, Wilson Calais, Leiro, Wilson Mersey, Wilson Garston and Wilson Norfolk. Remontowa is now the most successful yard for ‘scrubber’ installations among non-Chinese shipyards. Grace Ocean’s 13,191 dwt reefer vessel Star Best was the latest vessel in the yard for scrubber and BWM system installation. Previously BWM system installations were carried out on-board the Star Stratos and Star Trust had been carried out. Also two sisterships owned by Japan’s Nissen Kaiun, the 16,580 dwt reefer vessels Cool Spirit and Baltic Spirit entered Remontowa for open-loop scrubber installation. Other ships repaired in Remontowa S.A. in January include, 6,715 dwt Cyprus-registered

Repairs

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 7

Repairs reefer vessel Frio Nereus, Spliethoff’s 28,289 gt ro/ro Genca, Voda Shipping’s 3,078 dwt general cargo vessel Lira, Murmansk Trawl’s 7,765 gt fishing vessel Boris Syromyatnikov, Sea Star’s 7,765 gt fishing vessel Kurskaya Kosa, the French OSV Ile D’Ouessant, AB Slite’s 37,799 gt ro/pax Princess Anastasia, Uman Shipping’s 3,904 dwt general cargo vessel Listervik, SMT Shipping’s 96,725 dwt self-discharging bulk carrier Yeoman Bontrup, Brittany Ferries’ 40,859 gt ro/pax Pont Aven, Irish Ferries’ 50,938 gt ro/ pax Ulysses, DFDS’ 25,666 gt ro/ro Regina Seaways, Viking Supply Ships’ 3,250 OSV Cirrus, V Ship’s (Asia)’s 12,430 dwt chemical tanker Trans Chenica, Spliethoff’s 23,660 dwt general cargo vessel Saimaagracht, Stena Line’s 37,978 gt ro/pax Stena Vision, Polferries’ 8,911 gt ro/pax Wawel and Cobelfret’s 25,593 gt ro/ ro Vespertine, which is undergoing a conversion project, the third ship from this owner to be lengthened. The Saimaagracht underwent a class renewal. During the previous visit in 2015, similarly to the other vessels of this shipowner: Schippersgracht, Suomigracht, Spuigracht, Stadiongracht, Sluisgracht, Slotergracht, Scheldegracht and Spiegelgracht she has now carried out a scrubber installation. Grimaldi’s 47,658 gt vehicle carrier Grande Gabon, initiated the set of five vessels from the Grande Morocco series for scrubber installations. These are the con-ro vessels built in 2010-2011. During last year, Remontowa installed scrubbers on five vessels from the Grande Lagos series.

Cruiseship work for Navantia Cadiz Reinforcing its position as one of the world’s leading cruise ship upgrade and conversion specialist Spain’s Navantia will undertake five major projects in 2020, including the US$200m transformation of Carnival Cruise Line’s 2000-built, 101,509 gt Carnival Victory into Carnival Radiance and the ‘Amplification’ of Royal Caribbean International’s 2010-built 225,282 gt Allure of the Seas, Navantia having recently completed repairs to her sistership – Oasis of the Seas. “The above two projects will involve a wide range of scopes, ranging from routine regulatory dockings to major refurbishments,” said Ramon de Lara, Commercial Manager

The Oasis of the Seas in Navantia Cadiz at Navantia’s Cadiz yard. “This translates to considerable mechanical, propulsion and hull work, in addition to supporting hotel refurbishment activity.” Navantia’s cruiseship business is thriving so much that it will now use its Ferrol-Fene shipyard in northern Spain for such work. One of the five major projects booked so far for 2020 will be carried out at this facility. During December 2019, Columbia shipmanagement’s 69,472 gt cruise liner Marella Discovery 2, drydocked in the Cadiz yard, work including hull treatment, renewal of the stern tube seals, overhaul of both stabilizers, overhauls of numerous valves, the removal and bringing ashore of all of the vessel’s lifeboats and the execution of load tests on all of the corresponding davits, as well as the maintenance of some of this vessel’s entertainment attractions, such as the climbing wall and the golf course. This work required the renewal of up to 20 tonnes of steel on the affected deck. All necessary specialised scaffolding was properly managed at all times to enable the movement of equipment and material around the vessel, as well as the accomplishment of other maintenance work, whether by the yard or by the owner’s contractors. As is always the case with this type of project and client, the yard also managed all of the logistical requirements of the project, including the organisation and management of unloading areas, stores, scrap and the handling of a huge volume of materials provided by the client.

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Palumbo – No. 1 for scrubber installations in Europe During 2019, Palumbo Shipyards was involved in the drydocking and/repairs of several commercial vessels reporting a busy year. Scrubber and BWM system installations were the most prominent activity and the Group, which is developing unparalleled experience over such type on projects in Mediterranean area. According to Clarksons Research’s studies Palumbo is the No. 1 company in Europe for scrubber installations during 2019. The Group runs four yards focused on commercial vessels maintenance and repair Naples (Italy), Messina (Italy), La Valletta (Malta), Victor Lenak Rijeka (Croatia) offering several dry-docking solutions up to VLCC size and specialised workshops. Palumbo Shipyards has secured vessel repair and retrofit projects from various international ship owners and ship managers for a wide range of vessel type, including cruise vessels (Pulmantur’s 47,413 gt Zenith and Marella Cruises’ 42,092 gt Marella Dream), ro/ ro and ro/pax vessels (Visemar’s 26,375 gt Hedi Lamarr, Minoan Lines’ 54,310 gt Cruise Europa, Grimaldi Lines’ 32,728 gt fast ferry Cruise Olbia, Minoan Lines’ 29,968 gt Cruise Smeralda and Maritime Corse Mediteranee’s 35,760 gt Pascal Paoli), vehicle cariers (CC

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Volume 17 Issue 5 – Page 9

Repairs

The Marella Dream in Palumbo Viktor Lenac Tosca) and many others. Drydocking and general repairs remains the Group’s core business with the yard observing strong demand from the market for the installation of scrubbers to be in compliance with the new IMO regulations. Palumbo Shipyards completed, mainly at its Malta and Rijeka facilities, installations of several scrubbers on a series of ro/ro and ro/pax vessels owned by Grimaldi (Minoan Lines) and Corsica Linea, many vessels from these owners will enter Palumbo this year 2020. The Group also has a strong focus on the cruiseship market having acquired the wet dock project for Pullmantur’s Zenith and the last of the three Marella Cruises’ vessels Marella Dream, now drydocked at Palumbo Viktor Lenac for an intensive refurbishment and steel renewal works. Recently drydocked in in Palumbo Malta Shipyard was CMA CGM’s 61,106 gt vehicle carrier Tosca, which, at 334.07 m x 42.8 m is the largest vessel ever drydocked since Palumbo took management of the Maltese yard. She will undergo an extensive drydock including Panama Canal retrofits works, BWM system installation, and a new propeller installation. Palumbo Messina Shipyard kept its good track record with regular ro/ro and ro/pax Owners with vessels operating in the central/ south Italy range. Recently, the yard has been engaged in scrubber installation on-board the two sisterships – fast ferries Cruise Olbia and Cruise Smeralda. Meanwhile, Palumbo Naples Shipyard is busy with the repairs of Moby Lines’ 11,907 gt ro/pax Moby Kiss, Tirrenia’s 1,927 gt fast ferry Isola di Capraia and Montanari’s 40,218 dwt tanker Valle di Granada.

Large contracts at DSAm During a period of just five weeks, Damen Shiprepair Amsterdam (DSAm) completed extensive annual repair and maintenance programmes on three cruises ships ahead of their winter season. The Magellan, Marco Polo and Astor are operated by the UK’s leading independent cruise line Cruise and Maritime Voyages. First to dock at was the 222 m, 46,000 gt Magellan for a four-week schedule of works that included comprehensive cleaning and inspections, repairs to the main and auxiliary engines, the overhaul of the bow and stern

The Magellan in DSAm

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thrusters and the servicing of the liferafts. As work proceeded, additional repairs were identified, an occurrence that was shared by all three vessels. For the Magellan this involved steel repairs to a series of tanks. Two days after the arrival of the Magellan the 176 m, 22,080 gt Marco Polo arrived alongside in Dock No.3 for similar works that lasted three weeks, after which the similarly-sized Astor took her place for nine days of maintenance that included a range of pipe renewals, repairs to the main engine intercoolers and the renewal of the stern tube seals. The programme called for a high degree of flexibility from the team at DSAm as the scope of the projects evolved over real time. In addition to the additional steel repairs, the decision was made by the client partway through to give the first two vessels a whole new exterior look to acknowledge their entry into a new market - French cruise. Following a comprehensive blasting of their hulls they each received a new, bright blue paint scheme to replace their previous white and deep blue livery as well as new logos. Meanwhile, DSRAm recently converted a PSV into a specialist fish feed carrier for Norway’s Eidsvaag. The PSV World Opal is one of three sisterships built by Damen in 2013 for World Wide Supply and is being transformed into the fish feed carrier Eidsvaag Opal. The vessel arrived in Amsterdam at the end of 2019 with much of the work involving new steel. One of the reasons for selecting the Amsterdam yard was its close proximity to

Sin título-6 1

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Volume 17 Issue 5 – Page 11

Repairs Damen steel fabrication subsidiary Niron Staal. Eidsvaag Opal is being lengthened by a new 4.9 m mid-body section, while 31 new steel sections are being inserted into the vessel’s hull, being divided into new sponsons and a cargo hold. The conversion of the former PSV will see 300 tons of redundant steel removed from the vessel and 650 tonnes of new steel fitted. The vessel is also being widened by the addition of 1.2 m side boxes to provide extra stability and additional cargo capacity. When the conversion is completed Eidsvaag Opal will be able to carry 2,800 tonnes of fish feed.

High levels of occupancy at Gibdock High levels of occupancy during the first two months of 2020 and strong forward bookings are sustaining momentum for Gibdock, following a strong surge in demand for the Gibraltar repair yard during the last quarter of 2019. One standout project involving significant complexity saw Gibdock undertake extensive repairs to Aker Biomarine’s 5,500 gt fishing vessel Juvel at the end of 2019, after she suffered extensive fire damage off South America. Over several months, the 99.5 m long Juvel required retrofitting across four decks, including accommodation and bridge areas, and Gibdock technicians working in very tight spaces. “This was a long and challenging job and was the biggest fire damage repair contract that we have handled to date,” says Richard Beards, Managing Director, Gibdock. “It highlighted how we can project manage large and complex work over months at a time just as effectively as we handle our regular, shorter drydocking projects.” Recent assignments include a number of ‘environmental’ retrofits, such as converting Balearia’s 20,238 gt, 154 m long, 1,000-passenger capacity ro/pax ferry Bahama Mama to dual-fuel. In a similar project, Gibdock earlier converted the Napoli for the same owner, although in this case LNG storage tanks were mounted on the stern deck, rather than integrated within the ship’s structure. “With the Bahama Mama and Napoli projects we demonstrated that we are capable of major, high-end conversions to enable dual fuel capability,” says John Taylor, Operations Director. “We look forward to carrying out more

The Bahama Mama in Gibdock work of this type in future.” Gibdock has also installed a number of exhaust gas scrubbers over the past year, including a retrofit on the Compagnie Maritime Nantaise’s 12,076 gt ro/ro vessel, MN Pelican. This project called for significant steel work and created a new pump room for the scrubber. “We’ve proven our abilities across a range of environmental retrofits, including scrubbers, BWM systems and dual fuel engine conversions,” says Beards. “We are always flexible in our approach, whether engineering ourselves or working with specialist contractors.” Recent weeks have also seen Gibdock benefit from a busy ferry season, with local operators returning to the yard for winter refits, while signs are also positive in the offshore vessel segment.

Record number of enquiries at Besiktas Turkey’s Besiktas has started the first two months of 2020 with an increased number of enquiries from both regular and new customers. Up to the end of February, Besiktas prepared and submitted more than 240 quotations, which is a new record compared with the same period during previous years In parallel, yard is having also busy days with Scrubber and BWTS retrofits as well as large scope of job items from different companies. Up until now, Besiktas has managed to secure more than 40 projects for the remaining period of 2020. Some of the recent repair projects that have involved the yard during the January/ February period have included two vehicle carriers from Italy’s Grimaldi – the 32,647 gt Eurocargo Genova, and the 47,218 gt Grande Senegal, NYK’s 40,986 gt car carrier Opal

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Leader, four containerships - Maersk Line’s 33,781 dwt Maersk Dakar, L&B’s 23,295 dwt Hansa Neuburg, S&C Management’s 8,846 dwt Monte Da Guia, and Costamare China’s 66,781 dwt Oakland Express, two chemical tankers - Norbulk UK’s 17,091 dwt Furuholmen and Auguesta Due’s 21,600 dwt Filicudi M, two bulk carriers - Ahrenkiel Vogemann Bolten’s 37,489 dwt Carlota Bolten and U-Ming Marine Transport’s 62,466 dwt Asian Pride, and Jan De Nul’s 6,200 dwt barge Le Guerrier. During January, Besiktas carried out repairs on-board four Grimaldi ro/pax and ro/ro vessel simultaneously. For many years, Besiktas has been chosen as one of the most convenient shiprepair yards for car carriers in the whole Mediterranean area due to the spacious infrastructure and high expertise for specialised ramp works together with silicone paint application. Apart from Grimaldi - NYK, Hoegh and Gram Car Carriers have been among shipowners which have decided to bring to the shipyard. Besiktas has also recently increased its relationship with one of the major Greek Shipowners - Marinetrust, by being awarded two of their vessels. Marinetrust, part of Centrofin, chose Besiktas for routine drydocking work and BWM system installations on-board two Aframax vessels, scheduled for late March and May respectively. Besiktas will continue to deal with retrofitting work in 2020 (scrubber and BWM). In last two years, Besiktas has completed more than 60 BWM system installations within the quoted period. It seems from the coming enquiries that many more are on the way during the following months. Although scrubber installation projects appear to be on the workscope, especially for car carriers and ro/pax vessels vessels, Besiktas Shipyard is working hard for a balanced future programme, which also welcomes standard drydocking work. SORJ

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Volume 17 Issue 5 â&#x20AC;&#x201C; Page 13

Shipyards

The new floating dock at Norway’s FiskerstrandVerft

Floating dock arrives in Zeebrugge Belgium’s Flanders Ship Repair, Zeebrugge, has taken delivery of a new Floating Dock for its shipyard inside the Port. The unit was transported from the west coast of Norway, Aalesund to Zeebrugge on-board the 25,000 dwt semi-submersible heavy lift barge Boabarge 34. The Floating Dock, which was originally built in 1943, has a lifting capacity of some 7,500 tonnes and has the ability to be submersed in one hour. It is due to be operational by the end of February this year. The dimensions of the dock are: • Length: 135.00 m • Opening between walls: 24.00 m • Lifting capacity: 7,500 tonnes • Cranage: 7.5 tonnes in centre dock The dock was purchased from Fiskerstrand Verft, located just outside Aalesund, this yard receiving a new floating dock at the end of last year (2019).

New floating dock at Fiskerstrand Norway’s Fiskerstrand Verft, located at Fiskerstrand on Norway’s west coast near

Flanders Ship Repair’s new floating dock being loaded on-board the Boabarge 34 in Aalesund Aalesund, recently received a new Floating Dock from Lithuania’s Western Shiprepair, Klaipeda. The 1970-built unit has a lifting capacity of 12,000 tonnes, which increases the capability of the shipyard. Fiskerstrand Verft’s former 7,500 tonnes lifting capacity floating dock was recently sold to Belgium’s Flanders Ship Repair, Zeebrugge (See accompanying article). The dimensions of the new floating dock are: • Length: 165.00 m • Opening between walls: 27.40 m • Lifting capacity: 12,000 tonnes • Cranage: 2 x 15 tonnes The new floating dock has the following facilities:

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• Service well for azimuth thrusters • Hydraulic side support for efficient docking • Collecting system for wastewater from high pressure washing to avoid emission to sea. • Increased shore power capacity

Damen signs Bangladesh agreement During mid-January, Australia’s Gentium and Holland’s Damen Shipyards Group signed a MoU with the Ministry of Industry of Bangladesh

Shipyards in Dhaka. Also present at the signing ceremony were representatives of the Netherlands Embassy in Bangladesh, who are supporting Gentium-Damen in their undertaking. The goal of the MoU is to establish and develop a shipbuilding and shiprepair industry in Bangladesh. The aim is to build ships in Bangladesh, for Bangladesh, with a long-term view of serving export markets. The partners in the MoU will undertake a number of tasks in this direction. First amongst these will be the establishment of shipbuilding and repair facility built to globally-recognised environmental and building standards. The standard of the facility will be sufficient for the construction and delivery of seagoing vessels able to compete in the global marketplace. As part of their role in the MoU, Gentium-Damen will facilitate a transfer of technology and knowledge to help Bangladeshi personnel develop the skills required to serve the international maritime industry. As a result of this, the MoU will create significant training and employment opportunities within Bangladesh. Area Director Asia Pacific of Damen Shipyards Group Roland Briene, who signed the MoU on behalf of Damen, said, “We are very pleased to be participating in this MoU. Damen has a long track record of skills and knowledge transfer of which we are immensely proud. It is our philosophy and practice to help develop the shipbuilding and maritime industries in the countries in which we operate. This includes investing in the establishment of high quality facilities and equipment and the training of local personnel. Time and again we have witnessed this leading to the establishment of sustainable shipbuilding initiatives able to serve the global marketplace. We are very much looking forward to applying our experience, along with our partners Gentium and the Ministry of Industry, here in Bangladesh.”

Kleven Verft changes ownership Croatia’s DIV Group, the holding company that owns Croatian shipbuilder Brodosplit, is taking over Norway’s Kleven Verft, Ulsteinvik. DIV Group’s Brodosplit runs a shipyard in Split, Croatia, that builds many types of ships. The deal will see Kleven and Brodosplit become sister companies. It is likely that outfitting of ships will take place at Kleven and hull construction in Croatia. The Kleven brand name will be retained. Kleven has been made ready for sale by its owner Hurtigruten, which wanted to pull out after it took delivery of its second of two expedition cruiseships, the 20,900-gt Fridtjof Nansen (built 2019). The sistership Roald Amundsen (built 2019) was delivered to Hurtigruten last summer. Kleven employs 500 people. Kleven has been reeling from major financial losses, accumulating some NOK 1.2bn ($122m) in debt in the last four years. Kleven chief executive Kjetil Bollestad said the future now is looking brighter for the company than in many years. Meanwhile, Kleven Myklebust, which was Kleven’s shiprepair yard, also located on Ulsteinvik, was made independent from the main Kleven yard during 2019, is now operated by Myklebust Verft Invest AS. SORJ

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Volume 17 Issue 5 – Page 15

Offshore

The FPSO Abigail Joseph

Keppel delivers latest FPSO project Singapore’s Keppel Offshore & Marine, through its wholly-owned subsidiary Keppel Shipyard, has delivered the world’s fastest FPSO modification and upgrading project safely and on time. The FPSO Abigail-Joseph was delivered to Yinson Nepeta Production, a wholly-owned subsidiary of Yinson Holdings Berhad. Chris Ong, CEO of Keppel O&M said, “This is our 134th floating production vessel, and we are pleased to be able to fast-track the project and upgrade it in less than seven months. This achievement reflects Keppel’s track record of reliability and quality, anchored in our strong engineering and project management capabilities, which enable us to offer value adding solutions for customers.” Keppel’s scope in this project includes refurbishment and life extension work, engineering and procurement, fabrication and installation of new structures including the heli-deck and riser balcony, as well as the installation, integration and completion of topside modules. Lim Chern Yuan, Group CEO of Yinson Holdings, added, “This is our third FPSO conversion project with Keppel since 2012, and our close partnership has grown from strength to strength. Leveraging our FPSO expertise and Keppel’s experience in vessel conversions, we are able to achieve this significant industry milestone and bring FPSO Abigail-Joseph to market quickly, maximising its operational uptime.” Chartered by First Exploration and Petroleum Development Company on a firm seven-year

contract with options to extend, FPSO AbigailJoseph will be deployed in Block OML 83/85 in the Anyala-Madu field, Niger State, Nigeria. FPSO Abigail-Joseph has a processing capacity of 50,000 bbls of oil/day and 60,000 bbls of liquid/day. It also has a gas compression capacity of 34m standard cubic feet/day (mmscfd) and a storage capacity of not less than 550,000 bbls of oil. It is designed for 15 years of operations without drydocking.

Sulzer completes pump repair offshore Australia Not many service providers can deliver complex service solutions to all types of rotating equipment regardless of the OEM. When a FPSO unit off the coast of Australia required engineering support, Sulzer stepped in to provide the solution. FPSOs are critical in the oil & gas industry for the production and processing of hydrocarbons as well as the storage of oil. When such vessels have production capacities of over 90,000 bbls of oil/day, there is little room for ill-performing equipment on-board. Where subpar performing pumps and motors are identified, service experts need to be called in for peace of mind. After over a decade in operation, three API BB3 water injection pumps were subject to a number of seal failures, which were outside the routine maintenance schedules. The failures were caused by an increase in the seal chamber pressure - an issue that resulted in the owners contacting Sulzer for expert analysis and

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support. Field service teams provided on-site inspection and a review that revealed a reduction in pump head and performance as well as wear caused by sand particle impingement. The high amount of sand passover, coupled with incomplete regular cleaning of auxiliary equipment, lead to the pumps operating at a reduced efficiency, having a detrimental impact upon production output. Having gained the necessary information to understand the root causes of the problem, the engineering team based in the Suzhou factory began designing the solution. Specialist engineers proposed a multi-faceted solution to combat the wear and seal issues. This included modifying internal geometries, ensuring a smoother flow and allowing particles to follow the fluid streamline more closely, resulting in reduced turbulence and thus reducing erosion. A tungsten carbide-based coating SUME, specially developed for sand abrasion within pumps on water injection duties, was used for coating of the impellers and wear parts due to its high wear resistance and anti-galling properties. Finally, the wear rings were upgraded in material to a ceramic type providing further wear and abrasion resistance. The proposed solutions were approved by the customer and executed according to the customer’s outage plans. One of the pumps was upgraded, while the FPSO vessel was in dry dock, at Sulzer’s Singapore Service Centre and the subsequent pumps were upgraded within Sulzer’s Perth Service Centre once the vessel was back in operation in Australia. This allowed the customer the flexibility of completing the job within their project schedules. Furthermore, having the service sites nearby gave the customer piece of mind, with the equipment being repaired to the highest level of quality and offering excellent support during the project. In addition to the support with the mechanical rotating equipment, Sulzer was also able to deliver maintenance and repair work for the electrical equipment. This time, the FPSO vessel required support on the removal of an old 2 MW, 11 kV Siemens motor while simultaneously installing and commissioning a brand-new identical piece of machinery. The original motor was removed from the vessel and sent to the Perth Airport Service Centre for a full inspection, repair and testing. Specialists assessed the condition of the unit and replaced a number of components including stator leads, rotating seals and grease lines as well as remanufacturing a new terminal box to better suit the application on site.

Specialist in repair and conversion

With over 100 years of experience and established ship repair yards around the world, Keppel Offshore & Marine is the global industryâ&#x20AC;&#x2122;s trusted partner for the repair, conversion and upgrade of a diverse range of vessels.

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

Offshore

Sulzer - Partially assembled pump after improving the components The windings were cleaned, dried and the motor was tested at rated voltage 6.6 kV. The entire overhaul process was completed over a fivemonth period with the motor remaining at the service centre for preservation until it is required again.

Royston completes FPSO power system repair UK’s Royston has completed the overhaul of a critical power system on-board another Bluewater Services operated FPSO. A team of engineers from the North East-based diesel power specialist undertook the 6,000-hr service on the MAN 32/40 STX diesel generator B onboard the 88,000 dwt Aoka Mizu, as part of a planned refurbishment and refit of essential power systems. Work on the vessel, which is currently on contract to Hurricane Energy for the early production system (EPS) on the Lancaster field, west of Shetland, saw engineers dismantle the generator to complete maintenance and repair work on con rod bearings, pistons and cylinder heads. Engine components were refurbished onboard and new OEM spares fitted as necessary. This is the latest work Royston has completed

The FPSO Aoka Mizu

on Bluewater Services’ vessels – it has previously carried out extensive work on the FPSO Haewene Brim as part of a series of planned engine overhauls. The Aoka Mizu is part of a five-strong fleet of FPSO vessels owned by Bluewater Services, with the Aoka Mizu and Haewene Brim being operated from Aberdeen. They are all designed to a high specification and to operate in the harshest environmental conditions, under the most stringent regulatory regimes.

Wärtsilä introduces power solution for NUIs Finland’s Wärtsilä has introduced an agreementbased Power Solution for new normally unattended offshore installations (NUIs). The solution provides the asset with up to six months of operating time without planned maintenance activity on-board, thus enabling significant cost savings. It is a holistic power solution that can be tailored according to the requirements of each individual installation and is supplied together with a power system, including high-efficiency Wärtsilä DF (dual-fuel) engines, generators, and auxiliary systems. The Wärtsilä Power Solution has been developed to allow all scheduled maintenance activities for NUIs to be performed efficiently using ‘walk to work’ support vessels, thereby eliminating the need for on-site accommodation facilities. The solution can be extended to include the maintenance of power management, automation and auxiliary equipment. Whereas conventional offshore power solutions require monitoring and regular

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inspections with maintenance being carried out depending on the number of running hours of the engine, the Wärtsilä Power Solution requires no such activities. The interval between maintenance campaigns can typically be extended by up to six months, and in the meantime the condition of the equipment and its performance are constantly monitored and evaluated remotely from a Wärtsilä Expertise Centre. This remote detection and diagnosis defines the actions to be taken during the next maintenance campaign, or immediately if required. Wärtsilä has extensive experience with remote operated unmanned power generation installations utilising highly reliable and efficient dual-fuel engines. Operations are supported by digital enablers and expert analysis of condition monitoring data.

The Wärtsilä Power Solution relieves cost pressure for the offshore sector by eliminating the need for permanent on-site maintenance crew and permanent facilities for them

LR wins TenneT contract Following a competitive tender process, Lloyd’s Register’s (LR) Inspection Services team has secured a significant contract win with TenneT, a leading European electricity transmission system operator. Headquartered in the Netherlands, TenneT provides a reliable and uninterrupted supply of electricity to over 41m people. The five-year contract covers inspection and assurance services during the erection and commissioning phases of three North Sea converter platforms, with construction sites based among other in Spain, Norway and Turkey. The contract includes services on the TenneT FAST project (Framework Agreement for Site Supervision at Yards for TenneT) such as

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Volume 17 Issue 5 – Page 19

Offshore

The DP3 vessel Pride detailed site supervision and vendor assurance and performance during the construction and commissioning of the platforms. Led by Dr Hendrik Lau, Director Corporate Accounts North Europe, and Massimo Alvaro, Global Head of Assurance, Inspection Services at LR, the team was selected by TenneT in a European Union tender process. Previous work completed by LR includes 2nd and 3rd party assessments, yard assessments, risk assessments and certification of various platforms, design appraisal and certification of offshore converter platforms for offshore wind farms.

Osbit awarded FTAI Ocean contract UK’s Osbit Ltd, Broomhaugh, has been awarded a contract by FTAI Ocean, a subsidiary of Fortress Transportation and Infrastructure Investors LLC (FTAI), to design and construct an innovative new well intervention tower system. Osbit’s Smart Tower System facilitates integrated riserless and riser-based well intervention operations, in water depths up to 1,500 m, and is to be installed on FTAI’s 14,203 gt flagship DP3 vessel Pride. The Smart Tower System combines elements of modular technology from Osbit’s experience in well intervention and offshore handling, with a series of innovations to improve operational safety, flexibility and accessibility. The tower’s vertical Completion Workover Riser (CWOR) racking system improves deck safety by reducing the need to access the intervention floor and to handle CWOR joints, while its small footprint optimises deck space, for more effective equipment storage. The Smart Tower System integrates the existing vessel crane into the full deployment system - with up to 250 tonne active heave

compensated capacity. Additionally, the system offers a universal platform for surface pressure equipment, active heave compensated slickline and e-line operations and for the building, operation and recovery of CWOR and intervention systems. The Smart Tower System is fitted with multiple guide wire systems and an extensive deck skidding system, which minimises the need for crane lifts, increases operating windows and enables equipment to be directly loaded into the well centre. The Smart Tower System will also feature Osbit’s Integrated Logistics Support (OILS) control system technology, which the company has already integrated across a range of offshore assets. The software package will deliver unrivalled data insight and performance analysis, while its market-leading control cabin is highly ergonomic, and will interface with the vessel’s safety systems, crane and CCTV.

DNV GL reveals optimism in the offshore market New research published by DNV GL reveals that optimism for growth in the oil and gas industry has weakened for this year. This comes amid uncertainty around the oil price and global economic conditions – the top barriers to growth reported by the industry. While two thirds (66%) of senior oil and gas professionals are confident of industry growth in 2020, this is down 10% from the 76% recorded in 2019 – the peak of a surge in confidence from a low of only 32% in 2017. Under half (46%) of respondents think that more large, capital-intensive projects will be approved this year compared to 2019, down from two thirds

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(67%) last year. New Directions, Complex Choices - The outlook for the oil and gas industry in 2020 is based on a survey of more than 1,000 senior oil and gas professionals and in-depth interviews with industry executives. Now in its 10th year, DNV GL’s research assesses industry sentiment, confidence, and priorities, and provides expert analysis of the key challenges and opportunities for the year ahead. Meanwhile, a new standard for site investigation, engineering, planning and execution of pipeline installation through horizontal directional drilling (HDD), has been published by DNV GL, the technical advisor to the oil and gas industry. The new standard, DNVGL-ST-F121, was created through a joint industry project (JIP) and provides a series of minimum requirements and best practice for all phases, from site investigation, engineering and planning to execution of pipeline installation to reduce the risk associated to HDD crossings. HDD is a construction method in the trenchless industry which provides significant improvements over traditional open cut methods for installing pipelines beneath obstructions such as rivers, highways and railroads. These include preservation of the ground surface of the construction site, minimal requirement for site preparation and reinstatement, and secure depth of cover. The use of HDD installation techniques has grown significantly over the last decades. A recent HDD survey estimated in 2019 that contractors expected HDD to be applied to nearly half (47%) of their projects. However, HDD crossings are complex in nature and always very challenging. It is not uncommon to face problems during execution with significant impact on cost and schedule. The best way to overcome this is to ensure a proper investigation, engineering, planning and execution of all drilling-related activities. Additionally, there are currently no methods for in situ repair of damaged pipelines installed by HDD, which makes it even more important to ensure the quality of pipeline design, construction and installation. The earlier potential risks and problems are identified in an HDD project, the better for the delivery of the project. All these challenges led to a joint industry project to consolidate the knowledge and experience of HDD. Operators, EPC companies and drilling contractors were brought together for the first time, addressing not only the borehole stability and the drilling activities perspective but also the aspects related to the pipeline integrity as well. SORJ

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Offering comprehensive ship repair, maintenance & conversions in its three dry docks & deep water port. Volume 17 Issue 5 â&#x20AC;&#x201C; Page 21

Underwater Repairs

Hydrex has received the approval to carry out classification certified grade A wet welding

Hydrex awarded certificate for Grade A wet welding Hydrex has received the approval to carry out classification certified Grade A wet welding. To guarantee the required high standard of these underwater welds, NDT tests were performed by ABS surveyors before the certificate was awarded. The certificate was given to carry out Grade A groove welding underwater. Most companies with a wet welding certificate can only carry out fillet welds and this often only to grade B or C. Cavitation or corrosion damage on rudders, clad welding, rope guard repairs, mewis duct repairs, can now be done with permanent welding. With a class B weld an inspection of the weld is required every three months. With class A welding the deadline for an inspection is much longer. This is decided by the attending surveyor on a case by case basis. Any required inspection will be for the underlying problem causing the damage and not for the welding work. An internal structural problem causing damage will not always be handled after the repair and will need to be

followed up. For instance, doubler repairs can never be permanent because the doubler is installed over the damaged plating instead of replacing it (as is the case with insert repairs). With class A underwater welding only a note is made stating that the affected area needs to be looked at during the next scheduled inspection. This is very important for tankers as a clean class certificate is requested by most charterers. Even for non-class items like rope guards the certificate is useful because it shows customers that the diver/welders can carry out high quality underwater welding work. This is very important for offshore units where high quality standards need to be verified before welding operations like doubler repairs can be performed. Hydrex divers are not suddenly better welders. They always knew how to perform the best underwater welds. Their skills have now been officially recognised. Recently, Hydrexâ&#x20AC;&#x2122;s teams of diver/technicians carried out pipe replacements on two sisterships. These shuttle tankers were berthed in Rotterdam and Skagen respectively and experienced water ingress as a result of corroded scrubber cooling pipes. Exhaust scrubbers are systems that filter out all harmful toxins from exhaust gasses of marine diesel engines. These hazardous pollutants can severely corrode the pipes of the scrubber. The

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two vessels were on standby to transport oil from offshore oil fields whenever required. Going to drydock was therefore not an option and Hydrex was contacted to offer an afloat solution. A small team travelled to the location of the first vessel with one of the workboats to perform an inspection of the damaged pipe on both the waterside and the on-board side of the hull. This revealed that the scrubber outlet was corroded, causing the leak. Replacing the affected part of the pipe in its entirety was the only option. With the measurements of the inspection a detailed scope of work was devised and suggested to the customer. Because Hydrex could offer a start-to-finish afloat solution he gladly accepted the proposal. This meant that Hydrex would take care of the planning of the operation as well as the adjustment of the new pipe and its installation. As a result he was released of all the hassle surrounding the repair. He knew that Hydrex would take care of everything within the available time frame. A tailor-made mobdock was constructed at the fast response centre with the measurements taken during the preliminary inspection. The team installed this mobdock over the outlet of the pipe of the 270 m tanker berthed in Rotterdam. This allowed them to perform work inside the engine room without further water ingress. Because there was very little space the work

Underwater Repairs in, several of the frames around the pipe were first removed. Next the team cut away the corroded part of the old pipe. While the shell plating was prepared for the installation of the replacement pipe, a new diffuser and flange were constructed. This was done on-site by the diver/technicians. The pipe was then positioned and secured with a full penetration weld. The new flange was also installed. Next and independent inspector carried out NDT testing of the welding work. To prevent the new pipe from corroding, the inside was coated with Ecospeed. This product is produced by Hydrex sister company Subsea Industries. Ecospeed is highly chemically resistant. Taking into account the nature of the process taking place inside a scrubber, this is essential for a lasting protection of the pipe. The team then installed the new diffuser and repositioned the frames around the pipe. Initially the customer only wanted Hydrex to perform the replacement on one ship, but satisfied with the first operation he asked Hydrex to carry out the same on the 276 m sistership. This second shuttle tanker was berthed in Skagen, Denmark.

New Zealand contract for Phoenix In the early hours of December 23rd, an urgent inquiry was received from a Phoenix client requesting a proposal and timeline for a dive team to mobilise immediately to international waters 12 miles from the city of Auckland, New Zealand. The situation was complicated as the vessel had undergone an underwater inspection in a previous port with the subsequent report and findings forwarded to the New Zealand Government for review prior to entry. The Government quickly rejected approval for the vessel to enter due to fouling evident on the hulls niche areas. It is a strict requirement that all vessels entering New Zealand territorial waters must be cleared by the New Zealand Ministry of Environmental Protection and be 100% free of any and all bio-fouling to dissuade the introduction of invasive species into New Zealand waters. Due to the schedule urgency, the impending holiday, and potential revenue loss, the client requested a Phoenix dive team immediately mobilise to the vessel to perform a niche area cleaning and subsequent underwater video inspection. The Phoenix team arrived in a timely

manner, performed the work, and submitted the evidence to the New Zealand Environmental Protection Authorities so that the vessel was able to be cleared in time to fulfil is obligated charter on December 28th in Auckland. Phoenix has also announced the award of a US$97m (maximum value) contract to provide diving and diving related services to the US Navy. The primary purpose of this contract is to deliver operational, engineering and technical support to the Navy’s air, mixed gas and saturation diving services program overseen by the Naval Sea Systems Command’s Office of Director of Ocean Engineering, Supervisor of Salvage and Diving (SUPSALV). Work will be performed world-wide based on each individual task orders. Commenting on the award, Phoenix President Patrick Keenan stated, “Phoenix has a long history of providing diving related services to the U.S. Navy and we are honoured by SUPSALV’s selection of our company to continue performing this critical mission.”

SGS signs Singapore acquisition Subsea Global Solutions (SGS), recently announced that it has acquired the commercial diving division of T&T Salvage Asia (TTSA). The acquisition will serve to enhance SGS’ capabilities in Singapore and strengthen its leading position in the Asia-Pacific region. Commenting on the acquisition, Paul Peters, CEO of SGS said, “This is a strategic addition to our recent acquisition of Underwater Contractors (UWC). Creating a single platform under the SGS umbrella with the most advanced technologies, special repair equipment, and more than 40 skilled diver/ technicians will give us the optimum operational

efficiency as well as the bench depth to deliver unparalleled value to our customers in this highly competitive market.” Capt. Satnam Singh Kumar, Managing Director-Asia Pacific for SGS said, “I am excited to take on the challenge of integrating both UWC and the commercial diving division of TTSA under the SGS brand and building the most capable commercial diving company in Singapore. TTSA has a great reputation and will complement UWC’s capabilities nicely, as we aim to transform the commercial diving industry globally, focusing to raise the bar on the safety and quality overall in all segments we operate in.” Kevin Teichman, Founder and Owner of TTSA added, “We are delighted to partner with SGS in this deal which will allow the Singapore Diving Entity to continue providing unparalleled service to our clients while also building upon the services offered. Diving remains an integral part of our salvage and emergency response business, so aligning with the world’s largest commercial diving organisation with a similarly impressive safety track record will yield greater opportunities for both sides, and most importantly our clients will have access to a wider array of services.” SORJ

Volume 17 Issue 5 – Page 23

Paints & Coatings are immediate and damaging, with poor hull and propeller performance accounting for around one tenth of the world fleet’s energy consumption. This can make a massive impact on any owner’s bottom line.” Jotun said that the final verification stage is now in progress and the coatings company is recruiting selected owners to adopt the new technology.

Nippon Paints sign NCL contract Jotun’s Hull Skating Solutions system

Jotun introduces the Hull Skating Solutions system Norway’s Jotun AS, Sandefjord, has unveiled a new digital service, Hull Skating Solutions (HSS), which uses robotics, condition monitoring, smart alogorithms and a high performance coating to prevent hull fouling build-up, reduce fuel consumption, cut emissions and improve ship efficiency. Developed over several years, the practical system is supported by technical back-up including a dedicated project manager attending an installation docking, paint application, robot commissioning and continuing after-sales service. Jotun said that the digital system will tailor hull condition monitoring services to specific vessels, enabling the accurate prediction of fouling rates and proposing suitable cleaning schedules. The system has been developed with a range of partners including DNV GL, Kongsberg, Semcon, a robotics design and manufacturing digital specialist, and Norwegian communications company Telenor. Meanwhile it has been tested over recent months by three shipowning groups – Berge Bulk, Maersk and Wallenius Wilhelmsen – in several ports. Central to the system is an underwater robotic system, the Jotun HullSkater, which is attached to a ship’s hull through the force of its magnetic wheels and is equipped with electric motors for propulsion and steering. The device also has cameras and sensors to provide the operator with data for navigation and as well as the condition of the hull. A motorised brush

keeps the hull free from fouling without causing erosion or damage to the coating, Jotun said. The robot is connected to the operator’s control unit via an umbilical and can be operated remotely on vessels in any location with 4G coverage. The system is installed during a docking and remotely operated by a Jotun Skate Operator. This device works in tandem with the company’s SeaQuantum Skate, and anti-fouling which has been designed and thoroughly tested, the company said. Jotun claims that the HSS system can clean an underwater hull in a period ranging from two to eight hours, depending on size and condition, keeps hulls clean ‘proactively’. This contrasts with typical hull cleaning systems which remove fouling organisms from ships’ hulls when they have accumulated and are already affecting resistance, speed and performance. Geir Axel Oftedahl is the coatings company’s Business Development Director. “Biofouling is a big challenge for the shipping industry,” he explained. “It increases frictional resistance leading to speed loss and greater fuel consumption, while at the same time increasing the risk of the transfer of aquatic invasive species. It is a burden to the industry, and our planet, and demands decisive action.” Jotun has estimated that if all ships “in challenging operations” converted to HSS, there would be a total reduction in carbon dioxide emissions from ships of at least 40m tonnes annually. “We believe this is a landmark development for shipowners world-wide,” Oftedahl continued. “Vessels are often faced with unpredictable operations, with erratic idling periods and varied operational profiles that make the selection of anti-fouling problematic, even for the best coatings. And once fouling grows, the impacts

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Japan’s Nippon Paint Marine has signed a longterm supply contract with Norwegian Cruise Line (NCL) to provide anti-fouling systems to 13 cruise ships operating under the NCL, Oceania Cruises, and Regent Seven Seas Cruises brands. The agreement will see the coatings specialist apply its market-leading low-friction SPC antifouling, A-LF-Sea, to six Oceania vessels, five Regent Seven Seas Cruises vessels and NCL ships Norwegian Epic and Norwegian Dawn. A-LF Sea has already been applied in 11 drydocks while three vessels, Marina, Nautica and Norwegian Epic will be coated with the hull coating during scheduled drydockings later this year. The fleet-wide contract follows the performance success of the low-friction selfpolishing copolymer applied to vessels under individual agreements. “Due to the impressive performance of A-LF-Sea in the past, we decided to broaden the scope of supply to half the Norwegian fleet with a more formal, long-term agreement,” said Carlo Paiella, Vice-President, Technical Operations for NCL. Praising the reliability and performance of the coating technology, he added, “Nippon’s technical service and world-wide supply capabilities complement the excellent fuel-saving performance we have seen from this low-friction paint. “As leaders in the cruise ship sector, we believe it is vitally important to do all we can

The Seven Seas Explorer in drydock

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Volume 17 Issue 5 â&#x20AC;&#x201C; Page 25

Paints & Coatings to mitigate against any operations that may influence global climate change. The use of A-LF-Sea has helped towards our ships meeting the very stringent emissions reduction targets we have set.” In December 2019, the company’s lowfriction hull coating system LF-Sea won the 2020 Japanese Government Award for Global Warming Prevention Activity. The judging panel found use of the coating contributed to reduced drag, consequently resulting in lower fuel consumption and reduced CO2 emissions from those vessels that have applied the hull coating. NCL operates a fleet of 28 cruise ships. The 13 vessels to which A-LF-Sea have or will be applied are Oceania Cruises’ Insignia, Marina, Nautica, Regatta, Riviera, and Sirena - Seven Seas Explorer, Seven Seas Mariner, Seven Seas Navigator, Seven Seas Splendor, and Seven Seas Voyager, and NCL’s Norwegian Epic and Norwegian Dawn. Nippon Paint Marine is also working with NCL in the verification testing and performance monitoring of its unique biocide-free hull coating Aquaterras. A test patch has been applied to an undisclosed cruise ship and results are being benchmarked against a conventional biocide-coating.

Jotun – hull performance is linked with fuel economy While owners have long recognised the link between clean hulls and lower fuel costs, lack of reliable data has slowed investments in optimising hull performance. But with improved sensor technologies and data analysis tools, hull performance is getting a second look. Owners seeking to lower fuel costs and comply with pending regulations on emissions and invasive species often look to equipment manufacturers to meet their needs. From new efficient engine designs to alternative fuels, scrubbers to ballast water treatments systems, owners face some expensive decisions. But with more vessels now equipped with on-board sensors and standardised tools to measure speed loss due to hull fouling, owners and fleet managers now have access to reliable data measuring the impact of hull and propeller performance over time. The link between hull performance and vessel efficiency is much stronger than previously thought. According to Jotun Marine Analyst Manager

A Jotun Marine application Manolis Levantis, Norway’s Jotun Marine has collected data on hull performance from different types of vessels on different trades for more than decade. “Jotun’s Hull Performance Solutions requires participating vessels to install sensors to enable performance monitoring based on standardised principles (ISO 19030) for the measurement of changes in hull and propeller performance. Since then, the company has amassed one of the industry’s most comprehensive data sets on hull performance.” Levantis says that hull and propeller performance have a much larger impact on vessel efficiency than previously thought. “We estimate that the average yearly speed loss for all vessel types and trades, regardless of what anti-fouling is used, is about six percent,” he says. “For a typical bulk carrier, compensating for this speed loss would require an increase of power of up to 18%, resulting in higher fuel costs and GHG emissions.” Levantis is careful to note that Jotun’s data is taken from owners and fleet managers who are committed to improving hull performance. “When you consider that low freight rates over the past five years have discouraged many owners from investing in premium anti-foulings or sensor technologies, the market speed loss average may exceed 6%.” While Jotun does not usually share customer data, the company worked in co-operation with Gearbulk in 2016 to measure hull performance. GearBulk, which operates the world’s largest fleet of open hatch gantry and semi-open jib craned vessels, shared historical performance data from the cargo ship Penguin Arrow dating from January 2000, allowing for a full comparative analysis. After installing sensors and applying Jotun’s

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premium anti-fouling, (SeaQuantum x 200), Jotun was able to monitor speed loss over a 60-month period. The results indicated a speed loss of just 0.5%, resulting in an estimated fuel savings of US$1.5m and a corresponding reduction of CO2 emissions of 12,055 tonnes. “Our data conclusively proves the link between hull performance and fuel efficiency,” says Levantis. “And with IMO’s pledged to reduce the total annual GHG emissions by at least 50% by 2050 compared to 2008, we believe hull performance will play a greater role in helping owners and fleet managers comply with pending regulations.” According to the Clean Shipping Coalition, the only international environmental organisation that focuses exclusively on shipping issues, poor hull and propeller performance accounts for around 10% of the world fleet’s energy consumption, translating to about $30bn in additional fuel costs for the world fleet, every year. Burning this fuel adds 0.3% to shipping’s total greenhouse gas output, which, according to IMO, is about 2.2% of the world’s total – about the same output as Germany. Failure to prioritise hull performance not only result in additional fuel costs, but also may expose owners to claims related to charter party agreements or additional costs for periodic underwater hull cleanings. At the same time, port authorities in Australia, New Zealand, California and the EU have become increasingly sensitive to bio-fouling risk, placing new requirements on owners. While new anti-fouling technologies have drastically reduced speed loss between drydockings and more ports are offering advanced ROV hull cleaning services, pending regulations on emissions and invasive species

The washable coating

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

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

fast and efficient fouling control throughout a shipâ&#x20AC;&#x2122;s entire service life, either by fast and easy underwater maintenance or high-pressure cleaning in drydock.

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

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

Paints & Coatings will require a more pro-active approach to hull maintenance. Increasingly, owners are seeking solutions to manage hull performance more effectively between dry dockings, when fouling occurs. After all, removing slime before marine organisms can attach to the hull would not only improve vessel efficiency and lower GHG emissions, but also help control the spread of invasive species.

Bellona – links between bio-fouling and the environment should not be underestimated The risks posed to both the environment and the sustainability of commercial shipping by bio-fouling should not be underestimated, according to leading Norwegian environmental pressure group Bellona. The issue, which has yet to be tackled by any meaningful international legislation, apparently poses a serious threat ‘triumvirate’. However, as Bellona points out, by tackling it head on, especially through ‘proactive solutions’, a three-fold set of benefits can be realised by forward-thinking shipowners. Bio-fouling occurs when aquatic organisms accumulate on vessel hulls. Their growth creates hydrodynamic frictional drag that leads to vessel inefficiency. More fuel has to be burned to maintain operations, increasing both shipowner OPEX and emissions to air. In fact, according to IMO, world fleet fuel consumption (and corresponding emissions) could fall by as much as 10% with better hull and propeller management. “In addition,” explains Sigurd Enge, Head of Shipping and Arctic, Bellona, “bio-fouling is the main culprit in the spread of marine invasive species, which can devastate ecosystems and drive local species extinction. That is compounded by climate change, which allows for greater species introduction, through new shipping lanes, while enabling invaders to survive at higher latitudes, such as in the Arctic, due to increased water temperature. That creates a snowball effect that we must arrest… before it’s too late.” Although IMO and world shipping is tackling invasive species through regulations regarding BWM, bio-fouling has yet to receive the same attention (despite evidence suggesting it’s a far

greater problem – a study from New Zealand attributed over 70% of invasive species to biofouling, with only 3% originating from ballast water). Enge says this is beginning to change, but not quickly enough. “New Zealand, Australia and California have initiated their own requirements and that shows the beginning of a ‘trend’, with these frontrunners leading the way for the rest of the industry,” he states. “However, collective action is necessary to create one standard that all must adhere to, and that has to come from IMO… soon. This is a regulatory loophole that must be closed. Our world needs that, and society, driven by increased environmental awareness, will demand it.” “But”, he adds, “Shipowners shouldn’t see this as a burden, more of a ‘huge opportunity’. Effectively dealing with bio-fouling is a win-win-win. Clean hulls mean optimised fuel efficiency and that greatly reduces operational cost. That in turn means lower emissions to air and a better environmental profile. Then, of course, there’s no invasive species spread, and that is essential for the well-being of our marine ecosystems. It is, quite simply, a ‘no brainer’.” However, better in-water hull cleaning solutions are needed to tackle the challenge effectively, with some current practices arguably exacerbating the problem they’re meant to

A rudder with Ecoshield applied

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Utimately the best way to prevent potential invasive species contamination is ensuring ships sail with clean hulls at all times. address. For example, Enge says, manual diving teams and remotely operated machinery that scrub hulls often simply dislodge bio-fouling into the water, effectively facilitating invasive species spread. The process can also damage a vessel’s anti-fouling coating, releasing potentially toxic biocides into the water. Because of this, cleaning with capture or offshore is certainly preferable, he imparts, but for the optimal solution, the industry needs to be ‘proactive’.

The use of Ecofix Ecofix is a filler product which is used in combination with the award-winning Ecoshield hard coat system. Ecofix is specifically

Paints & Coatings developed to provide ship owners and Original Equipment Manufacturers with a cost-effective solution for the repair of corroded or pitted steel surfaces. The rudder of a LPG tanker was given the full treatment in Setubal, Portugal. First Ecofix was applied to restore the surface of the damaged rudder back to its original condition. Next it was coated with Ecoshield. This will protect the rudder from ever suffering corrosion and cavitation damage again. Ecoshield and Ecofix are also suitable for stabilizer fins, thrusters, nozzles and other underwater ship gear which needs special protection from corrosion. Now these items can also be repaired prior to recoating when other, less effective coatings have permitted corrosion and cavitation damage to occur. For this reason the corrosion damage on the rudder as well as in the thruster tunnel of a container vessel was repaired in Rotterdam with before Ecoshield was applied. We offer the full package -Ecofix restores the surface of the rudder or other underwater gear and Ecoshield will protect the area from

ever suffering corrosion and cavitation damage again. Over the last few months the rudders and running gear of different types of vessels were given an Ecoshield protective coating at yards in the Netherlands, Canada, Turkey, Finland and China. These ships include container vessels, tugboats, vehicle carriers, a reefer and a tanker. Most of the ships belonged to different owners. Some of them were new customers, others returning ones. The returning customers had seen first-hand that Ecoshield solved the problem on their other rudders and wanted the same protection for the rest of their fleet. The new ones saw the excellent result obtained by other owners and chose Ecoshield to prevent corrosion and cavitation damage from reoccurring. In the last couple of years sister company Hydrex has noted a substantial increase in the number of enquiries for underwater rudder repairs. This clearly shows the need for a cost saving and lasting solution. A great deal of effort goes into the design and manufacture of rudders because they are such an important

part of a vessel. If a rudder is not given the proper protection against cavitation and the resulting erosion and corrosion damage, the financial consequences can be substantial for the owner. Ecoshield puts an end to this. By removing the existing paint layers and applying the coating system on running gear we can break the never-ending cycle of painting, suffering damage, having to perform extensive repairs in drydock followed by a full repainting, again and again. Ecoshield gives a very thorough and lasting defence for a ship’s entire service life. No repaint will be required during drydocking. At most minor touch-ups will be needed. With time at a premium in drydock, the speed of application of Ecoshield is a further advantage. Ecoshield’s flexibility makes it easy to adapt the application schedule to the rest of the activities at the shipyard or drydock in a way which does not interfere with them. Overcoating time can be as short as three hours. With the right planning grit blasting and application of the two required layers can be performed in just one day. Suitable for all running gear. SORJ

MARINE SERVICES • • • •

SHIP REPAIR & REFIT REACTIVATION & CONVERSION MOBILSATIONS & DEMOBILSATIONS EMERGENCY REPAIRS

Volume 17 Issue 5 – Page 29

Machinery Repairs

Wärtsilä’s comprehensive thruster solution will enable an existing hull to become Boskalis’ crane vessel Bokalift 2

Boskalis contract for Wärtsilä A comprehensive thruster solution from Finland’s Wärtsilä will enable Holland’s Boskalis to convert an existing hull to create the crane vessel Bokalift 2. In addition to addressing the technical challenges imposed by the project, Wärtsilä has also committed to meeting a demanding delivery schedule for the equipment. Wärtsilä will supply four retractable steerable thrusters and thruster controls, as well as two tunnel thrusters. The proven retraction system, combined with the energy efficient 8o tilted thruster, is a key factor in enabling effective station-keeping performance. Wärtsilä is a market leader in large-scale retractable thrusters, which are essential to solving operational challenges of this type. The thrusters’ retractability also enables shallow draft operations. “Wärtsilä’s thruster solutions enable this kind of high specification vessel to operate successfully in sustainable energy installation projects. Furthermore, the energy efficiency of our thrusters reduces fuel consumption, which at the same time limits emission levels,” says Stefan Wiik, Vice President, Asset Management Services, Wärtsilä Marine. Wärtsilä’s extensive in-house capabilities across multiple disciplines were cited as being critical to addressing this complex conversion project.

Kongsberg completes first adaptive ferry transit Norway’s Kongsberg Maritime has announced the world’s first adaptive ferry transit conducted during normal service. This landmark event, which took place recently on a vessel fully loaded with passengers and vehicles and demonstrated fully automatic control from dock to dock, is a key step forward in the integration of autonomous technology into everyday shipping operations. It was made possible by close collaboration between shipping company Bastø Fosen, KONGSBERG and the Norwegian Maritime Authority (NMA). The Bastø Fosen VI will now use adaptive transit functions developed from Kongsberg Maritime’s advanced systems to enhance the daily operation of its Horten-Moss service, while continuing to carry a full complement of crew. The technology introduces new potential for the sustainability of diverse marine operations by providing a platform for optimised fuel consumption and reduced GHG emissions. While supporting key elements of the UN sustainability targets for climate change, ferry owners and operators adopting the technology can experience tangible operational cost savings. The fully-integrated digital system on Bastø Fosen VI automatically performs all docking and crossing functions to a high

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and repeatable level of accuracy, ensuring that best practice is followed to the smallest detail on every transit. The result is more exact timekeeping and improved customer satisfaction - during trials in December - Bastø Fosen VI consistently arrived within two seconds of the scheduled time. Øyvind Lund, CEO, Bastø Fosen, commented, “Today, at the press of a button, one of our vessels left the quay in Horten, crossed the Oslo fjord and docked in Moss, all completely automatically. This leaves the crew more time to focus on monitoring the vessel and ensuring passenger safety, which for us are the main motivations for adopting this technology. “Co-operation with KONGSBERG and the NMA has been crucial to the success of this venture, as has consultation with our captains and crew,” he continued. “We have included them in this project from the start and have been delighted with how engaged they have been in its delivery. This is an aid, not a replacement. Greater accuracy permits better logistics - for example, we can now preprogram the time allowed for the crossing and thus reduce energy consumption. Digitalisation and automation are the future, and we are proud to be prime movers.” National and international regulatory bodies are still in the early stages of developing legislation to accommodate automatic marine operations, but through its work with Bastø Fosen and KONGSBERG on Bastø Fosen VI, the NMA have shown the world a clear path forward.

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 31

Machinery Repairs

The Basto Fosen V1 Bastø Fosen VI now enters a six-month trial period during which the automatic system – called ‘adaptive transit’ – is expected to control the vessel for most services, but the captain will remain in charge and the bridge will be fully staffed. At present, the installed equipment is not fully autonomous – if vessels or objects are detected on a collision course an alarm will sound and the captain will take control. An anti-collision system, comprising radar and electro-optical sensors, is expected to be fitted to Bastø Fosen VI this summer and be under test by autumn, but crew will remain on the bridge even as the level of autonomy increases. To maintain manoeuvring skills, Bastø Fosen’s procedures will require their staff to perform manual transits on a regular basis. This historic event consolidates Norway and the Norwegian maritime industry’s leading position in the development and implementation of autonomous maritime solutions. Speaking from on-board Bastø Fosen VI, Gunnar Pedersen, EVP Integrated Solutions, Kongsberg Maritime, said, “Leaving the quay, crossing and docking again, all at the press of a button – this is a world first. It’s super-smooth too, as we saw today. But without collaboration between a forward-leaning ferry operator like Bastø Fosen, the support of the Norwegian Maritime Authorities and a technology provider like KONGSBERG, none of this would have been possible. This is a big day for everyone involved – this is the future.”

New virtualisation and visualisation platform from Alewijnse

virtualisation and visualisation platform for use on trailing suction hopper dredgers as well as many other types of ships. The solution can also be applied to all types of vessels and brings numerous advantages. The AIViVi system has already been successfully installed on several Trailing Suction Hopper Dredgers (TSHDs), and Alewijnse is already discussing possibilities with other dredging contractors on a world-wide basis, including from the US. The innovative platform acts as a central hub, centralising and integrating all the dredging process systems, and distributing the visualisation of the data to all networked screens on-board. Alewijnse has achieved this first and is the only company currently able to offer a fully digitalised platform to the maritime market. The system dramatically reduces the equipment required to see all data from throughout the ship, reducing computer storage from some five cabinets to one, which has a definite effect upon reducing costs. For a life-time of a ship, up to 30 years, this system reduces the need for renewal of the system from five/six times (some 15 computers/ systems) to just four, giving a pay-back time of

some 10 years. Having a ‘super server’ gives obvious advantages to the overall operation of any ship. The innovative AlViVi is a unique, fast and flexible platform, comprising several virtualised dredging process-related systems. It replaces the computers and keyboard, Video and Mouse (KVM) equipment and reduces cabling on-board the vessel. The platform can visualise multiple ship’s systems on individual screens. Alternatively, a single system can also be selected for display on multiple screens around the vessel. This makes it a highly flexible solution for operators on-board. Alewijnse Product Manager Johan van Rikxoort outlines the many benefits, “The platform is fast, user-friendly and extremely reliable, resulting in maximum uptime and optimal operational safety. By bringing together multiple systems in one environment, the maintenance and management becomes much easier and efficient. Updates are better and faster to test or roll back. In addition, the life-time of the software is extended by the independence of the platform and the system is also extremely secure from intruders. “An additional benefit considered highly important by Alewijnse for this project is the significant reduction on space and costs of hardware and software maintenance. The solution saves enormously on physical components - the platform takes up 75% less space through much reduced requirements for cabling, computer hardware and cabinets.” Alewijnse has been working with DEME for more than three years in the field of automation on-board dredgers. Previously completed projects are the hopper control systems such as the Alewijnse Draught and Loading System (ADLS) and Alewijnse Suction Tube System (ASTS) with complementary

Alewijnse’s unique, fast and flexible platform - AlViVi

Holland’s Alewijnse has introduced a unique

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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 33

Machinery Repairs automatic functions. DEME’s TSHDs are part of the large fleet of dredgers operated by DEME. It is one of the most modern and versatile fleets in the dredging industry and the vessels can be found operating all over the world. The system can also be utilised on-board many other types of ship, including offshore, commercial and Navy vessels.

OSV refit contract for Thordon Capital expenditure is always a key consideration during the system procurement process but when low cost components result in an increase in unbudgeted operational costs, then any savings quickly diminish. That was the experience of Saudi Arabiabased ship operator Hadi Hamad AlHammam when the original shaft seals fitted to Hadi 37, a 2013-built twin-screw offshore tug supply vessel (OTSV), began to leak and vibrate, resulting in regular visits to drydock for costly repairs. “Reducing the maintenance spend associated with the original seal installation was the driving factor behind the decision to retrofit Thordon Bearings’ TG100 seals,” said Rafid Qureshi, Managing Director, Ocean Power International, the Dubai-based engineering and technical services company. “The vessel’s existing arrangement did not perform as expected and for a vessel under charter to Saudi Arabian oil major Aramco, finding a system capable of reducing off-hire time was crucial. The company approached us to source a more cost-effective solution,” explained Qureshi. “Hadi Hamad preferred the maintenancefree seal over other known brands. The costs of pulling a shaft and replacing a seal every 2.5 - 3 years can go upwards of US$35,000 – $50,000 over the life of a vessel, which is well above the acquisition cost of a maintenance free alternative,” said Qureshi. “The owner already had experience with Thordon products on-board the 200 m long OTSV – water lubricated XL propeller shaft and SXL rudder bearings fitted in 2013 as newbuild installations – so retrofitting the TG100 was an easy decision to make. We installed and commissioned a pair of 165 mm (6.5 in) diameter seals at the Dubai Maritime City (DMC) shiplift, in 2016.” During Hadi 37’s most recent classification survey, Hadi Hamad Al-Hammam, which

The Hadi 37 up on DMC’s shiplift operates a fleet of over 40 vessels, found the seals to be in ‘excellent working order’. Khalid Zahran, Engineering Manager for Hadi Hamad, said, “We recently inspected the seals in drydock and they were in perfect condition. We are highly satisfied with their performance.” Since the installation, Ocean Power International says it has witnessed increased interest for Thordon’s bearings and seals for installation to newbuild projects. “They say bad news spreads like wildfire, but so too does good news,” said Qureshi. “By word of mouth, there is a lot of interest in the region for Thordon products.” The TG100 is a mechanical seal specially developed for 86 mm to 305 mm water lubricated propeller shafts typical of workboats, dredgers, tugs, yachts, patrol crafts and other coastal vessels operating in either clean or dirty, abrasive waters. The primary seal uses hard wearing, silicon carbide faces and Thordon’s proprietary elastomeric bellows to provide an unlimited

Fjord1’s ferry Moldefjord

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shelf life compared to rubber-based bellows, which need periodic replacement. It also features a unique secondary seal with “Return to Port” capability. In the unlikely event that the primary sealing surface is damaged, this emergency function allows the shaft to turn at reduced speed enabling the ship’s safe return to port for repairs.

Electrical installations from NES Norway’s Norwegian Electric Systems (NES) will deliver battery systems, integrated electrical and automation packages for the conversion of three 125-car ferries for the ferry link between the Norwegian ports of Halsa - Kanestraum. The conversion of the ferries in the Moldefjord series is scheduled to start during the last half of 2020, and both ferry berths are being rebuilt with a complete land based

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Volume 17 Issue 5 – Page 35

Machinery Repairs charging system. This will be NES` delivery numbers 16, 17 and 18 of hybrid electric ferries to Fjord1. “NES is humble and proud that Fjord1 once again has chosen NES as partner for its remodelling projects. Through good dialogue, we ensure sustainable and safe solutions for the future zero-emission ferries, stated Stein Ruben Larsen, Sales Manager at NES. The ferries that will be converted were designed by LMG Marin in Bergen, and were built by Remontowa in Poland in 2009/2010. After having their gas engines replaced with batteries and charging systems, they will become zero-emission ferries. NES has previously converted ferries from diesel-mechanical to both diesel-electric propulsion and hybrid propulsion. The deliveries in these contracts mainly comprise: • QUEST II charging system that will be integrated into the existing ship’s propulsion systems • Battery systems • Charging plugs and transformers • Upgrading of the ship’s IAS and PMS systems • Integration of the environmental reporting system SPM (Ship Performance Monitoring) On land, the following must be delivered: • Charging plug • Power and charging systems NES is a supplier of zero emission systems. Its extensive experience in design, construction, commissioning and operation assures customers that the delivery is optimised and of high quality.

ShipFC project by NCE Maritime CleanTech A maritime innovation project looking to install the world’s first ammonia-powered fuel cell on a vessel has been awarded €10m funding from the EU. The ShipFC project is being run by a consortium of 14 European companies and institutions, co-ordinated by the Norwegian cluster organisation NCE Maritime CleanTech, and has been awarded backing from the EU’s Research and Innovation programme Horizon 2020 under its Fuel Cells and Hydrogen Joint Undertaking (FCH JU). The project will see an offshore vessel, Viking

The Viking Energy Energy, which is owned and operated by Eidesvik and on charter to Equinor, have a large 2 MW ammonia fuel cell retrofitted, allowing it to sail solely on the clean fuel for up to 3,000 hours annually. As such the project will demonstrate that long-range zero-emission voyages with high power on larger ships is possible. The goal is also to ensure that a large fuel cell can deliver total electric power to shipboards systems safely and effectively. This is the first time an ammonia-powered fuel-cell will be installed on a vessel. A significant part of the project will be the scale up of a 100 kW fuel cell to 2 MW. The fuel cell is tested on land in a parallel project and development and construction will be undertaken by Prototech. Testing will be executed at the Sustainable Energy Norwegian Catapult Centre. The ship-side ammonia system will be supplied by Wärtsilä. The ammonia fuel cell system will be installed in Viking Energy in late 2023. The project represents the latest stage in the long running collaboration between Equinor, Eidesvik and Wärtsilä. The three companies successfully collaborated on a number of environmental and Cleantech projects over the years. Viking Energy was the first LNG powered ocean-going vessel in 2003, and Eidesvik and Wärtsilä also collaborated on the 2009-built Viking Lady, another LNG-fuelled vessel that was seen as a milestone in the transition of shipping with its installation of fuel cells and marine batteries. As an energy major and charterer of offshore vessels, energy group Equinor has set itself a high standard when it comes to investing in the future. “We see projects such as the ShipFC conversion to use ammonia on a high-powered marine fuel cell as an important step in finding the right sustainable and clean solutions in the future. Our on-

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going collaboration with Eidesvik is testament to a longstanding belief that we can achieve our goals by working constructively towards that vision,” says Senior Vice President for Joint Operations Support in Equinor, Cecilie Rønning. Norwegian crop nutrition company Yara has been contracted to supply the green ammonia which will be produced by electrolysis and delivered to Viking Energy containerised to enable easy and safe refuelling. Another part of the ShipFC project will perform studies on three other vessel types, namely offshore construction vessels and two cargo vessel types, to illustrate the ability to transfer this technology to other segments of the shipping industry.

Condition monitoring by SKF A condition-based monitoring program, devised for the marine industry by SKF, enables ship operators control costs and avoid damaging equipment breakdown. One leading operator, Capital Ship Management, has been investigating condition monitoring strategies since 2006, in order to reduce the maintenance costs and minimise the unexpected machinery & equipment breakdown. Together with SKF, Capital came up with an effective strategy by utilising a new handheld device, launched recently by SKF - the SKF Quick Collect. The company has implemented the solution across a fleet of 30 vessels, with a plan to extend the program for the whole fleet of 56 vessels. SKF helped the company to determine which on-board machines should be regularly monitored.

Machinery Repairs

One of the Capital Ship Management fleet SKF’s equipment supports ship operators such as Capital to improve the reliability of operations. On-board engineers use the handheld device to collect vibration data from critical machinery including cargo pumps, engine room fans, compressors, purifiers and electric motors.

George Ioannidis, Technical Fleet Director at Capital says, “The SKF QuickCollect portable vibration measuring instrument helps to have quick and reliable results for immediate action and reduces the cost of repairs dramatically. Furthermore, the on-board engineers now using this vibration device may collect

vibration data from all critical and non-critical machinery, including cargo pumps, engine room fans, compressors, purifiers, electric motors etc. and present detailed vibrations reports to class surveyors during periodical machinery survey (CMS).” The device is small, portable and offers a fast, convenient way of monitoring the condition of critical machinery. The quick and accurate vibration data analysis and its ease of use, makes it a powerful diagnostic tool, not only for all Chief Engineers but also for office technical superintendents. It provides vibration data in real time, allowing engineers to carry out maintenance and replace components immediately if required. It collects velocity, acceleration enveloping and temperature data and connects with mobile apps such as QuickCollect and ProCollect, accessed via a tablet or smartphone. It is easy-to-understand interface means that even a non-trained user can understand its principle of operation and validate results of the vibration. The system can be customised for different marine customers,

Alewijnse Marine, your global partner in electrical installations and automation for the maritime industry. Expertise: • Engineering & contracting • System design • Marine automation • Integrated bridge systems • Electrical & ICT solutions • Switchboard & console solutions

• Power & energy distribution • Propulsion & energy storage • Infotainment systems • Navigation & communication equipment • Service & maintenance (24/7)

CONTACT DETAILS: HEAD OFFICE Alewijnse Marine Energieweg 46 Nijmegen The Netherlands +31 (0)24 3716 100 info@alewijnse.co

INTERNATIONAL OFFICES Please check our website for contact details of all other business units. www.alewijnse.com

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Volume 17 Issue 5 – Page 37

Machinery Repairs depending on their specific needs. Vibration data can be viewed in real-time through the app or downloaded and reviewed using Analysis and Reporting Manager (ARM) software on any accessible PC. Data can also be uploaded to the cloud, allowing SKF’s onshore vibration analysts to make a more detailed assessment and prepare a report if needed. Capital’s fleet includes 48 tankers (10 VLCCs, four suezmaxes, seven aframaxes, 26 MR/handy product tankers and one small tanker), seven LNG tankers, and a modern capesize bulk carrier with a total of approximately 6.50m dwt.

Sales of FuelOpt up for Lean Marine Sweden’s Lean Marine has revealed that sales of FuelOpt in 2019 far surpassed sales achieved in previous years, indicating a sharp uptake in demand for the propulsion optimisation technology based on repeat orders and new customers, particularly in the ro/pax sector. Since the launch of FuelOpt, a smart hardware system that automatically and directly optimises a vessel’s propulsion system based on the commands from the bridge, more than 175 individual systems have been contracted for more than 40 different ship owners. A strong final quarter brought total sales in 2019 to 59 systems, representing over a third of all systems sold since the technology’s launch in 2014. By the end of 2019, FuelOpt was contracted for over 20 ro/pax vessels, with installations undertaken on the two largest ro/pax vessels in the world - Color Lines’ Color Fantasy and Color Magic. Companies, including Stena Line, Viking Line and Bohai, are also investing in the technology as an effective fuel saving solution that achieves actual CO2 emission reductions in order to take action for the future of our planet and in response to demand from authorities and passengers alike. FuelOpt achieves real time fuel savings by controlling a vessel’s propulsion and making sure that the propulsive power is optimised automatically based on the command set on power or fuel consumption and/or speed from the bridge. This removes costly variations in speed and power caused by human operational factors, allowing the vessel to

achieve optimal fuel consumption at every given point throughout a voyage. For vessels with controllable pitch propellers, FuelOpt acts as a dynamic tuning system for the propulsion machinery to assure the engine and propeller operate at optimal conditions. In addition to FuelOpt, Lean Marine also offers the smart fleet monitoring software Fleet Analytics which turns vessel data into knowledge, empowering organisations to be ‘lean’ and take fact-based decisions for more efficient vessel operation. By offering automatic environmental and voyage reports, Fleet Analytics can help to reduce reporting workload on-board. The software system’s performance management features, with aggregated fleet views and status information, also allow onshore personnel to gain insight about the operational performance.

Fuel research by WinGD Switzerland’s WinGD has bolstered its investment in fuel research with the development of a flexible injection system. In a whitepaper released today, ‘Flexible Injector to Advance Alternative Fuels Research’, the engine designers describe how the concept will play a crucial role in its investigations into low-carbon liquid fuels and engine injection concepts to harness them. The system was developed as part of HERCULES 2 - the collaborative European engine research project which concluded in 2018. It features an adjustable needle to allow for the injection of lower density liquid fuels, including promising alcohol fuels like methanol and ethanol, as well as conventional fuels including heavy fuel oil and marine diesel oil. At present there is great uncertainty around the fuels that shipping will use to reduce its greenhouse gas emissions. Several of the candidates are unconventional liquid fuels including alcohols and synthetic diesel produced from biomass or renewable electricity. These will require different injection strategies to LNG, for example, which is already used in WinGD’s X-DF engines. WinGD installed the fuel flexible injector on its RTX-6 engines in order to test ethanol combustion. Among other findings - detailed in the whitepaper - the company confirmed that ethanol fuel (with a small amount of diesel injected as a pilot fuel) reduces the formation of NOx and smoke emissions.

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WinGD’s fuel flexible injector installation on RTX-6 Test WinGD is currently involved in several projects investigating new liquid fuels, including the FALCON project to develop a carbon-neutral alternative to HFO from lignin, a component of sap found in trees and plants. The fuel-flexible injection system will now become part of the company’s toolbox for validating low-carbon alternatives to help shipping meet its greenhouse gas reduction objectives.

SCHOTTEL’s CFD system In order to ensure that products are always state-of-the-art, detailed knowledge of their flow behaviour is a basic requirement. Thanks to Computational Fluid Dynamics (CFD) these complex physical processes can be investigated. SCHOTTEL’s investments in the six-digit euro range are currently being made once again to ensure that the high level of the CFD calculations is also maintained in the future. The findings obtained during such a CFD simulation are then used for optimising the propulsion solutions. Manfred Heer, Vice President Technology at SCHOTTEL, said, “At SCHOTTEL, CFD simulations have been an integral part of the hydrodynamic design process for years. CFD calculations can be used to simulate and analyse a wide range of different applications, such as open-water propeller performance, vessel resistance and towing power, manoeuvrability, risk of cavitation or noise development. In addition, this method enables us to obtain valuable load data for the mechanical components of our propulsion systems. By this means, for example, it is possible to simulate extreme operating conditions which would not be tested in real ship operation for safety reasons. “By increasing our capacities, we can ensure CFD calculations of the highest possible quality. The degree of detail in the calculations

Machinery Repairs

The SCHOTTEL CFD system can be enhanced to practically any level required by the task at hand. It is measured against the relevance of the results and is carefully adjusted while taking into account the predicted computing time and the available computing capacity. This means that we can calculate everything that is relevant to fluid dynamics. Beyond this, we are able to support every development project with CFD and make even more precise assertions about the flow behaviour,” adds Manfred Heer. Improved understanding of the phenomenon Even if CFD simulations are still associated with above-average expertise, high time requirements and powerful computers, they are generally considered to be the less expensive and faster alternative to complex model trials. CFD calculations benefit from the fact that the model can be freely expanded, scaled and modified at any time and with minimal effort. In this way, the simulations can also be applied to flows for which experiments are difficult to implement or empirical measurements cannot be determined. Conservation equations (i.e. equations in which the value of a variable does not change in certain physical processes) for physical variables, such as mass, momentum and energy, are used to describe the flow properties around the complex geometries in the flow space. At the end of the calculation,

the computational solution of these equations provides exact information about the threedimensional flow field throughout the entire area under investigation. The procedure during a CFD simulation can be divided into three steps - pre-processing, the actual calculation during the solving phase and post-processing in the latter step, the results are validated and visualised. First of all, a 3D model is mapped geometry details that are not, or only partially, relevant for the simulation are completely removed or represented in a simplified form. Following geometric preparation of the model, its so-called mesh is generated, in which the flow area is divided into a finite number of cells. A mesh of poor quality – for example one for which too few cells were generated, resulting in a mesh that is too coarse or contains greatly deformed cells – can lead to significant errors in the result or even to termination of the calculation. Preprocessing also includes definition of the initial and boundary conditions, such as velocity, volume flow, pressure or speed. Correct definition of these parameters has considerable influence on the computing time as well as on the quality and accuracy of the results. Pre-processing is followed by the actual calculation – the solving phase. This requires appropriate hardware and software that solves the conservation equations in the calculated volume cell by cell. The actual solving process is an iterative calculation procedure which, in the case of a successful outcome, approaches a clear solution step by step. Depending on the complexity of the task, CFD calculations can take several hours or days. Following successful calculation, the results of computational simulations are

checked for plausibility. The validation process includes comparisons with empirical values, basic equations or values from model trials. In the final step, the results are visualised and presented in graphics, diagrams or animations. The intermeshing application of CFD simulations and Finite Element Methods (FEM) brings together state-of-the-art technologies for flow calculation with mechanics. When combined with know-how acquired over many years, these techniques make a significant contribution to the successful development and production of efficient and reliable propulsion solutions.

Diesel engine overhaul by Royston Work to overhaul a high-speed diesel engine on a Pritchard Gordon Tankers-operated oil products tanker has been completed by diesel power specialist Royston. Engineers undertook the 51,000 running hour service on the No.2 generator on-board the 10,005 dwt 2001-built product tanker Henrietta PG in Trinidad as part of a planned refurbishment and maintenance programme of essential power plant. The work carried out by Royston saw the Cummins KTA19 G3 power unit stripped down and critical parts serviced before being fully reassembled onsite. This involved work on all six camshafts sections, replacing main bearing shells and thrust bearings, rebuilding cylinder head valves and springs, and fitting new piston rings and conrod bolts. New STC valves and fuel rails, turbo, piston cooling jets, fuel pump and associated pipework were also fitted.

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Machinery Repairs

The Henrietta PG

After the work was completed, the engine was run at idle for several minutes to check for leaks, before being successfully tested at various loads. Rob Middlemiss, technical superintendent at Pritchard Gordon Tankers Ltd, said, “Royston’s professionalism, work ethic and engineering skills are of the highest order, enabling the work on the Henrietta PG to be completed quickly and efficiently, minimising disruptions to our operational schedule.” The Henrietta PG is one of 10 purpose-built shallow draft, double hull tankers from 6,200 dwt to 10,600 dwt in the Pritchard Gordon Tankers’ fleet. The company specialises in the transportation of crude oil, refined petroleum products, chemicals and biofuels in environmentally sensitive regions.

ABS and P&O Maritime collaborate in condition-based systems ABS and P&O Maritime Logistics (POML) have agreed to a pioneering condition-based class (CBC) pilot project for the 2,740 dwt PSV, DMS Courageous. The historic agreement will see the vessel become the first to utilise ABS Nautical Systems as the computerised maintenance management system to transmit planned maintenance data and conditionbased maintenance activities to ABS, for the purpose of potentially crediting class survey requirements. ABS CBC will enable less intrusive surveys of hull and machinery systems through alternative means of verification of compliance to specific survey requirements. Delivered in three progressive phases, the project focuses initially on improving alternative means of compliance verification, then expanding and evolving to apply remote survey techniques, and ultimately leveraging predictive capabilities to transform

the Class process and create efficiencies in on-board surveys. Martin Helweg, Chief Operating Officer of P&O Maritime Logistics, said, “A cardinal element to our future is our continued disruption of the segments in which we operate – pushing ourselves to implement solutions which challenge conventional thinking methods. Our customer demands are increasingly shifting towards advanced services, and in response we began to digitise aspects of our service offering to optimise the supply chain. Through partnerships with companies like ABS, we continue to offer and deliver a difference which drives value for our customers.”

The DMS Courageous

The technology will not only allow POML to further streamline its maintenance and management organisation to reduce OPEX, but will also improve processes through leveraging new technologies. The DMS Courageous project builds on the longstanding relationship between ABS and POML. The project utilises ABS’ Remote Survey offerings and the ABS Guide on Smart Function for Marine Vessels and Offshore Units which introduced the industry’s first notations on Smart technology applications. This, in turn, supports the development of condition-based approaches to enhance safety and increase vessel operating time. Recently, the Caspian Voyager, POML’s largest modern PSV in the Caspian Sea, entered into an ABS extended drydocking scheme, intended to begin the CBC process, with the goal of enrolling the entire fleet into the ABS CBC program within the next five years.

Christchurch, New Zealand. This expansion of the sales and service network will extend current coverage, allowing MJP to offer a more hands-on and localised customer experience, with unmatched support and quicker response times for new and existing customers. Under the terms of the new agreement, Firstbreak will offer MJP customers in-region support, including parts fulfilment and local service for builders and operators in New Zealand and other parts of Southeast Asia. With a long, successful history in the marine, oil and gas industries Firstbreak, led by Brent Paulsen, specialise in sales, marketing, manufacturing and supply chain with offices in Christchurch, Auckland, Sydney and Singapore. Paul Hague, MJP Regional Director of APAC, says, “Installing a sales and service agent in New Zealand, in addition to opening an office in Western Australia in early 2019, will further strengthen our service capabilities in the fast-growing APAC market. “We are extremely pleased for the opportunity to be working with Firstbreak, and its dedicated sales team. As a company, they are extremely well suited to the needs of MJP as we continue to grow in the APAC region.” The Asia Pacific (APAC) sales office, opened in early 2019, is strategically located in Perth Henderson, Western Australia in the Henderson Industrial area, offering close proximity to a number of shipyards and fleet operators in the area. SORJ

MJP increases its service network Sweden’s Marine Jet Power (MJP), is further strengthening its world-wide sales and service network with the appointment of Firstbreak, as an official sales and service agent, based in

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Brent Paulsen and team pictured outside Firstbreak’s Christchurch facility

Emissions absorber tower may result in hot and toxic gases being released in the ship. If hot exhaust gases pass through the scrubber without the water turned on to cool them, certain non-metallic materials (most plastics, rubber) will deteriorate and perhaps even ignite. Ward then advised on the best methods to select the correct materials. • Define the environment • Determine candidate alloys • Review prior Service history • Conduct corrosion data search (Lab and field testing) • Define fabrication/welding/ quality control/Inspection • Balance cost with consequences • Evaluate scrubber suppliers. One of the Genco fleet of bulk carriers

CSA – early planning essential By Ian Cochran At the recent meeting of the Clean Shipping Alliance (CSA), it was agreed among the shipowners that early planning was essential for exhaust gas cleaning systems (scrubbers) retrofits and for newbuildings. Those undergoing retrofits are experiencing delays, especially in China, compounded by the COVID-19 virus. It was said that as the repair yards were not newbuilding yards they lacked expertise in this area. There were problems reported with different types of scrubbers but overall, the meeting hailed scrubber retrofits as a success. Greek capesize bulker owner Genco Shipping & Trading reported that all 17 newbuildings had been fitted with scrubbers the last one commissioned in January of this year. The company explained that that the installations were 24 months in the planning. Spares are kept on-board and an extra engineer employed on each ship. No breakdowns were reported. Genco inspects the scrubber systems on a monthly basis and every second month will drill down further as part of its follow up maintenance programme, acknowledging that it will break down at some point, the company warned. Before the installation and at the planning stage, vulnerabilities should be identified, the right strategy adopted, the right supplier chosen and also take into account the importance of a well trained crew. At the meeting, it was disclosed that the Nickel Institute (NI) and NACE have formed a task group to look at corrosion in marine

scrubbers. The group is asking owners, managers and operators to complete a survey and is also working with the CSA and Exhaust Gas Cleaning Suppliers Association (EGCSA) where applicable. The Institute’s Nigel Ward explained that at the shipyard, non-availability of the right materials can cause delays. The right choice should be made at planning stage, but also stressed that one of the components, nickel e costs around US$13,000/tonne. He added that shipyard welders needed experience when it came to fabrication of a scrubber system. Small scrubbers fitted to a 4 MW engines may use around 4,000 kg of alloys, he explained, while large systems for engines of about 55 MW may use up to 20,000 kg of alloys. He explained that there may be different alloys used as the service conditions may vary depending on design, operating conditions, etc. Some alloys are less expensive, leading to a cheaper scrubber system, which is expected to meet the (short) warranty period. Most of the alloys used are not familiar to the average shipyard. Some alloys are easier to weld and obtain the correct corrosion resistance in the welded condition than others. Turning to corrosion, Ward said that there was no information on corrosion data on any of the marine scrubber systems in ‘open literature’. He explained the consequences of a system failure - the exhaust gases could contain high levels of SOx, exceeding the limits. This may result in fines (or worse), refusal to enter port, etc, or the worse-case scenario - the loss of the ship until repairs can be made. Water pipes corrosion may result in water (which could be acidic) flooding areas of the ship and the corrosion of exhaust gas pipes or

The operating environment also needs to be defined. “We know from experience that crevice corrosion (here most commonly under-deposit corrosion) is going to be the most likely type of corrosion to occur, both on marine and landbased FGD scrubbers,” Ward said. The various parts of the scrubber conditions are not the same, so the various areas need to be examined. For instance, the inlet duct is the hottest, as a result of splashing and deposits. The inlet area is also very hot. In addition, a thin film of liquid falling on the absorber, typically hot but sometimes cooler, while the full immersion conditions in the scrubber sump is prone to deposits. Acidic condensate could also be found in the outlet ducting. A shipping company should also consider the scrubber start ups/shut downs, which could upset conditions - expect the worst case scenario, he warned. The conditions (temperature, pH, chloride content, deposits) vary depending on location in the scrubber and how it is designed and operated. Another important issue when fitting a scrubber is to balance cost with the consequences. Experience shows selecting a marginal, low initial-cost material can result in premature failures. This leads to scrubber system leaks, downtime, and additional repair costs that can be many times more than the original material cost. If seawater is used in the scrubber, it is very corrosive, especially when hot. If it becomes acidic (lower pH), it becomes even more corrosive. If fresh water is used and recirculated, corrosivity will depend on the lowest pH and highest chloride content (chloride coming from the fuel) that is allowed. If there is no bypass duct, care must be taken with use of certain non-metallic materials (plastics, rubber) in the scrubber if the water supply is not operating. The

Volume 17 Issue 5 – Page 41

Emissions scrubber’s fabrication and installation needs to be undertaken with the proper controls in order to obtain optimal corrosion resistance of the alloy. As mentioned, NI and NACE are undertaken a survey, which will form the basis of a White Paper - Corrosion Prevention and Control for Marine Scrubbers. An all-day session on materials for scrubbers is planned at the NACE conference in Houston on March 14th. Elsewhere, IMO’S Sub-Committee on Pollution Prevention and Response (PPR) agreed on revised guidelines for the approval and certification of scrubbers at its 7th meeting also held last week. These new guidelines will be applicable to systems installed on ships six months after adoption by MEPC (May 2021) at the earliest. The major changes to the current guidelines are - a new definition for Polyaromatic Hydrocarbons (PAH) representing the oil discharges of the washwater, a higher frequency for the recording of washwater pH, PAH and turbidity, and a requirement that also EGCS approved under Scheme A require mandatory daily spot checks of the SO2/CO2 emission ratio. Additionally, PPR agreed that the guidelines should not specify that sulphur-compliant fuel oil should be used during survey under Scheme B, as a survey under Scheme B only covers the on-board monitoring equipment and the sulphur content of the fuel being used during the survey is irrelevant for testing the functionalities of the monitoring equipment. PPR7 also drafted a scope of work for the evaluation and harmonisation of rules and guidance on the discharge of liquid effluents from EGCS into waters. This will act as a basis for future studies to determine the effect of EGCS discharge water on the environment, in order to facilitate a uniform approach by local states for evaluating its effect and possible countermeasures, IMO said.

Chinese approval of Wärtsilä’s EGC system Finland’s Wärtsilä’s Exhaust Gas Cleaning (EGC) system has been Type Approved in China by the China Classification Society (CCS). This follows the order for the system from Dalian Shipbuilding Industry for installation on-board the New Treasure, a new VLCC. The ship is being built for Associated

The Wärtsilä Exhaust Gas Cleaning System has ben installed on-board the New Treasure has received CCS Type Approval Maritime of Hong Kong, part of the China Merchants Energy Shipping group, the largest VLCC owner in China and a world leading crude oil tanker operator. The approval marks a significant breakthrough for the Wärtsilä system in the Chinese market. Full scale testing was carried out after its shipboard installation was completed, and the relevant data was reviewed and reported by Dalian Maritime University, as an independent third party. The process involved a review of the design, and a check of the fabrication of the scrubber tower itself to verify that it is in accordance with all the CCS class and quality requirements.

Alfa Laval awarded Safe Bulker’s service agreement During June 2018, Greek dry bulk operator Safe Bulkers selected Alfa Laval to retrofit 20 of its vessels with Alfa Laval PureSOx scrubber systems for exhaust gas cleaning. The company has now gone on to sign a long-term Alfa Laval Service Agreement, which will safeguard compliance through connectivity and more. Safe Bulkers ordered PureSOx retrofits for 12 Post-Panamax vessels, six Kamsarmax vessels and two Capesize vessels, with deliveries running until March 2020. Almost 15 of those systems, which comprise open-loop scrubbers configured for multiple inlet sources, have now been installed at COSCO retrofit yards with engineering design of Alpha Marine Consulting P.C. Throughout

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the process, Alfa Laval has partnered closely with the yards, providing support through locally based project managers with strong backing from PureSOx product centre in Nijmegen, Netherlands. “Alfa Laval’s project management has really been first-rate,” says Dr. Loukas Barmparis, President of Safe Bulkers. “Not only was there no time difference or language barrier in working with our yards, there was never any question about scope or responsibilities. Alfa Laval’s team worked with us proactively to solve issues as quickly as possible, and they brought additional resources to the yard whenever time or flexibility became a concern.” With the majority of the PureSOx retrofits completed, Safe Bulkers is now looking ahead to secure trouble-free operation. Recently, the company signed a tailored Alfa Laval Service Agreement that will deepen the partnership between the two companies. The agreement includes connectivity and lifecycle-oriented services selected from the Alfa Laval PureSOx 360° Service Portfolio, provided for a flat yearly fee. “We feel very satisfied with the scrubber project execution, and we want to be equally successful in the operation of our PureSOx systems,” says Dr. Barmparis. “The Alfa Laval Service Agreement will help us safeguard longterm performance, for example by using data analysis to keep systems performing at their peak.” Safe Bulkers’ forward-thinking ambitions are reflected in the scope of the Service Agreement. In addition to genuine Alfa Laval spare parts, service kits and sensor calibration by exchange, the agreement includes services that will make corrective maintenance more plannable and maintenance costs more predictable.

Emissions

The Alfa Laval PureSOx Connect system “Hands-on training will lay a foundation for safe, compliant and cost-effective PureSOx operation. Safe Bulkers crew members and superintendents will be trained at the recently opened Alfa Laval PureSOx Training Centre in Shanghai, China, where a full-size PureSOx system is installed. “On top of that foundation,

we will use data-driven PureSOx Connect services for compliance and performance monitoring.” PureSOx Connect services will let Safe Bulkers prove compliance easily, generating automatic reports for handover to local authorities. In addition, the scrubber data

will be analysed with advanced algorithms, enabling health monitoring, root-cause identification and remote service support when needed. “Scrubber connectivity will give us deeper insights and keep our systems optimised. Alfa Laval will perform yearly Condition Audits of our PureSOx installations, but PureSOx Connect will help us take preventive actions and minimise the corrective needs they find.” “We want to protect our uptime and eliminate any risk of non-compliance,” says Dr. Barmparis. “Alfa Laval was the natural choice to help us do that, and their clear service offering made it easy to find the right services for our needs.” Meanwhile, Alfa Laval has joined the Getting to Zero Coalition, a co-ordinated effort to fight climate change by introducing zeroemission vessels by the year 2030. Alfa Laval is committed to reaching this vital goal, which is key to decarbonising the global shipping industry and reaching IMO’s target of cutting vessel-related greenhouse gas emissions by at least 50% by 2050.

Ship Superintendents’ Training Course 28th Programme 300+ successful delegates

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Volume 17 Issue 5 – Page 43

Emissions year 2008. Biofuels like B20 can help us reach this target. This is because, in addition to having low sulphur content, the fuel also emits less climate-damaging CO2 during combustion,” explains Jörg Erdmann, Senior Director Sustainability Management. Hapag-Lloyd intends to use the test run with the Montreal Express, which operates in the St. Lawrence Co-ordinated Service 2 (AT 2) between Europe and Canada, to gain experience and information on the properties of the fuel in real-world use. “We are checking to see whether the share of biodiesel has any adverse effects on the equipment and the fuel processing on-board the vessel. If the test is successful, more ships from Hapag-Lloyd’s fleet could operate using the B20 fuel in future,” adds Jan Christensen, Senior Director Purchasing & Supply at Hapag-Lloyd

The Rivertrace SMART ESM system

DNV GL approval for Rivertrace Following exhaustive system testing and review, market leading developers of smart water quality monitoring technology Rivertrace Limited have received a statement of compliance from DNV GL for its Exhaust Scrubber Washwater Monitor - SMART ESM. Any washwater used by wet scrubber systems to remove pollutants from exhaust gas must be monitored to ensure it meets IMO regulations for water quality parameters prior to discharge to the ocean. Rivertrace’s SMART ESM, already on-board several vessels, is a washwater monitor that measures and records the regulated water quality parameters PAH, Turbidity, Temperature and pH, on open-loop, closed-loop and hybrid scrubber systems. The system enables ship operators to monitor washwater water quality parameters in real time at both the inlet and outlet, supporting continuous compliance within IMO washwater discharge limits. The newly received DNV GL statement of compliance for SMART ESM certifies that the monitoring system operates with an acceptable accuracy for the measurement of PAH, turbidity, pH and temperature within the ranges required by MEPC 259(68). Therefore, providing further assurance to scrubber manufacturers, and the wider industry, that the SMART ESM is a reliable and robust system, which provides accurate monitoring of washwater, while a scrubber is in operation. The certification also gives the wider public

assurance that ships operating scrubbers are monitoring their washwater in line with regulatory limits, ensuring that washwater constituents discharged to the ocean are within strict regulatory limits as to not damage the marine environment.

Hapag-Lloyd to test bio-fuel To reduce the CO2 emissions generated by operating ships, one of its ships recently refuelled in Rotterdam with a new, ecofriendly biofuel. For the first time, the 47,754 dwt containership Montreal Express is being powered by so-called B20 fuel, which consists of 80% low-sulphur fuel oil and 20% biodiesel based on cooking oils and fats that had previously been used in the food service/ catering industry. The biodiesel generates up to 90% less CO2 emissions than conventional fuels. With this test, Hapag-Lloyd is taking another step towards reaching its ambitious climateprotection goals. “By the end of this year, we want to have reduced our specific CO2 emissions by 50% compared to the reference

The Montreal Express

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Ultragas contract for Langh Tech Finland’s Langh Tech has successfully delivered its exhaust gas scrubber systems to semirefrigerated gas tankers managed by the Danish shipping company Ultragas. The cooperation between Langh Tech and Ultragas started in summer 2018 and the deal includes the components for the scrubber system, commissioning, crew training and classification for four identical sister gas tanker vessels. The Langh Tech scope of delivery in this project is an open loop side inlet -type scrubber tower with multi-inlet connections for flue gas sources from the main engine and from the three auxiliary engines with bypass possibility on all. The scrubber is designed for a maximum 7,000 kW engine power with scrubbing capacity for approximately 55,000 kg/hr flue gas. Langh Tech offers several solutions to suit the customer’s needs. The scrubber system can be open loop, closed loop or hybrid. The scrubber tower design can be either inline or side-inlet type (U-type) and with either single or multiple inlets. The Langh Tech scrubbers can be designed for dry running or with a bypass. Integrated feed of caustic soda or magnesium hydroxide can be used as a chemical in the closed loop system as well as in the open loop system when sailing in low alkalinity water or to reach the US EPA VGP compliance. The installations of the first two LPG tankers, the 24,232 dwt Atlantic Gas and the 24,286

Emissions Manager & Project Manager, Ultragas.

Royston – what owners can do

The Atlantic Gas dwt Adriatic Gas were completed in the fourth quarter of 2019 and the two later vessels will dock during the first quarter of 2020. “We have appreciated much the cooperation with Langh Tech as well as its

product. Timely delivery of a fine quality product and high performing equipment as well as 24/7 design-, installation- and operational support has been at a very high level”, says Carsten Manniche, General

Neil Graham, technical director of Royston, considers what marine vessel owners and operators can do to ensure diesel engines are as prepared as possible for IMO Sulphur 2020. The move is aimed at curbing SOx pollution produced by ships and represents a very significant, industry-wide event, which will likely have far reaching effects on the global shipping industry for many years to come. “SOx released into the atmosphere via a ship’s exhaust gas combines with NOx - which acts as a catalyst - and other compounds to form sulphuric acid. This can contribute to the formation of acid rain and as a result cause damage to the quality of air, water, soil, food and life itself. It can also have a detrimental effect on the ozone layer and thereby contribute to global warming. It’s therefore

Retrofits for compliance

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Emissions incumbent upon shipowners, vessel managers and crews to take the necessary steps to ensure they understand the issues and that their vessels are provided with fuel oil that’s suitable for use by marine engine power plants. If any problems arise, these must be addressed to minimise any impact. “There is also an alternative option to low sulphur fuel and that is to install postcombustion treatments such as a scrubber system to curb SOx. However, due to the large CAPEX requirement and time out of service for installation, only a small percentage of shipowners are opting for scrubbers, with most going for compliant fuels. “As 2020 rapidly approaches, very low and ultra-low sulphur HFO availability has long been a concern, but it appears that suppliers have responded to the upcoming demand and supply will not be a problem. Possibly of greater concern is how long High Sulphur HFO will remain available or if the price of it will get closer to the low sulphur fuels, greatly affecting the ROI of those owners who opt for scrubbers. “Incompatibility of bunker stems may leave shipowners facing serious engine repairs, requiring vessels to be taken out of service and leading to serious loss of earnings for operators. The mixing of non-compatible fuels can lead to the formation of sediment in the tanks which can block filters and purifiers. Add to that the ever-present risk of asphaltenes and cat-fines in certain fuels then the stemming of good quality fuel and good on-board management is essential if damage to the engines and fuel systems is to be avoided. “The nature and type of fuel oils that will be available are expected to differ significantly. Different mix of fuels - a variety of blends – will mean practical steps need to be taken to secure quality control. Industry good practice proposes developing a ‘bunker checklist’ to supplement the vessel’s own safety management system procedures – a list of checks and tasks from pre-bunkering through bunkering to final completion and disconnection – see also IMO’s Ship Implementation Plan. “Fuel segregation between bunker sources will also become a feature of future operations until all sources of fuel can be proven to be stable, mixable and compatible with each other. Smaller bunker orders may become the order of the day to avoid mixing different fuel supplies. Monitoring of the fuel will be increasingly important to avoid poor quality fuel reaching the engine, as well as running purifiers at their optimum settings i.e. the right fuel oil temperature and the correct throughput

(slow as possible). Checks by port authorities on compliance, especially in ECAs (Emission Control Areas), will increase and it probably won’t be too long before on-board testing of sulphur content and emission measurement becomes the norm. “Lower sulphur content in fuels will contribute to decreased levels of ‘lubricity’ in engines, contributing to increased wear and tear in fuel pumps and requiring additional maintenance of injectors. These components have high tolerances and most manufacturers of fuel pumps have already moved towards a higher material specification for their plungers and often use a diamond-like carbon (DLC) coating to reduce wear. These coatings are extremely hard, corrosion resistant and have ultra-low coefficients of friction. They can also be deposited with a high-degree of control of the coating thickness. “If the decision is made to move away from high sulphur HFO and scrubbers, the cleaning of pipes and storage tanks will need careful planning and inevitably result in substantial costs and down-time. “Manual cleaning is time consuming, and again may result in down-time for the ship if not carefully planned. A recommended best practice is to flush through the system with distillate and afterwards dispose of it as waste oil. Note though that it’s a very competitive supply, so it would always be prudent to consider quality, versatility as well as cost effectiveness of a potential service partner. “As stated earlier, some ships will limit the SOx air pollution by installing exhaust gas cleaning systems, also known as ‘scrubbers’. This is accepted by flag states as an alternative means to meet the sulphur limit requirement. These scrubbers are designed to remove sulphur oxides from the ship’s engine and boiler exhaust gases. A ship fitted with a scrubber can use high sulphur heavy fuel oil since the SOx emissions will be reduced to a level equivalent to the required fuel oil sulphur limit. The most likely ships to install scrubbers are the larger deep-sea vessels which have high fuel consumptions and crucially have the space in the engine room to fit this equipment. A 50 tonnes/day seems to be an accepted cut-off point for fitting a scrubber and still obtain a reasonable ROI, say within five years. “What’s the alternative to burning low sulphur fuel or using scrubbers? Converting engines to LNG will provide considerable reductions in fuel costs as well as reducing emissions, including SOx. It will first need to be determined if the existing engines can

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be converted to gas or if new engines are required (dual fuel or pure gas). Finding space in the engine room for the storage tanks is key and, depending on whether the engines are converted to dual fuel or pure gas, there may still need to be a liquid fuel storage system as well. “Underpinning the aims of IMO Sulphur 2020 is a need to improve fuel consumption for the ship operator, and thereby keep costs to an acceptable limit and reduce all exhaust gas emissions, including SOx and CO2. The implementation of advanced technologies such as ‘Eco Speed’ - a recent development in Royston’s enginei fuel monitoring system - allows vessel operators and owners to determine the most economical speed against the best fuel consumption for any particular vessel. “There is an obvious need to pay close attention to the detail in the project management and planning of service jobs in meeting the requirements around Sulphur 2020. Careful review of the options (low sulphur fuel or high sulphur fuel plus scrubber or conversion to LNG) around practicalities and ROI should be made, with a project management team appointed to undertake the program. Independent service providers such as Royston can be totally focused on providing a fully responsive engineering service that is geared towards meeting the specific timing, location and technical needs of a customer facing IMO Sulphur 2020 compliance issues. The company can provide such project management in collaboration with the relevant engine or scrubber manufacturers, as well as providing supervision of installations and fuel system cleaning and tank segregation.” SORJ

Neil Graham

Ballast Water Management

Benoit Gillmann, BIO-UV Group (left) and Randolph Zhang, Hai Cheung Trading, sign a partnership agreement

Hong Kong agreement for BIO-UV France’s BIO-UV Group has recently strengthened its global partnership network with Hai Cheung Trading (HCT), a specialist marine equipment supplier based in Hong Kong. The strategic alliance aims to reinforce the commercial rollout of the company’s BIO-SEA BWM system across Asia. BIO-UV Group will draw on HCT’s extensive network of Chinese shipyards with a view to accelerate the take-up the of the BIO-SEA systems across the region, strengthening the French company’s presence in Asia. HCT will support Chinese shipyards with the supply, installation and commissioning of the BIO-SEA system. Randolph Zhang, President, Hai Cheung Trading, said, “We are delighted to have formed this relationship with BIO-UV Group. By combining the knowledge of our two organisations we will provide a robust and bespoke service to all our customers in the area.” Xavier Deval, BIO-SEA Business Director, said, “This partnership comes at a time when the market is very favourable towards UV-based BWM system. The alliance we have formed with HCT aims to raise the competitiveness of our technology in the market.” Deval furthered that BIO-SEA’s IMO and USCG certification is a significant attraction for Asia shipowners looking to comply with the requirements. “This, combined with BIO-UV’s high-performance systems and HCT’s enhanced knowledge of China’s maritime ecosystem, will ensure we are in pole position to quickly and effectively meet the Asian shipowners and shipyards’ requirements.” In addition to added business leverage,

BIO-UV Group will transfer the assembly and production BIO-SEA parts to HCT’s Nanjing site. “Production flexibility and responsiveness are key competitive advantages in a strong growth market,” said Deval. “There is currently conflict in the BWM market between price and system availability, but we have managed to remain competitive and we can provide systems within a six-week lead time. There are units available on the shelves that can be delivered in three weeks.” Deval said new emissions legislation has had an impact on drydock availability given the number of slots booked for exhaust gas cleaning system installations. “There is definitely a bottleneck,” he said. “Shipowners are struggling to find slots for BWMS installations and are now combining their scrubber projects with BWM system retrofits. Shipowners can no longer afford to run down the BWM system compliance clock.”

Carisbrooke contract for Optimarin UK’s Carisbrooke Shipping has adopted a novel approach to BWM compliance, installing its latest two systems from Norway’s Optimarin during normal operations, with its own crewmembers, ensuring zero downtime and maximum efficiency and earnings. The firm, which controls a fleet of general cargo vessels from its base in the Isle of Wight, has just completed commissioning of its second ‘DIY’ installation on-board the 8,690 dwt general cargo vessel Vectis Falcon. Carisbrooke signed a BWM frame agreement with Optimarin in 2016, shortly before the specialist became the first supplier in the world to receive full USCG approval for its market

proven, UV-based Optimarin Ballast System (OBS). It has since completed installation of six systems, with the first four conducted during scheduled drydockings. However, according to Capt. Simon Merritt, Senior Fleet Manager, Carisbrooke, the team were keen to test a new approach for the last two – on-board sister vessels Vectis Falcon and Vectis Eagle. “The Vectis ships are advanced, high quality vessels that trade frequently in US waters,” he explains. “Because US compliance dates are earlier than those of IMO, we had to install the systems before the vessels´ next scheduled docking, so we contacted Optimarin to discuss alternatives. “It quickly became apparent that there was the potential for doing this ourselves, taking the simple, reliable system and – with some solid initial groundwork – installing it during scheduled operations, with zero disruption. The benefits of that were obviously very compelling, so we thought ‘yes, let’s go for it’.” The ‘initial groundwork’ Merritt refers to involved a process of thorough 3D scanning of the engine room, conducted by global engineering specialists Goltens. This provided the measurements that would dictate the positioning of the modular - and therefore easy to install in vessels with limited space – Optimarin BWM unit. Carisbrooke then contacted a highly regarded Polish manufacturer to make the required piping and foundations and, with everything in place, it was over to them to ‘get to work’. “We made sure we had crewmembers with the mechanical and electrical competency to take on this kind of project, but,” says a candid Merritt, “it wasn’t really that technically challenging. In fact, I’d compare it to putting together a giant jigsaw. As long as you have all the pieces you need – and that’s where you

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Ballast Water Management

The Vectis Falcon have to get the pre-work right – then it’s just a question of focusing on the task at hand. It was surprisingly straightforward.” Although Optimarin were always available to offer remote support, Merritt said the inhouse team didn’t have to call on them - at all. “We’ve developed a great business relationship with Optimarin, and they always bend over backwards to help us and accommodate any of our requests,” he notes, adding, “so we knew we had a trusted partner waiting in the wings. But, you know, ‘sorry guys, we’re okay on our own’! They sent on their own specialist engineers for the final commissioning, but other than that it was handled entirely inhouse.” Arguably the main factor was the ability to maintain scheduled operations and provide uninterrupted, high quality services to the firm’s global customer base. Zero downtime, Merritt says, obviously means zero lost earnings and optimal revenues. “This was a decision that impacts upon bottom line, so in that respect it was business critical.” As were the cost savings. By conducting the installation internally expenses were minimal compared to drydock charges or port installation with third party contractors, but there were also further, more unexpected benefits. The piping - that took us by surprise!” “When you have a vessel in drydock the company running that facility has a ‘captive audience’, so they provide their own services and charge the rates that benefit their business, that’s understandable. But when you yourself have agency – when you can select your suppliers – you can be sure of getting the quality you require at a price that’s genuinely competitive. “So, to put this into context - When we

conducted the first installations the costs for the pipework and foundation packages were four times what we paid with our own hand-picked, quality supplier this time round. We paid a grand total of €22,000 for the entire package a very significant saving.” Sticking on the subject of money, the fact that Optimarin is a Norwegian-based firm also delivered unexpected benefits. The BWM specialists spoke to Carisbrooke about the potential of Norwegian Export Credit funding – whereby loans are provided through the Norwegian state to help companies purchasing home-grown products and services – assisting them with the application process. According to Merritt, the first four system installations were facilitated by this funding – “with loans at very preferential rates” – and the company is currently in the process of applying for support related to the next six. In total, Optimarin systems will be installed on 26 ships within the fleet (the remainder have legacy

systems, largely from previous vessel owners). “The funding has been, and will be, a real benefit,” he says. “I’d encourage anyone in the industry purchasing from a quality Norwegian supplier, such as Optimarin, to look into it. Easy does it Optimarin, for its part, seems equally satisfied with both the Carisbrooke installations and relationship. Meanwhile, Optimarin has announced that its final figures for 2019 show a recordbreaking year for the BWM system specialist, with close to a doubling of revenues for system sales and servicing, healthy profits, and a significantly increased order intake. The Norwegian headquartered firm, which celebrated its 25th anniversary last year, is now looking to continue the growth in 2020 ahead of what CEO LeivKallestad refers to as “the imminent retrofit wave.” The latest Optimarin fleet agreement involves DOF and includes the installation of 16 OBS, with an option to extend the contract to 50 vessels in total. The deal, Optimarin’s biggest single agreement in the offshore segment, will see the USCG-approved OBS installed across a range of advanced PSV, Subsea and anchor-handlers.

New BWPF barge from Damen Holland’s Damen Shipyards Group (DSG) has unveiled a Ballast Water Pre-Filtration Barge (BWPF) to assist vessels in complying with IMO’s BWMC. The new legislation came into force on September 8th last year and Damen Green Solutions has prepared a range of products and services to assist its

An artist’s impression of Damen’s Ballast Water Pre Filtration Barge

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Volume 17 Issue 5 â&#x20AC;&#x201C; Page 49

Ballast Water Management pressure without modifications to the existing ballast pumping system. The Ex approved UV reactor, filter and CIP unit are contained within the deckhouse, as is the optional booster pump unit. The lamp drive cabinet, control cabinet and optional booster pump VFD are installed outside the deckhouse and within the vessel’s safe zone. Damen has built these deckhouses for various tankers with 1,000/1,500/2,000 m3/hr BWM systems. These deckhouses are constructed at the Damen yards in Europe and China. In the proximity where the deckhouse is placed is on top of the vessel in a repair yard. The deckhouse is an ideal ‘plug and play’ solution, with the absolute minimum of downtime for the vessel in the repair yard.

DNV GL approval for TECHCROSS The Techcross BWM system clients in meeting the requirements of the new legislation. Many ports located on rivers throughout the world experience a sediment level significantly higher than the level on-board BWM systems are tested to. Damen Green Solutions product portfolio manager Matthijs Schuiten explains, “The level to which on-board systems are tested demonstrates an ability to handle sediment levels up to 50 mg/litre. However, at some terminals, this level is exceeded – sometimes considerably. We recently ran tests on a waterway in the US close to a harbour, for example, and found sediment levels 30 times above this.” Notable cases of important waterways that exceed the level to which on-board systems are tested include the Huangpu Jiang in Shanghai, the River Thames in London and the Red and Mississippi rivers in the US. “Such high levels of sediment can cause ballast water filter blockage,” Matthijs continues. “This can make for huge operational challenges, preventing cargo unloading or ballast water intake.” Damen’s answer is the new BWPF Barge, designed to go alongside a vessel at terminal and filter the sediment before ballast water is taken on-board. “Pre-filtering the water in this manner ensures the BWM system on-board is not

blocked due to sediment. Having such capabilities enables terminals to add value with an additional service for calling vessels. With IMO’s legislation’s passage into law, we expect to see demand for such services in the near future. Developing the BWPF Barge is Damen’s way of making sure that, when the need arises, we are prepared to respond quickly.” The BWPF Barge can process up to 4,000 m3 water/hr with a sediment level anything between 50 and 1,500 mg/litre. Filtration is available between 10 and 50 micron, to suit varying sediment sizes. The entire ballast water filtration system fits neatly inside a standard 40’ container, making logistics straightforward. Damen has also developed standard BWM Ex certified deckhouses that can withstand slamming of waves. These deckhouses can be placed on the open deck of a tanker vessel. Since a container construction is not designed to withstand the forces of wave slamming on the open deck of a tanker vessel. Damen has developed a deckhouse with an 8 mm wall thickness that is able to withstand wave slamming forces - fully meeting the requirements of the classification societies. Each deckhouse is delivered as a preassembled solution, including the BWM system with all internal piping and wiring, for easy integration into the vessel. If needed, a booster pump unit can be integrated to ensure sufficient

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South Korea’s TECHCROSS’ new BWM system, ECS-HYCHLOR, has received Type Approval from DNV GL and the Norwegian government. ECS-HYCHLOR has also been under review for the USCG Type Approval since mid-January. TECHCROSS is looking forward to getting the USCG TA in the first half of this year. This from DNV GL approval covers ECSHYCHLOR at full capacity from 300 to 8,000 tonnes, non-explosion proof, and explosion proof as a whole in line with the standards of the DNV GL as well as the requirements of IMO’s BWM system Code, which enters into force in October 2019. In addition, the application of USCG type approval of ECS-HYCHLOR was already submitted and listed on January 13th. It has now entered its ‘Under Review’ stage. As we have successfully completed all tests and paperwork on the performance and environmental test of ECS-HYCHLOR based on our knowledge and understanding of the ECS, the existing direct electrolysis-based BWM system. Meanwhile, beginning with the type approval for ECS-HYCHLOR by the Norwegian government, TECHCROSS will sequentially carry out work for type approval in other countries, including the Republic of Korea. Accordingly, TECHCROSS has been able to selectively offer two types of electrolysis products according to the preferences of ship owners and the ship type. Therefore, it is expected that TECHCROSS’ future market position will be further strengthened. SORJ

Middle East

The Shinas Max in ODC, with the scrubber on the dock side

Oman Drydocks has a good year’s start with scrubber and BWM contracts According to Oman Drydock Co’s (ODC) Chief Executive Said bin Homoud Al Mawali, the yard is having a very good start to 2020 with a number of scrubber and BWM system installation contracts, and interest from some of the world’s largest shipowners, especially those located in the Gulf States and from owners in Singapore and Hong Kong. “During last year (2019) we repaired some 156 vessels, with another 20 projects completed in January this year, compared with 156 the previous year. This resulted in a 16% increase in income from 2018 and a 60% increase (over double) compared with 2017. According to Mr Said “We aim to double our market share again by 2023. We are now an established player in the international shiprepair market and as such I am confident that this increase can be achieved. During 2019 we saw a significant increase in enquiries and contracts from Middle East owners. We are in the process of applying for qualification from Kuwait’s KOTC, the audit having already been carried out. Japan’s NYK Shipmanagement, Holland’s Stolt Tankers and Singapore’s AET are among many who are now looking to use ODC on a regular basis, ODC having completed the pre-qualification standards. “Meanwhile, Maersk have become one our most regular users, both for containerships and tankers. ODC completed a package of repairs for Greece’s Dynacom during 2019, comprising up to seven ships. This year we are looking at a contract of up to 10 ships from this fleet, all including BWM system installations. “ODC is also looking to compete in the LNG tanker repair market. We

have already completed repairs to such ships from Oman Shipping and MOL, and we have a GTT licence for repairs of membrane containment systems. “We undertook seven scrubber installations and 12 BWM system installations during 2019, these figures likely to increase significantly in 2020. We already have some 20+ scrubber and 30+ BWM installation projects booked for 2020. There is a likelihood for more and more for scrubber and BWM system installations this year, especially while the current situation continues in China – yards being closed etc. “We have some orders for newbuildings, specialised vessels, but we can not disclose details, and have completed some industrial fabrication work for on-shore projects including the new refinery in Duqm, where our shipyard is located. “We have an ABB workshop in our shipyard, and we are talking to MAN Energy about the same. The main OEMs come to the yard when we ask for them. There is also the possibility of Brazil’s WEG Motors opening a workshop in the yard, along with its exisiting workshop in Dubai. “The access to the yard is improving. Currently we have a daily flight from Muscat to Duqm, this likely to increase to two flights/day this year. “During early March, ODC will announcing a new project whereby the operations of ODC and Oman Shipping, both part of the Asyad Group, and both using Asyad’s offices in Muscat as a headquarters, will integrated to, according to Mr Said, “To front the market to the benefit of both companies. This may also mean the integration of both management teams.” Oman Shipping recently had a number of ships in ODC, all VLOCs – the 400,315 dwt sisterships Sohar Max, Saham Max, Liwa Max, and the Shinas Max. The main work on-board these ships is the installation of an Alfa Laval scrubber system. All four are on bare-boat charter to Brazil’s Vale Corp. The yard has already, during 2019, completed one such installation on-board Oman Shipping’s 108,547 tanker Izki, although the

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Middle East scrubber system was supplied by Norway’s Feen Marine. The original contract was for a total of 11 more ships from Oman Shipping Apart from the Izki and the four VLOCs currently in the yard, the remaining ships are due to enter the shipyard between March and July this year. These are the 107,929 dwt Fida, the 108,547 dwt Habrut, the 107,929 dwt Sifa, the 106,268 dwt Mazyonah, the 108,547 dwt Bukha and the 107,929 dwt Taqah. Also recently in the shipyard at Duqm was MSC Shipmanagement Cyprus’ 29,337 dwt containership MSC Lana, with two MSC containerships due – the 34,083 dwt MSC Positano and the 34,051 dwt MSC Capri. All these three vessels are having scrubber systems installed, the manufacturer being China’s Zhejiang Energy. Other ships currently in the yard include Marine Trust (Athens)’s 158,007 dwt tanker Mikela P, Eships Oldendorff Logistics’ 93,683 dwt self-discharging bulk carrier Alfred Oldendorff, Maersk Line Vessel Management’s 26,020 dwt containership Maersk Vilnius, Norbulk’s 63,153 dwt bulk carrier Sadlers Wells, Daiichi Chuo Marine’s 76,807 dwt bulk carrier Nenita, all of which are having BWM systems installed, and Lomar Shipping’s 63,628 dwt bulk carrier Komi. There are two vessels to undergo extensive steel work – the 281,794 dwt VLCC Grand Lady, which is operated by Eastern Mediterranean Maritime, Athens and another of the MSC fleet – the 31,290 dwt containership MSC Lucia. Other ships due in the yard include two tankers from Greece’s Lyric Marine, the 113,252 dwt sisterships Clearocean Apollon and Clearocean Ajax, both of which are to be fitted with a BWM system, and Expedo Shipmanagement’s 73,901 dwt tanker Chemtrans Oceanic. The largest projects completed during 2019 involved Shipping Corp of India’s 316,409 dwt ULCC Desh Vaibhav, which underwent extensive steel renewal costing some US$14m, and Dynacom’s 67,170 dwt containership Folendros, which underwent extensive steel renewal and water ballast tanks’ coatings.

Scrubber and BWM work at DDW Dubai’s Drydocks World (DDW) is reporting a good start to the year. As of the end of January Some 20 repair projects have already been completed, and during February 23rd there was some 38 vessels and four rigs in the yard. During 2019, a total of 300 repair orders were received with a success rate for tenders standing at 52%. During the coming weeks, repair projects are due in from such names as TMS Tankers, Maersk, KOTC, Hapag-Lloyd, Bahri, Teekay, NYK, Navig8, Andros Maritime, Capital Shipmanagement, Thenamaris and passenger vessels from Carnival Maritime GmbH and Bernard Schulte for routine docking. During 2019, the largest repair project involved the decontamination and cutting of Maersk Line’s 153,153 dwt containership Maersk Honam into two parts following a fire on-board in March 2018. The forward part of the vessel was scrapped and aft part of the vessel was towed to South Korea’s Hyundai Heavy Industries (HHI) for integrating into a new ship, with a newly-built forward part. The ship was redelivered to Maersk Line during August last year, renamed Maersk Halifax. DDW has been actively involved in both the scrubber and Ballast Water Management System (BWMS) installation markets. So far, some 40 scrubber projects have been awarded, with 20 completed by the end of February. There are also many prospective enquiries, which are

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DDW - Dubai at the stages of final discussion. DDW has also won some 70 BWM installations, 40 completed as of February 23rd. DDW has over 40 regular agreements with shipowners/shipmanagers, the two latest being with UAE’s Al-Iraqia Shipping Services & Oil Trading (AISSOT) and US-based Ocean Solutions. During early March this year DDW won its latest conversion project – the conversion of Boskalis’s 47,079 gt, 2000-built drillship Yan to an offshore installation vessel. She was originally built by Harland & Wolff in Belfast. In addition to this latest conversion contract, DDW is also currently carrying out the following three projects: • FSO Belema Sweet - Helideck fabrication & integration • FSRU Golar Igloo - Upgrading • FPSO Firenze Meanwhile, newbuilding projects include: • TMS (Turret) for Johan Castberg • Asymmetrics Tractor Tugs • Platform Hollandse Kust Zuid– Alpha • Platform Hollandse Kust Zuid – Beta • Container Stacking System • Ras Markaz Calm Buoy – Bluewater All major manufacturers have set up their facilities in Dubai, which helps DDW to provide specialised services promptly and also cost effectively. There is both a MAN facility, and a specialist coating sub-contractor, DCL, both having facilities within the yard. DDW has also recently signed a MoU with MAN Energy Systems, a leading provider of large-bore diesel and gas engines and turbomachinery for marine applications. The two companies have agreed to co-operate on providing customers with an enhanced service provision through training and utilisation of shared resources on projects. In addition, a joint approach will be taken to offer customers dual fuel retrofit services for improved environmental performance of their engines and move towards decarbonisation. Ships under repair in DDW over recent weeks include a number of containerships, two from Hamburg-Sud – the 123,205 dwt Cap San Lazaro, and the 123,101 dwt Cap San Juan, Vroon’s 13,760 dwt Iberian Express, Seaspan Shipmanagement’s 50,435 dwt Seapsan Lingue and ER Schiffahrt’s 97,517 dwt Maersk Sana. Tankers recently in the yard include Kaizen Shipmanagement’s 46,803 dwt chemical tanker Black Panther, KOTC’s 57,738 dwt LPG tanker Gas Al Kuwait, Fairfield Chemical Carriers’ 33,654 dwt chemical tanker Bochem Oslo, Bien Dong Shipping’s 47,084 dwt tanker Biendong Victory and Asahi Shipping’s 47,094 dwt tanker Sanmar Songbird. Other vessels recently under repair include Iship Management’s 4,208

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Middle East gt diving support ship DSV Whale, Intresco’s 10,860 dwt general cargo vessel Santana, Pioneer Marine’s 31,700 dwt bulk carrier Team Samba, NPCC’s 28,632 gt Offshore crane vessel Delma 2000, POSH Semco’s 5,552 gt OSV POSH Endeavour and Hyundai Merchant Marine’s offshore construction vessel Hyundai 2000. In a major coup for an Arabian Gulf repair yard, DDW-Dubai will drydock German cruise line AIDA Cruises’ 42,289 gt 2002-built cruise vessel AIDAvita from March 25th through to April 15th for the vessel’s US $30m scheduled refit. AIDAvita will undergo scheduled technical maintenance and mandatory class work, as well as upgrading of public spaces. This is the second time that AIDA Cruises has entrusted refit work to DDW-Dubai.

Increase in ship numbers at N-KOM Qatar’s Nakilat-Keppel Offshore & Marine (N-KOM) is reporting a total of 142 repair projects were completed during last year (2019), up some 10% from the previous year. Last year’s figures included 25 LNG tankers, the majority of which were Qatar Gas ships or ships related to Qatar Gas. It is expected that the target for this year (2020) will be an increase to 155 repair projects, including 14 Qatar Gas LNG tankers and 12 from third party owners. These figures do not include the many smaller offshore vessels the yard regularly repairs. There has also been about 13% increase of types of complex tankers being serviced at N-KOM in 2019 as compared to the previous year, bearing testament to the continued trust in N-KOM’s reliability and quality of services by its clients. Since the yard’s inception in 2011, over 1,000 marine and offshore projects, including 230 LNG tankers, have been completed, with a significant number of drydocking and repairs undertaken for various types of vessels. Drydocking and general repairs for LNG tankers, LPG tankers, VLCCs and other tankers are the most common ship types carried out at N-KOM throughout the year. The yard also carried out the upgrade of the 138,000 m3 FSRU Excelerate, which was the yard’s first involvement with FSRU repair projects and among one of N-KOM’s main project delivery highlights in 2019. There is also the possibility of another such FSRU project to be completed in 2020. Major ship repairs completed in the last quarter of 2019 also included a cutter suction dredger (CSD) from Belgium’s DEME, comprising of spud, anchor boom lifting and repairs, steelworks as well as repairs of spud doors, suction mouth, cutter ladder, spud clams and piping systems, as well as other general drydocking repairs. With its strong track record of safe, quality and timely project executions, the yard recorded an excellent customer satisfaction rating of about 90% in 2018, and this rating has increased to about 93% for the year 2019. Among N-KOM’s list of satisfied clients include Maran Tankers, The Shipping Corporation of India (SCI), MOL Tankship Management Asia, STASCo, Nakilat Shipping Qatar Ltd. (NSQL), Boskalis, Halul Offshore, Sapura Energy, Gearbulk, Halliburton, Schlumberger, Marine Master, Excelerate Energy, MMSL, POSH Fleet Services, Pronav, Interunity Management Corp, NYK, Capital Shipmanagement, Mermaid Subsea Services, DEME, Zen Shipping, Iino Marine services and many more. The next LNG tankers due in the yard over coming weeks include the 266,276 m3 Q-Max Rasheeda, the world’s first ME-GI conversion on

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An aerial view of N-KOM a Q-Max LNG tanker, the conversion work carried out by N-KOM, the 159,800 m3 Maran Gas Sparta, which will undergo warranty work, NYK LNG’s 134,733 m3 Zakreet, the 266,000 m3 Q-Max Aamira, NYK LNG’s 135,855 m3 Al Jasra, K Line’s 143,517 m3 Al Thakira and Shipping Corp of India’s 136,026 m3 Disha. N-KOM is currently beginning a marketing plan to attract more LNG tankers not related to Qatar Gas. The yard has a GTT licence for specialised welding operations, with a dedicated team of some 75 certificated welders, and has the availability of sub-contracting companies able to work on containment systems. Although LNG tankers are a main market sector for N-KOM, other ship types are also regularly visiting the shipyard. During early March this year, ships in the yard included Navig8 Group’s 319,869 ULCC Madison Orca, Neda Maritime’s 309,287 dwt VLCC Pantariste, Pantheon Tankers Management’s 318,306 ULCC Sea Lynx (all of which are from new clients, and Plaiedes Shipping’s 114,516 dwt tanker Sperchios. Three of these ships are from the Greek market. With the growing global demand for greener shipping as well as compliance requirements with the new IMO regulations being enforced in 2020, N-KOM has seen a strong interest for BWM systems and scrubber retrofits throughout the past year. During 2019, four scrubber and 17 BWM system installations were carried out and six scrubber and 15 BWM system installations are already booked for this year. During last year and into this year, N-KOM completed two major projects for the offshore oil & gas industry. The yard delivered a major fabrication project for Qatar Petroleum’s Bul Hanine Redevelopment (Phase B) in November 2019 This project was awarded by McDermott Eastern Hemisphere Limited (MEHL). Amongst the most complex offshore projects undertaken at N-KOM, the scope involved the fabrication of several large-scale offshore structures such as an 877-tonne topside, offshore jacket, piles, deck extensions, subsea piping spools and subsea valve skids. The most recent delivery by N-KOM in February 2020 was the fabrication of approximately 5,000 tonnes of an additional livingquarters structure, the first of its kind constructed locally in Qatar, for Qatargas’ North Field Bravo (NFB) Living Quarters Expansion Project. Awarded to N-KOM by Rosetti Marino, the project work scope includes the construction of a four-legged jacket and piles weighing approximately 2,200 tonnes that will support the new living accommodation platform weighing approximately 2,800 tonnes comprising of five decks, a fully equipped helideck, six bridge links to existing living quarters, services and utilities. The safe and successful delivery of these projects that were fully constructed in Qatar without any lost time injury (LTI), signify a historic milestone for the country. These accomplishments further demonstrate

ALBWARDY DAMEN

COMBINED EXPERTISE COMMITTED TO EXCELLENCE F O R T Y Y E A R S O F S E R V I C E , T E N Y E A R S O F C O O P E R AT I O N BETWEEN ALBWARDY AND DAMEN, FOUR YEARS OF DAMEN S H I P YA R D S S H A R J A H , O N E S T E A D FA S T C O M M I T M E N T T O Q U A L I T Y A N D S A F E T Y. ALBWARDY DAMEN. WE’RE LOOKING FORWARD TO THE FUTURE.

DUBAI | FUJAIRAH | SHARJAH

ALBWARDYDAMEN.COM

YEARS

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Middle East N-KOM’s expertise, capabilities, and resources for handling the fabrication of large and complex offshore structures. Situated within the world-class Erhama Bin Jaber Al Jalahma Bin Jaber Shipyard complex, N-KOM’s comprehensive facilities include three VLCC sized docks (two graving docks and one floating dock), berthing capacity of 3,150 m and specialised cryogenic workshops. STX Korea is one of the OEMs that are now stationed in the shipyard to provide special attendance support for main and auxiliary engine overhauling and maintenance work on vessels calling for repairs at the yard, during anchorage and in voyage.

ASRY completes fast scrubber installation Bahrain’s ASRY, has completed a retrofit of a scrubber retrofit system onboard a VLCC within 29 days of arrival of the vessel to the yard. Scrubber retrofits projects are currently dominating maritime repair schedules due to recently implemented IMO regulations forcing vessel owners to reduce airborne emission levels. ASRY has completed eight such projects by the end of 2019, with many more on the orderbook in 2020. This new record of 29 days is one of the fastest turnarounds of the project in the region and it also involved a simultaneous BWM system retrofit on-board the same vessel. “Being able to provide customers with these region-leading project delivery times is exactly the kind of performance indicator we are committed to achieving.” confirmed an ASRY spokesman. “We were able to reduce the duration of the project due to a combination of committing to a ‘lessons learned’ process from similar projects, multi-departmental collaboration, and full open communication lines with customers, makers and all other stakeholders before, during and after the project, ensuring correct preparation.” ASRY was involved in a series of scrubber installations undertaken for Greece’s Springfield between May and December 2019. While Springfield had carried out the classification design, through its design consultants, it relied upon ASRY’s Engineering team to complete all the balance engineering. Accordingly, Hull models, 3D scans, scrubber model and its associate piping model, were shared with ASRY, which received large Gigabytes of data efficiently into its modern IT systems. ASRY, which uses CADMATIC for 3D modelling, used the software for importing all 3D models and further engineering. One of the highlights by which ASRY could achieve a short retrofit period, was by doing a very detailed engineering well before the vessel arrived. The lessons learned from the 2019 retrofit projects have now been integrated into ASRY’s procedures to ensure similar efficiency for projects in 2020. ASRY has completed a total of nine scrubber retrofits, with several more firmly booked for the first half of 2020. Meanwhile, the yard has completed 35 BWM system retrofits, with dozens more in the pipeline for 2020. Retrofit work on BWM system and scrubber projects was the most influential factor in 2019’s performance. The year saw an 8% revenue growth over 2018, largely from shiprepair sector, rather than rig repair or Navy repair. This jump was due to BWM/scrubber projects. With international customers focusing on retrofit work, their average spend hit a five-year high, while regional spending staying stable. This year (2020) has started slower than expected, which is attributed to high rates in the market during the fourth quarter of 2019 and the

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The scrubber being installed on the Springfield VLCC beginning of 2020, encouraging customers to delay maintenance work and keep their vessels operating. However enquiries have experienced a significant jump due to the developing Covid-19 virus situation affecting maintenance work in China. The largest refurbishment project in 2019 was for the Royal Bahrain Naval Service, which saw one of their frigates undertake a major overhaul for future deployment. On the commercial vessel side of the shiprepair business, the largest single customer was Springfield with its fleet of Olympic tankers. ASRY is currently undergoing a modernisation programme with a significant investment package that is bringing new assets to the yard and improving facilities for customers. The package currently includes seven new investments, some of which have already been implemented, such as the procurement of 100 state-of-the art welding machines and a new fleet of cherry pickers. Others are now under implementation, such as new LED dock lights, GPS equipment tracking system, new machine shop upgrades, and a digital quality control application. The implementation of the next phase of its long-term strategy, comes after the ASRY Board of Directors in November 2019 approved the appointment of H.E. Shaikh Mohammed bin Khalifa Al Khalifa, Minister of Oil, as Chairman of ASRY. Additionally, Mazen Mohammed Matar was appointed as a Board Member and Managing Director of the Company, with the responsibilities of the Chief Executive Officer. Four other General Manager appointments have been made, including Ahmed Aljanaid as General Manager of Commercial and Business Development, as well as three other GM’s overseeing Production, Supply Chain, and General Services respectively. Magdy Sharkawy, who led the company through the recent transition period, continues his involvement in the company in an advisory role.

All types of repairs at Albwardy Damen Albwardy Damen is reporting a busy start to the year, although it is expected that figures for this year (2020) will be fairly similar to 2019. Albwardy Damen operates a shiplift facility in Hamriyah Port, Sharjah, and has a facility in DMC, Dubai, this facility opened during November 2018. They also have a workshop and a diving setup in the Port of Fujairah. Last year activities concentrated on general repairs, especially in the tankers, OSV, PSV and tug markets, no conversion work from this market segment forthcoming. The yard has also recently worked on-board a

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Middle East

The Albwardy Damen facility at Hamriyah Port number of dredgers, some from European owners. Some 50% of ships visiting the two facilities are from regular clients, which includes such names as Svitzer, Smit Lamalco and POSH. So far, Albwardy Damen has completed a few BWM systems installations, although it has carried out numerous 3D scanning and engineering projects. Two tankers from Denmark’s Maersk Tankers had BWM systems installed during 2019, Albwardy Damen carrying out the pipework – one with 600 m and 400 m of pipework respectively. These two projects were carried out alongside at Port Khalid. Albwardy has a very successful newbuilding section, headquartered at the Hamriyah facility. Currently it is building a 100 m landing craft for the Nigerian Navy, and a number of Damen-designed vessels for Damen’s stocks. During mid-February UAE-based Albwardy Damen entered into an agreement with the Port of Sohar for the opening of a workshop. The agreement will see the installation of a 40-foot workshop container at a service jetty in the Port, in collaboration with Albwardy Damen’s Omani partner, Sawahel Sohar Al Almya, and will be Albwardy Damen’s fourth operational location in the Middle East, along with those in Sharjah, Dubai and Fujairah. The upcoming workshop will be fitted out with relevant machinery and tools, including lathe, press, drilling and welding machines to offer easy and quick services for vessels calling at the port. There will also be the presence of certified engineers, to meet requisite customer needs. Mark Pearson, Operations Director of Albwardy Damen commented, “Vessels calling into SOHAR will also be able to benefit from the underwater services that are provided by Albwardy Damen Diving, which has an extensive history in serving the marine industry since 1995. The workshop container is currently being fabricated and we look forward to delivering it to SOHAR.” Meanwhile, Albwardy Damen has signed a service agreement with Heila Cranes. Many of the vessels that Albwardy Damen builds and maintains are fitted with cranes manufactured by the Italian company.

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The new service agreement between the two companies will enable Albwardy Damen to ensure that the Heila cranes on-board its customers’ vessels operating in the region are guaranteed top quality, through-life support and customer service. This premium level of support will be available both for the yard’s newbuilds and third-party vessels when they visit the Albwardy Damen facilities for maintenance and repair. The recent launch of Heila Cranes Middle East in Dubai will also contribute to the enhanced service provision. There, alongside an office and support center, there will also be based an experienced electrical & automation crane specialist permanently on call, providing immediate support across the region. Recently Gulf Stolt Management’s 45,951 dwt chemical tanker Gulf Deffi reported major damage in COT Tank 10P with a buckled deck of approximate size 11m x 11 m. Considering the substantial advantages over other UAE Ports, the repair work was planned at Port Khalid Sharjah. To save time, panels and frames were prefabricated at Albwardy Damen’s fully equipped facility – Damen Shipyard Sharjah. Cutting of the damage steel on-board was completed in less than 36 hrs, then, the prefabricated panels were ready to go for fitting on-board. Welding of the new steel plates was carried out using latest technology to reduce the overall project duration. Close monitoring by the yard’s QC expert’s ensured flawless work and as usual, vigilant safety team worked tirelessly to safeguard people and environment. As a nature of shiprepair, often it is required to accommodate last minute jobs – the yard managed all extra work on-board the Gulf Deffi by effectively blending technical competencies together with decades of experience. Although the project was challenging, the vessel departed Port Khalid for loading on the scheduled date. Albwardy Damen now has a fully trained team of specialist GRE pipe fitters. They can travel world-wide and either carry out repairs as a riding gang or carry out the repairs in ports and shipyards. Albwardy Damen provides professional repair and replacement services for Bondstrand type joints and are certified by NOV FGS.

Middle East Additional principal for Link Instrumentation

New facility underway at Nordmarin

Julian Nicholas’ Link Instrumentation, located at DMC, has increased its port-folio of principals with an agreement with UK’s Servowatch in the GCC countries. Servowatch offers service to the marine industry including alarm, monitoring and control systems, integrated platform management systems, propulsion controls and its award-winning dynamic WINMON system, delivers a robust operating package that allows operators to define the capability and complexity of their systems in a uniform programming environment. Servowatch is the latest of Link’s principals, which also include Nabtesco (Japan), Evoqua (US), BMT Smart (UK), Noris (Germany), Brannstrom (Sweden), Macurco Gas Detection (US), MacGregor (UK), Interschalt (Germany), and Aquametro (UK). The services Link offers include: • Marine automation specialist services • BWM Systems • Authorised Nabtesco service centre • Turnkey project management • Extensive stocks of spare parts

Dubai’s Nordmarin, which has been owned by Paul Friedberg for the past two years, has recently taken a one-year lease on a 30,000 m2 plot of land in DMC as the company looks to a future of increasing its current shiprepair activities into the newbuilding market. According to Paul Friedberg, “If market conditions improve, we will look to take a 25 year lease on this plot, which is located alongside the current transfer system from DMC’s Shiplift facility. This will allow us to increase shiprepair activities as well as look to the newbuilding market. Initially we will build fabrication and storage facilities on this new site. Eventually, if the longer term lease goes ahead, we will move our existing workshop and offices to this site.”

Link Instrumentation has recently completed its 900th main engine pneumatic system overhaul, and many supervising and commissioning projects involving SeaCure BWM systems from Evoqua. One recent project carried out in DDW involved Nereus Shipping’s 150,249 dwt tanker Nordic Luna, work including Impressed Current Cathodic Protection (ICCP) and Marine Growth Protection Systems (MGPS) services on behalf of Evoqua. Along with Aitken Marine International (AMI), Link recently completed two projects involving Evoqua BWM systems. The first involved the pre-commissioning/ commissioning of an Envirocleanse BWM system on-board Hachiuma Steamship’s 19,818 dwt heavy lift vessel Yamatai in China, and the commissioning of a Bio-Sea BWM system on-board a Bourbon-owned OSV in Port Rashid, Dubai. Link Instrumentation has also been working with MAN Energy Solutions’ office in Dubai, recent projects including National Marine Dredging Co’s (NMDC) 9,800 kW cutter suction dredger Al Hamra, the retrofit of three generators’ pneumatic component, while the ship was in Egypt, V.Ships (US)’s 47,195 dwt bulk carrier Rising Harrier, main engine pneumatic system overhaul, also in Egypt, and Liberty Maritime’s 57,030 gt car carrier Liberty Promise, main engine pneumatic system overhaul, in Bahrain.

The Evoqua SeaCure BWM system

Work in the VX Drisana 01 by Nordmarin Paul is extremely conscious of looking to offer customers more than standard shiprepair operations. This is currently underway, with the recent award by ABS of the various ISO standards, including 450001, which covers HSE. This standard includes consultation with the workforce, which currently stands at about 145. This number has increased over the past year, as Nordmarin strives to offer a better class of repairs to its customers. During 2019, Normarin drydocked some 49 vessels, up some 10% from the previous year. Out of a customer base of some 300, Nordmarin worked for some 60 shipowners on drydocking and alongside work. Some 90% of customers come from the Middle East, 80% from the UAE. The second method of improvement is to have the the company’s Middle Management to attend Management Training Courses. The Middle Management comprise, project managers, foremen and supervisors (totalling some 25 personel). The course selected is from Select Management Training, Abu Dhabi. Nordmarin is one of the only repair companies in DMC to take this interest in improving the work ethic of its workforce. During the latter part of last year, Nordmarin undertook two fairly large repairs involving a well-stimulation vessel and an anchor-handler. The anchor-handler project involved the re-activation of the 1,265 dwt OSV VX Drisana 01, which has previously been laid-up in Dubai and recently purchased by India’s Babaji Shivram Clearing & Carriers, though its partners EPC Marine & Logistics Services. The main work was the reactivation of the vessel’s cement tank systems, involving four tanks. Nordmarin carried out the design of the cement tank system, including schematic piping, electrical and automation drawings, sourcing of the necessary equipment and other materials.

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Middle East The cement handling equipment was supplied by Norway’s Randaberg Industries, Stavanger. All tanks were painted to the required specification and pressure tested, modifications were carried out on the cement tanks (Structural), fabrication and installation of the pipe lines required for cement tank systems, major electrical and automation work, overhauling of air compressors including coolers - modification in MSB to install new system and commissioning. Miscellaneous fabrication work and carpentry repair operations were also carried out. The re-activation work begun during early December last year (2019) and was completed on during late January to the complete satisfaction of the customer. The second project came from India’s Auburn Shipmanagement, and involved the 1,914 dwt well-stimulation vessel Gulf Pearl, which had been in lay-up for some two years. The subsequent reactivation work onboard this vessel, which was built in 1977, included new systems and an extensive amount of steelwork. Ships currently under repair by Nordmarin, in DMC, include the 1,361 dwt anchor-handler Amil 61, which is in for special survey, the water supply vessel Khumzar, which is the third vessel from this owner repaired by Nordmarin, the 10,008 dwt chemical tanker Alheera, which is also undergoing a special survey, and Stamford Marine’s 1,475 dwt OSV Stamford Challenger, also for special survey.

New South Korean agency for Nico International The biggest news from NICO International over recent weeks has been the service agent agreement it has signed with South Korea’s Hyundai Heavy Industries Turbomachinery (HHI – TMC), one of the world’s leaders in the turbomachinery business specialising in pumps for marine, nuclear and industrial field, gas and air compressors, and steam turbines. With the new alliance in place, NICO aims to further strengthen the turbomachinery capabilities in the field of marine and industrial pumps and compressors market in the UAE region with the expertise of HHI - TMC. NICO will be the authorised service representative for all the turbomachinery products manufactured by HHI - TMC in the UAE. Through this partnership, NICO International and HHI - TMC wish to co-operate and broaden its portfolio to cover the ever-increasing turbomachinery market in the entire UAE region. “Considering the market trends and NICO’s vision of being the best overall turbomachinery solutions provider, this partnership with HHI TMC is a significant step for NICO in becoming an even more attractive market player” says Pilakkal Thamban – General Manager, NICO International. Over the past 12 months, there has been a management change at NICO International, with Sandeep Uthran coming in as Director, Pilakkal Thamban as General Manager and Junu John as Commercial Manager. According to Sandeep Uthran, “NICO’s management follows the fundamentals of transparencies to the core. It operates ethically, safely and firmly based operations on sound management principles. For NICO there are no grey areas. The commitment to deliver growth, employee protection and a positive community contribution is absolute. “In every part of the business, the management does not deal in grey areas and in unknowns, but instead focuses on the tangible definite factors that NICO can control, in the certain paths that inevitably lead to outstanding value for the stakeholders and client base. And by working in

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a world of absolutes, NICO never compromise on the principles, such as safety, performance and good corporate governance.” Last year (2019) can be marked as a year of consolidation for NICO as well a year of all-around success on the work front - ranging from offshore repair and maintenance to onshore shutdown jobs. Over 1,500 afloat repair jobs been successfully carried on-board various vessels from its base in Dubai, Fujairah and Abu Dhabi. As many as 200 riding squads were in attendance at any given time for various ship owners. More than 20 drydocking projects were successfully accomplished in 2019 from its operational location in DMC and Fujairah which is a welcoming change after couple of lean years. “Maintaining its tradition of providing quality service to the marine and industrial engineering Industries, NICO is proudly forging ahead under the patronage of its new management - investing in infrastructure development, enhancement of capabilities, both existing and new, and strategically realigning the operations to leverage maximum utilisation of the experienced and ever increasing workforce,” added Mr Uthran. In-voyage projects have been carried out for such owners/managers as Maersk line, Thome Ship Management, Mideast Ship Management, BW Fleet Management, MOL Tankships, Bernhard Schulte and NGSCO. These projects have included main and auxiliary engine overhauls, fuel line systems, boiler condition assessments and economiser repairs, deck preservation work, BWM system installation and piping work, fabrication work, generator overhauls, pipe repairs, pump repairs, tank cleaning, propulsion motor fan repairs, cargo refrigeration and air conditioning work, hydro-statically test main diesel engine fuel hoses, underwater hull surveys and propeller polishing, structural modifications, pilot ladder installation jobs etc. The boiler maintenance/survey and inspection/retubing projects were carried successfully for ADNATCO, NGSCO/EIGC/Al Khaleej Sugar/the Shipping Corporation of India and Oman Drydock Co. The major project involved the successful on-time completion of boiler tube replacement, installation and retubing work at China’s HuaRun DaDong Dockyard for Abu Dhabi National Oil Company. Underwater repair and maintenance projects have also seen a healthy jump in business and NICO anticipates continued growth in that segment. The diving team has successfully provided support to Maersk’s container fleet for rudder repairs under a joint venture with Rotterdam’s Trident BV. NICO’s underwater division hired an IMCA approved Supervisor who is also CSWIP 3.1 and 3.2 U certified for underwater NDT testing (e.g. UT gauging, ACFM and MPI operations etc.) on ships and mobile offshore drilling units. Further investment has been made for anchor search and recovery jobs and a substantial growth is expected in 2020. There has also been some changes to NICO’s facilities – an additional 50-ton crane has been added to the Dubai base to upgrade the overall lifting capabilities, in-house capabilities have been developed for hydraulic, laser alignment and on-site machining works, development of in-house re-tubing of coolers, condenser etc. are in the pipe line and additional tube expanders, bender for the boiler re tubing jobs on voyage are on the cards. There is also an enhancement of workshop capabilities is under progress, which is always an integral part of NICO’s continual improvement scheme. Expansion of the Abu Dhabi workshop, to cater to a larger client base is also underway, including the addition of heat exchanger capability. Several long-term agreements with major shipowners/managers from Asia and Europe are in the pipeline and expected to complete during

Middle East

The signing of the HHI – TMC agreement with Sandeep Uthran (second from right), Pilakkal Thamban (fourth from left) and Junu John (third from right) the first half of 2020. Expansion for NICO International is underway as much within its scope of service for the industrial engineering as it is geographically. NICO is under discussions in forming long term strategic alliances with various equipment manufacturers and contracts with major industrial oil & gas companies. Shipowners/managers are favouring riding squads for on-board

jobs in order to reduce port stays. The demand for repair/maintenance work during voyage and anchorage increased and this has been a notable trend over the past year. Port stays for cargo operations in UAE ports reduced during 2019 resulting in minimum window for alongside repairs. Mr Uthran continued, “During the past years and continuing, NICO

LINK marine and offshore instrumentation, automation and controls

Dubai [Singapore – Philippines – Thailand]

Your preferred service centre for all automation, electrical, electronic and calibration works for the Marine Industry. MOU with MAN Diesel and Turbo Middle East LLC Over 900 main engine pneumatic remote control systems overhauled c/w supply of original repair kits Agents for: NABTESCO  Marine Propulsion Bridge Maneuvering Systems EVOQUA [Electrocatalytic]  Chloropac®MGPS, CAPAC®ICCP, BWTS SeaCure BRANNSTROM  ODME, OWS 15ppm, MasterTrack (white box) NORIS  Alarm Monitoring and Control Systems MacGREGOR (Ex-INTERSCHALT)  Voyage Data Recorder BMT SMART  Engine performance and Hull stress monitoring AQUAMETRO  Viscosity and Density-Solutions for F/O applications Office Tel (24/7): +971 4 365 9966 Email (24/7) : operations@linkmarine.ae, www.linkmarine.ae

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Middle East has enjoyed considerable success, buoyed by continued support from key clients such as Maersk Line, US Navy, Anglo Eastern Ship Management, UAE Coast Guard, Thome Ship Management, Boskalis, Drydocks World, DUGAS, GE etc. among others. “NICO’S position as a one-stop shop marine engineering service provider will strengthen with expertise in afloat repairs of all disciplines, multi-location set-up in Dubai, Fujairah and Abu Dhabi, and workshops capable of overhauling technically sophisticated mechanical equipment, such as main engine component reconditioning, turbochargers, fuel pumps, gear-boxes etc. allows the company to target the upper end of the market.”

Back to core business at Harris Pye There has been a great deal of industry speculation recently on the future of Harris Pye, for so long, recognised as one of the world’s leading boiler repair companies. Harris Pye is now part of the asset management group

previous business in the land based markets. Recent examples of work either completed or on-going in the LNG Market have included superheater renewals for two Japanese owners, extensive work on-board four ADNOC vessels, superheater renewals for Nigerian LNG, Exmar, and Teekay, all executed in Dubai, Singapore and afloat in Europe. Work is also continuing with regular customers, such as Modec and SBM on-board FPSOs in West Africa and Brazil with all work carried out offshore with the asset remaining in operation. In addition to its core business, Harris Pye has also recently been awarded a Life Cycle Asset Management (LCAM) contract to design, build and operate a 20 MW Energy from Waste (EfW) plant in the UK. This LCAM contract encompasses the execution plus the operation and maintenance of the plant for the next 15 years. As announced last year Harris Pye CEO Mark Predergast will retire in May 2020. Chris David (COO) has also announced that he is leaving Harris Pye in the middle of April of this year. Graham Roach, formerly with Alfa Laval in Singapore and Australia, has been apointed HP Managing Director.

Graham Roach – Harris Pye’s new MD Joulon, which also has such names as Global Offshore Marine (GOM) and Derrick Services (UK) Ltd (DSL) among its portfolia, which mainly comprises engineering and offshore oil & gas service companies. Harris Pye has settled and now publishing its vision for 2025. The core business of the company remains its expert repair, maintainece and management of fired boilers and all associated piping, conbustion and control sytems and ancillary equipment that will be serviced include Marine - below deck, above deck mondules and single lift solutions, heat recovery steam generators and waste heat recovery units and power/ heating boilers (HP and LP) in both marine and selected land markets. This will see Harris Pye continue its well-won reputation in the marine indstry for HP boilers on-board ships, especially LNG tankers, and on-board FPSOs, FSRUs, FLNGs and FSOs as well as developing its

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Success in the Green Technologies market for Goltens Goltens Worldwide is most probably the most famous engine and machinery service companies throughout the world. The current market targets are clearly defined – in-place machining, engine servicing, engine controls and Green Technologies. However, with the current amount of regulations, such and emissions and BWM, entering into force, it is Goltens’ Green Technologies which is currently hitting the headlines. Way ahead of its time, but with a determined look to the future, Goltens set up its Green Technologies

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Middle East Meanwhile, Goltens Dubai has recently completed the Dynamic Position (DP) system (Praxis Automation) on-board the 1,714 gt OSV Rawabi 28 and has carried out machinery repairs and drydocking in DMC of the 2,901 gt OSV Rawabi 23 for Saudi Arabia’s Rawabi Swiber Offshore Services. These ships are chartered to Saudi Aramco, conditions being that a DP system is installed on a total of 14 ship in the Rawabi fleet.

BWM system expertise from Dubai’s Aitken Marine International A LPG tanker with the scrubber already installed Division way back in 2010. This is now beginning to bear fruit with a significant number of projects involving scrubbers and BWM systems. According to Roy Strand, Goltens’ Chief Operating Officer, “We have already completed a vast number of installations of both systems and our orderbook has a significant number of projects for the future. Goltens has been involved in some 700+ BWM system projects over recent years. This is expected to accelerate during 2020/21. It is clear that this part of the marine industry will last for some 2 – 3 years. It has mainly included BWM systems, although the installation of scrubber systems is on the increase.” Norway’s BW Gas recently engaged Goltens Green Technologies division in Singapore to undertake a turnkey project for the simultaneous installation of a scrubber and a BWM system to comply with IMO regulations. The shipowner planned ahead and commenced the project some six months before the planned drydocking at a Chinese shipyard (prior to the current Coronavirus problem). The time allotted allowed for a smooth and highly collaborative engineering process and successful completion of this complex multi-system project. The scope of work included: • 3D scanning and vessel survey • Basic and detailed engineering • Class approvals and Shipyard Management • Procurement and Prefabrication • Turnkey Project Management • Installation supervision Goltens has a policy of offering zero-downturn for such work, whether the work is carried out via riding crews, alongside or in a drydock. A recent example of this was with the offshore operator Technip, all the work competed without any downtime. Crankshaft salvage of, what may be declared as too far damaged units, has been one of Goltens’ success stories, a total of 240 such repair projects having been carried out since 2012, saving the owner/manager the cost of a new crankshaft and the installation. Latest facility openings for Goltens have included a new workshop in Chennai, India (Goltens has an establish office in Chennai, the workshop is new). Goltens has also inaugurated a new hi-end machinery reconditioning shop under a joint venture with Japan’s Toei, in Goltens’ existing workshop in Singapore. In the Middle East, Goltens has opened a workshop in Abu Dahabi, as a fast-reaction base for ADNOC vessels, more extensive and complicated repairs continuing to be sent to Goltens Dubai.

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Founded by industry veteran John Aitken, Aitken Marine International (AMI), is one of the Middle East’s leading experts on BWM systems, representing and operating with two different types of systems – from US-based Envirocleanse, Houston, and France’s BIO-SEA. This includes sales to GCC-based shipowners/managers and Turnkey project management services during retrofit installation and commissioning. “These strategic agreements in conjunction with our specialist partner support network, provide AMI with a rounded offering to present the BWM system market and complement in a reciprocal manner, our Turnkey Project management offering,” says John Aitken. “AMI is effectively supported by ‘Best in Class’ Marine partners, via formal collaboration agreements with International Contract Engineering (ICE), Romania, for accredited design and engineering services and Link Instrumentation, DMC, for automation, electrical, commissioning and maintenance services, with key personnel trained and certified for both of our BWM system OEM’s equipment.” For the Envirocleanse ‘inTank’ system, AMI represents for sales in the GCC area and provides turnkey management services globally and supports for various installation and commissioning operations throughout the world. The ‘inTank’ system is the first USCG/ IMO approved BWM system to treat during a ship’s voyage, for which it requires no filters, thus no potential disruption to port activities, as well as a number of additional operational advantages such as - system capacity sizing based on voyage rather than Pump size-therefore Reduce CAPEX, Controls potential regrowth risk during long voyages, System flexible to decide which ballast tanks to treat and select them individually, Can treat all ballast water tanks - isolated topsides, cargo-hold, Start treatment at their suitable timing during the voyage, therefore particularly ideal for High Ballast Dependent Vessels with long ballast voyages such as VLCC’s, VLOCs, Capesize Bulkers, LNG tankers and large tankers. So far, over 100 systems are either on order or have been installed, including fleet framework agreements with several prominent European Ship owner/operators. These fleet agreements consist of capesize bulkers, VLCC’s and MR tankers. The ‘inTank’ system has also been successfully installed on a number of semi-submersible platforms and heavy lift vessels, where it also provides significant operational advantages. One interesting comment from E. Candiotis, Fleet Manager for Enterprises Shipping & Trading (EST) remarked as follows, “Finally, a solution that fits with the operational profile of our vessels. This is what the industry has been waiting for the last 10 years. EST had chosen not to decide on BWTS retrofits because of the immaturity of the industry, the regulatory uncertainty, and the need to filter huge volumes of water whilst in Port waiting for a costly failure. Our strategy has been to wait for the next-generation of technologies that are designed to fit with and have

Middle East the least impact on our fleet’s operations and the vessels’ Engine Room, while at the same time they provide an adequate degree of redundancy and assurance of compliance in all occasions. ‘inTankTM’ checks all the boxes. The Envirocleanse inTank BWM system utilises salt water and Electrochemical Activation (ECA) to generate Sodium Hypochlorite (NaOCl) as the active substance to achieve ballast water discharge standards. The circulation module mixes one tank at a time where ballast water quality is assessed and the generated disinfectant is applied until the target Total Residual Oxidant (TRO) level is reached. The inTank system is effective in all water types including fresh, brackish, and marine water. The circulated ballast water is returned through the patented in-tank nozzle mixing system that ensures even chemical distribution. After an initial hold time, the circulation module rechecks the TRO in each tank, applying more NaOCl if required. This is repeated for all ballast tanks that require treatment. Prior to discharge, the circulation module checks the remaining TRO in the ballast tanks and applies Sodium Thiosulfate to neutralise any remaining active substance. The inTank BWM system does not filter the ballast water on uptake, which is different than most in-line systems. To ensure consistent and effective kill of target organisms and pathogens, the Concentration-Time (CT) treatment approach is utilised. The recirculation capacity enables monitoring and re-dosing to meet the target combination of oxidant dose and hold time. The ability to dose in-tank and re-dose ensures effective

The Environcleanse inTank system treatment regardless of organic and inorganic loads in the ballast water. The inTank system is approved by both IMO and USCG and provides certainty of Technical and Biological compliance, which will become a major factor moving forward. The BIO-SEA system is a UV system predominantly suitable for smaller ships, especially OSVs, PSVs, Anchor-handlers. However, it can also accommodate vessels with BWM stems < 2,000 m3 ballast pump capacities, which brings other types of vessels into their portfolio, such as Container Vessels and Cruise Ships. AMI recently commissioned BIO SEA systems on-board a couple of OSVs operated by Bourbon Offshore – the Bourbon 806 and the Bourbon 210, both installation operations carried

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Middle East out at on the shiplifts at Dubai Maritime City (DMC) and at DDW, Dubai. The BIO-SEA solution is a chemical-free BWM system that combines mechanical filters and UV-C treatment. BIO-SEA system has been type approved by IMO and the USCG. The BIO-SEA solution can treat flow-rates from 10 to more than 2,000 m3/hr automatically and costefficiently (energy-consumption is adjusted according to the quality of the water to treat). There is a quick return on investment. BIO-SEA ranges are simple to install and monitoring while being adaptable, compact, competitive and highly efficient. Apart from BWM systems, AMI has recently been involved in a number of LNG projects including a Turnkey project involving the installation of a new LNG loading and associated LNG lines on-board an Exmarmanaged offshore FSU, destined for deployment in Europe. The work included engineering, procurement of materials and equipment, prefabrication and testing of 300 < 500 ND 316L pipework at our partner’s Fabtech International’s facility in Jebel Ali, Exmar recently signed a 10-year agreement with YPF to deploy Exmar’s barge-based FLNG formerly known as Caribbean FLNG to

The HullWiper in Gibraltar

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produce and export LNG in Argentina. The barge will be renamed Tango FLNG and will be stationed in Bahia Blanca and produce 500,000 tons of LNG/year. AMI have successfully manufactured and supplied large diameter 316L STS (Ship to Ship) Transfer manifolds for both this vessel and FSRU S188 located in Singapore.

HullWiper systems in begins operation in Qatar Dubai’s HullWiper, owners of the renown Remotely Operated Vehicle (ROV) hull cleaning system, is about to open in Ras Laffan, Qatar, with special emphasis on the LNG tanker trade. HullWiper is joining forces with GAC Qatar to launch its hull cleaning solution during late February this year. GAC Qatar is the only company to have been granted a license by the country’s Environment Ministry to operate hull cleaning equipment in its waters.

Middle East “Qatar is the region’s biggest LNG exporter with more than 70 ships transporting cargo all over the world,” says Simon Doran, HullWiper Managing Director. “With the increase of LNG production, and other ships operating in the country, the number of vessels calling at its ports is expected to grow significantly and HullWiper’s operational presence at Ras Laffan will support Qatar’s initiative for safer, cleaner and greener shipping with its hull cleaning solutions.” HullWiper is also to open, this year, operational bases in Colombo, Sri Lanka and in the South Korean port of Busan. The Colombo system has been leased to Interocean Services and will be operational in May 2020. The South Korean system will become operational in Busan during September this year and will be operated by HullWiper Korea, Simon Doran, recently attended a GAMEP meeting with various Government representatives in Jeddah, Saudi Arabia to introduce and discuss the tangible benefits that the HullWiper unit can bring to Saudi waters. Leasing of HullWiper’s equipment began in 2017 and enables HullWiper to work with partners around the world to offer shipowners and operators a cost-efficient, brush- and diver-free alternative to traditional hull cleaning methods that protects both the ocean and expensive anti-fouling vessel hull coatings. Owners and operators benefit from a clean hull without any extra downtime or harm to the marine ecosystem. HullWiper offers a turnkey option, which includes training and

even manpower to start up the operation. The system uses adjustable seawater jets as the cleaning medium, instead of brushes or abrasives, to minimise the risk of damage to coatings. Removing fouling from vessels’ hulls results in optimal performance, energy efficiency and reduced CO2 emissions, and avoids the expense of recoating in case of damage. No divers are used, so there is no risk to human life and cleaning can be conducted day or night, in most weather conditions, and whilst cargo operations are underway. Since its launch in late 2013, HullWiper has expanded from its first base in Dubai to key locations across the Middle East, as well as ports in Australia, Denmark, Suez, Algeciras, Gibraltar, Norway, Singapore, Gothenburg and – most recently – Panama (Atlantic side) and Mauritius. Plans are in the pipeline for new locations including South Africa, Chile and Bahamas. A spokesman for HullWiper is looking forward to the In-Water Cleaning standard, currently being prepared by BIMCO, due to be finalised toward the end of this year,which plans to bring more regulation to the industry through the ClassificationSociety’s.Simon Doran is an active member of the BIMCO Working Party on this subject. This also aligns with IMO’s GloFouling Partnership project, which focuses on the issues of invasive alien species and a part of that being how to ensure the risk is managed properly when cleaning ships. SORJ

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Denmark

One of the new DFDS vessels

Danish Shipping improves it’s world ranking Danish Shipping, which celebrates its 100th anniversary in 2022, is the world’s fifth largest shipowners/managers fraternities throughout the world, and as such is involved in some vessels of some 22,000 gt. This fifth place in the world’s rankings is an historic high for Danish Shipping, having moved into fifth place replacing the US during 2019. It contributes some US$31bn to the Danish economy. There has been a 28% growth in vessel numbers between 2018 and a year later. The main thrust of the Danish Shipping organisation is the reduction of CO2 emissions. However, Danish Shipping’s current concern is the Gulf of Guinea, where piracy events are on the increase. There are currently some 50 – 70 Danish operated ships in the area. One of Danish Shipping’s largest shipowners is ferry-operator DFDS. DFDS currently has a newbuilding orderbook of five ro/ro vessels in China’s Jinling Shipyard. Four of these ships have already been delivered with the fifth and sixth ships due in the first quarter and fourth quarter of this year. DFDS also has three ro/pax vessels building in China’s Guangzhou Shipyard. These ships are to be delivered in 2021 for deployment in the Baltic route network. In addition, one chartered combined freight and passenger ferry (ro-pax) will be delivered in 2021 for deployment on The English Channel routes. Knud E. Hansen is responsible for the design of the Jinling vessels on behalf of the shipyard. DFDS was one of the first ferry companies to implement an emissio0ns reduction programme, some 31 scrubbers now having been installed. The company is also currently testing wind-power. A prototype system from Holland’s Econowind was installed onboard the Lysbris Seaways during November last year. It’s a foldable

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aluminium twin-sail concept that sits on the deck of a vessel. It comes in a 40-foot container and is a far cry from historic sail designs, as two metallic 10 m foils, or wings, fold out with the press of a button. The design and software let the wings move to optimally catch the wind and help propel the vessel forward, much more efficiently than equipment. Dania Ship Management was established in 2017 as a partnership with V.Group. The partnership between the two companies ensures that Dania Ship Management A/S delivers highquality ship management to vessels and enables a robust response to the increasing demands towards ship management in our specific industry. In December 2019, V.Group became sole owners of Dania the new relationship allowing Dania to provide ship management services while leveraging the global expertise of what V.Group has to offer. The partnership strengthens all parties to create a compelling platform for Copenhagen based ship management solutions. A spokesman for Dania said, “Our overall aim is to assure clients of continuity and commitment to safety, operational excellence and service, and continue to provide excellent support with service second to none within all sections of Ship Management. Dania operates a fleet of 37 ships under technical management, including 11 bulk carriers and 25 tankers, out of a total of ships in the V.Ships Group of 2,200. Only one of the fleet has a scrubber installed, although over 70% of the fleet have a BWM system installed. Dania have recently announced the cancellation of a scheduled drydocking in China due to the Coronovirus, and the company also has newbuilding contracts underway in China. One of the largest shipmanagers in Denmark is Hafnia Tankers, which is an amalgamation of Hafnia Tankers (35%) and BW Tankers (65%), the merger completed during 2019. This company now manages some 182 product tankers, 91 of which are owned. Hafnia has decided to go down the rote of using LSFO

Denmark rather than the scrubber route. Concordia Maritime, part of the Stena Group, has a fleet of 13 product tankers and one crude carrier, all technical-managed through Concordia’s 100% owned office – Northern Marine Management (NMM), Glasgow. Apart from NMM, Concordia operates Stena Teknik, responsible for newbuildings, conversions, R&D and procurement, and Stena Bulk, which operates in a chartering pool with Soinagol. The fleet comprises 10 P Max vessels, two IMO 11 Max, one Eco Max and one suezmax. Stena Teknik is currently overseeing the Mercy Ships 36,600 gt newbuilding project at China’s Shipyard Xingang, Tianjin which is due for delivery during the third quarter of 2020. This ship will more than double the capacity to make a positive impact in surgical health care delivery in areas around the world where access is limited. Along with the Africa Mercy, this ship will stand in the gap for many of the poorest in our world, providing modern health care, world-class training and one-on one mentorship for the benefit of our host nations’ population. Danish bunker firm, Monjasa, has warned of potentially tightening supplies in such ports which are essential to the operations of tramp operators. The logistical inconvenience of supplying modest volumes of HFO to these secondary ports for a relatively small number of scrubber-fitted ships could well mean that HFO prices will rise, narrowing the differential between HFO and very low sulphur fuel oil (VLSFO). With sufficient supplies of VLSFO now in place, Monjasa said the question is now over future supplies of HFO where demand will be limited outside of the main bunkering hubs. Potentially, supply constraints could cause delays as well as other operational challenges for ship operators. Ultimately, the repercussions could have an impact on the return-on-investment calculations relating to scrubber installations. Monjasa’s Chief Operating Officer, Svend Stenberg Mølholt, has revealed that the firm’s supply of HFO this January fell by 87% compared with January 2019 year even though the total volume of marine fuels supplied had risen by more than 100m tonnes, about a third, between the two January periods. In overall terms, Mølholt estimated that 93% of total fuel supplied in January was made up of low-sulphur fuels compared with just 20% one year ago. If, as some expect, the differential between HFO and VLSFO narrows in secondary ports, ship operators without pre-agreed fuel supply contracts are likely to find themselves at a competitive disadvantage. Clearly, this has significant implications for tramp operators whose vessels may go anywhere at any time. It would only take some modest disruption to knock back the financial benefits of scrubber installations whilst also adding pressure to the relationship between owners and charterers. According to Klaus Nyborg, a non-executive chairman of Moscord, “Maritime procurement can be a real mess. There is little standardisation of processes, mostly spot ordering instead of long-term strategic decision making, a lack of transparency, a huge lack of efficiency, minimum added value in terms of spend analysis and, frustratingly, far too many incorrect deliveries - of the wrong products, at the wrong place, at the wrong price and quality. “Think of that ingrained culture with its myriad of disadvantages, and then think about consumer purchases through, for example, Amazon. An experience, where you get what you want, when you expect it, at a predetermined price - full stop. Complete fulfilment, in

The new Australian icebreaker, designed by Knut E Hansen more ways than one. “Now why can’t we do the same for shipowners, or for the oil and gas service industry? Provide simple, transparent, cost effective procurement, with last mile delivery they can rely on? An Amazon for the oceans?” Moscord.com launched in 2016 to provide a direct digital trading platform for the maritime industry, allowing procurement professionals to buy ship supply products directly from suppliers. It has quickly grown to offer a vast portfolio of over 200,000 quality products (ranging from consumables, to provisions, spare parts, safety equipment, electronics, tools and PPE) at set contracted prices. Moscord improves the opaque and inefficient ship supply market with a marketplace solution which makes contract procurement and management possible. The company enables to replace most of the inefficient spot-buying process with direct ordering, saving time and money. The system makes direct transactions between buyers and manufacturers, wholesalers, brand owners and re-sellers possible ensuring lower prices and better service through buying closer to source. Product data and pricing is embedded in the on-board PMS and purchasing systems 24/7 delivery to vessels in key ports around the world. There is a Moscord procurement system on-board Singapore’s Berge Bulk’s bulk carrier Berge Mafadi, the system installed during November 2019. BW Bulk has another possible 10 ships on which the system may be installed, dependent upon the results of the first installation. Knud E Hansen is one the world’s most successful naval architects throughout the world, having completed some 750 design projects since the company’s inception during 1937. One of the latest projects has been the naval architecture on-board the DFDS ro/ro vessels building in China’s Jinling Shipyard, the shipyard having engaged Knud E Hansen for the project. One of the most prestigious contracts awarded recently to Knud Hansen was the new Australian ice-breaker RSV Nuyina, which is being built in Daman Shipyard’s Galati yard in Romania. She is due for commissioning during 2020. Other recent projects include the Wallenius SOL (a joint venture between Wallenius Lines and Swedish Orient Lines) car carriers building in Yantai Raffles, a 6,600 m3 live fish carrier for Bakkefoss, two 230 m ro/ro vessels for Finnlines, building at Weihai Shipyard, and Grimaldi (Finnlines) 12 ro/ro vessels building in Jinlang Shipyard. There is also a conversion project involving an unnamed vessel to be converted at an unnamed shipyard. The latest design from Knud E Hansen is an innovative 212 m ro/pax ferry that can transport up to 700 passengers and 390 cars. The vessel also boasts 2,955 lane metres for trucks and trailers. The layout and access arrangements makes it an ideal choice for the Mediterranean market although it is also well suited for a variety of

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Denmark locations and operating conditions worldwide. The vessel has a service speed of 23 knots and can operate close to optimum engine load, even at slow speeds. The two propulsion engines have a combined power of approximately 25.6 MW and are fuelled by MDO. The vessel features two car decks below the main deck, and two trailer decks above the main deck. Hempel has announced that it has a track record of 1,700 vessels coated with Hempaguard, thus saving some 10m tonnes of CO2. During October last year (2019), Hempel joined the ‘Getting to Zero Coalition’, which has a target of zero emissions by the year 2030 and has some 90 different companies in its membership. The total marine market has a long-term growth for Hempel of 2-3% annually, although the newbuilding market is still at a very low level and showing only soft signs of recovery. Meanwhile, the drydocking market is growing with the repair and maintenance market reasonably strong. The sea stock market is growing with increase in fleet age and net fleet. Hempel is working on a basis of a single point of contact, with a specialised customer team around each global account. Sales key accounts, including the use of central Research & Development and Technical Service experts, in each customer location – it is working according to the customers’ business models and needs. Risk Intelligence (RI) specialises in intelligence and maritime security risks for shipping, offshore, oil and gas companies. In addition, it has been advising a range of companies and governmental organisations at management level since 2001. RI has led the development of the ‘Four Circles Model’ for understanding the impact of and inter-relation between terrorism, insurgency, organised crime and piracy. From 2005 the company started analysing piracy in general and Somalia and West African piracy in particular. During 2007 RI started development of the web-based global maritime security risks monitoring solution, MaRisk, which today is used by a number of private companies operating more than 12% of the world merchant fleet and by navies around the world.

The new Mercy Ships’ vessel

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RI recently announced that it has signed an agreement with the Japan’s NYK Group for the RI System (MaRisk + PortRisk). NYK operate in all major segments of the shipping market including containerships, tankers, bulk and woodchip carriers, car carriers, LNG tankers and cruise ships. Hans Tino Hansen, CEO of Risk Intelligence says, “We know NYK has a strong focus on security for their crew, vessels and entire supply chain and we are therefore proud that they have selected Risk Intelligence as one of their partners to assist them to do their global threat and risk assessments. The new agreement with NYK also marks our entrance into the important Japanese market and underlines our ability to build close client relationships with leading players across Asia, a capability that we enhanced with the opening of our new Singapore office during last year.” With access to the RI System, NYK will be joining many other shipping companies, operating word-wide, that are assessing threats and risks based on intelligence and in-depth assessments from RI. Today, the fleet operated by RI’s clients is 14.7% of the global merchant fleet in international traffic. The Green Ship of the Future, established in 2008, is a 100% independent organisation with a very impressive list of members from the maritime industry. According to the organisation’s Frederik Schur Riis, “We envision a future where the maritime industry is completely sustainable and emission free.” When asked what ‘Green’ means, he detailed, It utilises renewable energy and recyclable or biodegradable materials, recovers resources and energy from what was previous considered waste, life cycle is extended through repair, maintenance, resale and remanufacturing, has 100% capacity use through collaborative models for usage, access or ownership and involves building together with strategic partners offering services with outcome oriented solution.” He adds, ”The potential affect through our own impact is minimal, however, the potential affect through our professional impact is massive.” SORJ

Bulk Carriers

By Paul Bartlett

Clarksons Average Bulker Earnings indicator fell by close to a quarter over the first two months of this year.

Bulk carriers in dire straits in ravaged dry bulk sector CIMO 2020 was always going to present bulk carrier owners with a major challenge but the issues arising from the new fuel regulations pale into significance beside the impact of the worsening COVID-19 virus which has sent most shipping markets into a rapid downward spiral. The dry bulk sector is in dire straits and, depending on the longevity of the virus, could cause a wave of corporate casualties. Chinese demand for major bulks including iron ore and coal, commodities which underpin demand for large bulk carriers, has trailed right off. The usual upturn following Chinese New Year has turned into a prolonged shutdown for much of China’s industry, including shipyards, spelling delays for ships under construction, routine repairs and scrubber installations and pushing bulk carrier earnings into negative territory. Clarksons Average Bulker Earnings indicator, which provides average earnings indication of all bulk carrier sectors in dollars/day, fell by close to a quarter over the first two months of this year. But this disguised more dramatic falls in specific sectors, notably for Capesize units. The decline in the Baltic Capesize Index over the same period was more than 70%. The market was already in poor shape, with rates for most ship sizes falling sharply in December. The steep drop in average Capesize earnings began in early December and continued into the New Year, Bimco’s Chief Shipping Analyst, Peter Sand, wrote in a research note. The Baltic Capesize Index fell into negative territory for the first time on January 31st, he said, with average rates for large vessels at $2,660 on February 7th. By that date, ships in the supramax category were the only type to be earning more than $5,000 a day. One month later, in early March, Clarkson reported average Capesize earnings for single voyages at less than $1,000 a day, although this figure was up by a couple of hundred dollars on the week before. Falling rates during December and January reflected the impact of higher fuel costs for low-sulphur fuels. “Scrubber-fitted ships’ earnings have remained higher,” Sand explained, “because of the lower cost of high-sulphur fuel, rather than premiums for scrubber-fitted ships. What matters is who pays for the fuel. The steep drop in earnings illustrates that passing on the extra fuel cost has been near-impossible to implement on voyage charters.”

Prior to the onset of COVID-19, the dry bulk market had already suffered a range of setbacks. Iron ore exports on the tonne-mile intensive route between Brazil and China fell by 10% in 2019, according to Bimco statistics. This followed disruption to Vale’s operation throughout the year, but particularly following the disastrous collapse of the Brumadinho dam. Heavy rains have caused further disruption to exports. Meanwhile, Australian miners are holding their breath on whether the Chinese Government will kick-start the economy with an infrastructure spending boost which could shore up iron ore and coal demand. This was a strategy adopted by the authorities in the wake of the global financial crisis in 2008. But reports from China indicate that stockpiles of steel at mills are running at record levels and facilities may have to initiate production cuts unless they can unload some of their inventories soon. Meanwhile, for smaller bulk carriers, the impact of President Trump’s trade war with China meant that US soya bean exports were still running at lower volumes than earlier years despite the fact that exports in the first few months of the season, which starts in September, were stronger than 2018 levels. Soya beans are part of Phase One in the US China trade agreement, Sand explained, so volumes should rise again this year. However, he expressed doubts about the volume of commitments in the deal and whether US farmers would be prepared to grow the much larger volumes envisaged in the first phase of the deal.

Recycling spree loses momentum Early 2020 started well in the recycling markets with both Bangladesh and Indian buyers taking bulk carriers in considerable numbers. But the effects of COVID-19 are now being widely felt, pushing down currencies, impacting exchange rates and resulting in a sharp decline in sentiment. Falling prices has meant the market has come to a grinding halt, although recyclers still have a significant backlog. Some commentators have suggested that a break in the frenetic activity evident during early weeks of the year is positive. The market should become more stable, they suggest. However, disruption caused by the virus is now a growing concern, with restrictions imposed on ships from China and other infected regions, and delays on crew disembarkation and final vessel deliveries. IMO 2020 and weak markets were the principal reasons for the bulker

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Bulk Carriers selling spree. And there is probably a lot more to come when the present disruption is over. According to Clarkson, there are about 180 Capesize vessels more than 15 years old and well over 500 Panamax units in this age range. There are also about 280 Supramax units and almost 400 other handy-sized vessels. Across all bulk carrier sizes from 10,000 dwt upwards, there are nearly 1,200 ships more than 20 years old. Operators of these vessels now face substantially higher fuel bills which, depending on the state of the market and the type of charter contract, may or may not be charged on to charterers. Furthermore, current rates in the market do not support scrubber installations. Older vessels with relatively poor fuel consumption figures are likely to prove very much a second choice in a buyers’ market.

VLOC safety concerns surface again The structural integrity of very large ore carriers (VLOCs) is back in the headlines again following the grounding of the 300,000 dwt Stellar Banner, built in 2016, after the bulk carrier had taken on a cargo of iron ore at Vale’s Ponta de Madeira terminal. The vessel, registered in the Marshall Islands, is understood to have been deliberately run aground by her master when it became clear that water had entered the ship’s forward holds, possibly as a result of hitting something in the channel. VLOCs are known to be susceptible to rapid flooding in such circumstances. The Stellar Banner is owned by Polaris Shipping whose 266,000 dwt Stellar Daisy, a converted VLCC originally built in 1993, sank with a

The stricken Stellar Banner

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cargo of iron ore loaded in Brazil and bound for China in 2017. In that instance, water ingress caused rapid flooding of the cargo holds resulting in the loss of 22 of the ship’s 24 crew members. Recent press reports have indicated that the Marshall Islands flag administration, supported by the International Association of Dry Cargo Shipowners (Intercargo) and the International Association of Classification Societies (IACS) have submitted a paper to IMO on VLOC safety in preparation for the next Maritime Safety Committee (MSC) in May. The Marshall Islands paper proposes significant changes to new VLOC designs to improve survival capabilities in the event of flooding. With larger ballast tanks and other changes to internal hull design, such vessels could be made safer, the paper suggests. After discussion at the MSC meeting, it is possible that recommendations could be incorporated into the SOLAS Convention.

Gas-powered Capesize units on the way Bulk carriers frequently operate in the world’s tramp trades where they are hired to carry almost any bulk cargo to virtually any destination, dimensions allowing. They do not necessarily lend themselves, therefore, to new types of fuel which may not be readily available in many locations. However, for some bulk vessels deployed in certain trades, there may be scope to look at carbon-reducing bunker fuels such as LNG. South Korea’s H-Line Shipping has taken the plunge and now has two 180,000 dwt LNG-powered bulkers under construction at Hyundai Samho Heavy Industries. The two Newcastlemax ships, due to be the world’s largest dual-fuel bulkers when they are delivered next year, will be chartered to South Korean steel company Posco to carry Australian ore. Last July, Australian miner BHP released the world’s first tender for Capesize bulk carriers to be powered by gas, revealing that it intends to ship up to 27m tonnes of iron ore annually on ships using LNG for fuel. The company conceded that LNG is not a fuel that offers potential for a zero-carbon future but that waiting for a 100%-compliant fuel is not an option. “Together with our partners, we can make significant progress now,” a company spokesman said at the time. The tender followed a joint industry project, begun in 2017, to assess the viability of LNG-fuelled Capesize vessels carrying coal and iron ore on the route between Australia and China. The ‘Green Corridor’ project involved miners BHP, Fortescue Metals Group and Rio Tinto, shipowners MOL and U-Ming, LNG supplier Woodside, ship designer SDARI and DNV GL. China Merchant Energy Shipping and Shell Eastern Petroleum joined later. The project, split into two phases, came up with two LNG-fuelled Capesize designs. The first, a 210,000 dwt LNG-fuelled Newcastlemax which received approval in principle from DNV GL was followed by a second, larger ore carrier of 260,000 dwt based on the same economics and technical principles. A key component of the project was to ensure that a secure LNG bunkering supply chain could be established on the key route between Australia and China. This was a fundamental requirement before shipowners would invest in such tonnage, the project partners agreed. SORJ

Dockgate A stevedoring anniversary If every respectable port deserves its shiprepairer, it also needs a competent stevedoring operator, because cargo doesn’t arrive and depart on ships by accident, or even magic. Stevedoring itself has a significant anniversary this year, as it is fifty years since the General Stevedoring Council was formed to promote this rapidly changing profession of cargo-handling. Michael Grey It is worth considering just how it has changed, as break-bulk gave way to containerisation, ships and trades became intensely specialised and above all stevedoring changed from the management of thousands of dockers, longshoremen and wharfies the world over, to a hugely capital-intensive business. You might compare the old break bulk berth with (in some places) the most sophisticated assistance from a two-wheeled barrow, to a few years down the line, container shiploader cranes with a retail price of $7m apiece. Not long ago I visited one to the huge automated terminals in Rotterdam and was impressed with an almost complete absence of people on the ship or dock, and in the control room a handful of studious looking folk peering at computer screens. Organising this revolution in cargo handling has been a major challenge, as new technology, the demand for speed and the pressures of scale pressed in on the industry. As with shipowning itself, survival in this new stevedoring world has taken a huge amount of consolidation and the emergence of very big cargo-handling companies with an international footprint. It has required a complete change in its capital structure and a reorganisation around its operations, whether we are considering

by Michael Grey MBE

cargo-handling on 23,000 teu containerships, the loading or discharge of 200,000 tons of iron ore in a single ship, or 7000 vehicles in a massive car carrier. Even on the modern cruise ship berth, the sorting and processing of the luggage of 5,000 impatient passengers takes a professional organisation of a very high order. Stevedoring remains a service sector, serving a shipping industry which might be considered the ultimate service industry, so there is a lot of mutual dependence, although the stevedores tend to operate out of the limelight. They are really only noticed when the dockers are on strike and the shelves start to empty in the supermarkets. But the stevedore is a vital link in the logistics chain, connecting producers and consumers all around the world. And they need to be more professional than ever. The General Stevedoring Council came into existence to promote professionalism in this business, during this intense period of change and has remained very relevant. It runs management courses which bring together stevedores from all around the world, who are transported, as it were, from a lonely berth in their own port or terminal, to rub shoulders for a few weeks with people doing the same job whom they would not have otherwise met. They study technology, trends and developments, they get to see around other people’s terminals and learn other people’s ideas. It is quite a revelation to see people who have operated in highly unionised locations, meet others who operate without such a ‘burden’, or see the common factors between those who run ro-ro or container terminals and those operating in the bulk trades. There are still plenty of challenges to face those running cargo handling operations of all kinds. Just consider this spreading demand for ships to run slower, thus saving the planet. All pay lip service to this idea, but those who own the cargo tend to become increasingly impatient when they have to wait several extra days to get their hands on it. If the ship is running slower and the sea passage taking longer, they reason, then it is up to the people in ports and terminals to speed the cargo through their terminals. The lines then put the squeeze on the cargo handlers, threatening (or at least hinting) that they are more than capable of taking their business elsewhere if the stevedore can’t get the cargo on and off the terminal faster.

Old-style dockers

Volume 17 Issue 5 – Page 73

Dockgate

A modern port worker

It’s the poor old stevedores who also take the flak when the ship operators suddenly decide that they can hugely increase the size of individual ships, which can be accomplished with a quick visit to a delighted shipyard. The people running the terminal or port then have to completely reorganise their operations, with bigger cranes, more ground handling equipment, possibly deeper water alongside, which entails dredging and placating enraged environmentalists to whom dredging is a dirty word. And all that lot has to be financed somehow, with the banks suspicious of any operation with such “moveable” and fickle customers. And even if they don’t have to increase the size of their cargo handling equipment for their “cascading” customers, the contemporary focus on the environment will demand that they exchange their filthy, diesel-driven straddle carriers and loaders to a hugely expensive electric outfit. And there always will be a proportion of the surrounding population near every terminal, who will be objecting to the noise, dust, dirt and traffic and demanding that the whole shebang is shut down. Funnily enough, this tends to play into the hands of the developers, who can always see something far more lucrative to do with prime waterfront property, than using it for ships and cargo-handling. I suspect there are very old stevedores who look back with great affection to the days of two-wheeled barrows and cargo hooks. I suppose one function of the GSC is to keep them sane. Anyway, they are celebrating their first 50 years with a party in Antwerp, where the GSC members and alumni will get to reflect on their history.

Busy days for port health A regular complaint about young navigating officers by their elders and betters revolve around their enthusiasm for screens and their reluctance to look out of the wheelhouse windows. But it could be that on the average geared ship, there are so many obstructions on the foredeck that it is probably safer to look at the radar to detect any menace approaching. Indeed, a clear lookout from the wheelhouse seems to be very low in the designer’s list of priorities as he compresses the useful arc of visibility with big, fat cranes, one in front of another and with the cabs at eye level, so that any ship approaching from that quarter would be almost invisible. Then there are those which are pioneers in sustainability, with the forward horizon cluttered up by fixed aerofoils or Flettner rotors,

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once again positioned without any consideration of the visibility from the wheelhouse. Great piles of containers don’t help either, especially if the wheelhouse is perched on the poop and the whole horizon is constantly being hidden, as the ship gently pitches in a swell. Naval architects might suggest this is nit-picking, but it does matter, especially in one of these space-age wheelhouses where the officer of the watch is supposed to conduct his business from a comfortable chair behind a console. Ideally, you would walk around and peer around the obstructions, but that is quite difficult, such is the technological clutter that is ‘ergonomically’ positioned in the most advanced wheelhouses. Years ago, when seafarers were listened to with a modicum of respect, it was always said that the ideal place to control a ship was half way between bow and stern, where the ship would turn on her axis. It might be recalled that up to about the 1960s tankers would have a mid-ship bridge, where the deck officers lived. Then somebody said it would be cheaper to stick it on the poop, ignoring the protests of the seamen. Now it doesn’t seem to matter where it is placed, with ships being controlled from right aft, right forward or in the case of very big containerships (who want boxes ten high on deck) one third of the length from the bow. But if you never look out of the window, maybe it doesn’t matter.

Flag of choice It was very many years ago that I conceived the Democratic Republic of Dementia as a new and thrusting entrant to the list of flags of convenience that were open for business and seeking ship operating customers. I even had somebody writing in asking for further details. But if you are thoroughly unscrupulous you don’t even have to register your ship under a fictitious flag – you just choose a real country and paint the name of its principal port on the stern of your ship. I guess you also have to forge a few certificates that have a nice coat of arms on the letterhead and it clearly helps if you choose a register that probably (let us put this kindly) is not too discerning about its operations and doesn’t bother much with an inspectorate to enforce any regulations to which it might aspire. This is no laughing matter as IMO has discovered some 300 ships which are registered in countries which had no record whatever of these ‘customers’ on their books and whose owners were presumably enjoying a completely free ride. It might be assumed that this number might be thought a considerable under-estimation, but it is a timely reminder that there still exists a sector of the shipping industry that operates in a criminal fashion, regardless of all the regulations and supervision. One can only imagine, (with a shudder) what conditions might be discovered on-board the 73 illicit flyers of the ensign of the Democratic Republic of the Congo, 91 ships discovered under the Fijian flag and the 150 ships which consider Micronesia (which does not actually permit foreign vessels to fly its flag) a convenient register. IMO is trying, by means of a new database, to put a stop to this nonsense, although it probably means that these unscrupulous folk will just make up their own national entities. A surge in the Dementian fleet could be on the cards. 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

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 Tel: + 61 2980 85851 Fax: +61 2980 85851 Mobile: +61 419880099 Email: semagent@iprimus.com.au

Web: www.hempsteadmarine.com Contact: Iain Hempstead Companies Represented Sembcorp Marine, Singapore SES Marine, Singapore Sembawang Kakinada Ltd, Kakinada, India ES Offshore and Marine Engineering, Thailand

Baltic States

LITHUANIA, LATVIA, ESTONIA, POLAND, 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: Hong Kong Shekou Zhoushan Qingdao Dalian

Yiu Lian Dockyards Yiu Lian Dockyards(Shekou) Yiu Lian Dockyards( Zhoushan) Qingdao Beihai DSIC

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

Benelux

ESMA MARINE AGENCIES B.V.

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

Kuiperbergweg 35, 1101 AE Amsterdam, The Netherlands Tel: +31 20 3121350 Email: shiprepair@esma.nl Web: www.esma.nl Contact: Marcus Weggeman Direct: +31 20 3121353 Mobile: +31 6 51408082 Contact: Atie Witte Direct: +31 20 3121366 Companies Exclusively Represented EUROPE Lisnave – Setubal – Portugal Gemak Group – Istanbul -Turkey Netaman-Riga-Latvia Netaman-Tallinn-Estonia West Sea Viana Shipyard – Viana do Castelo – Portugal MIDDLE EAST Drydocks World – Dubai – UAE Drydocks World Global Offshore Services DMC Dubai Maritime City, Shiplift FAR EAST PaxOcean Asia • PaxOcean Singapore • PaxOcean Pertama – Batam – Indonesia • PaxOcean Graha – Batam – Indonesia • PaxOcean Nanindah – Batam – Indonesia CHINA Cosco Shipyard Group • Cosco Dalian Shipyard • Cosco Nantong Shipyard • Cosco Qidong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Guangdong Shipyard PaxOcean Asia • PaxOcean Zhoushan WEST AFRICA Dakarnave – Dakar- Senegal CNIC – Douala – Cameroon SOUTH AMERICA S.P.I. – Mar del Plata – Argentina

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

Volume 17 Issue 2 – Page 75

Agents Contact Directory • Wooseung- Korea

HOLLAND MARITIME SOLUTIONS

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

AIMSS V.O.F

Thoornseweg 92, 4854 EH Bavel, The Netherlands Tel: +31 76 889 20 42 E: enquiries@aimss.nl W: www.aimss.nl Contacts: Sami Golestanian E: sg@aimss.nl | Mobile: +31 6 28 96 38 48 Onno Kramer E: ok@aimss.nl | Mobile: +31 6 27 28 90 98 Shipyards • ASL- Indonesia • Asmar- Chile • Cammell Laird- UK • Nasco- China • Oman Drydock- Oman • Southern African Shipyard (SAS)- South Africa • Tersan- Turkey • TNG- Mexico

• • • • • • • • • • •

Marine Services Atlantida- Spain (Underwater Services) Jobson - Italy (Afloat Repairs) Macor - France (LSA Services) Mikrotech - China (Scrubbers) NICO - UAE (Afloat, Underwater & Voyage Repairs) PMS - Panama (Afloat Repairs) Riding Squad - Romania TGA- Singapore (Galley Equipment) Van Bodegraven - The Netherlands (Electric Motors) Winkong - China (Afloat, Underwater & Voyage Repairs) Zebec Marine - India (Marine Consultancy)

China

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

Denmark / Finland

JML SHIPYARD AGENCY

A. P. & A. LTD (CHINA)

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

Cyprus

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

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

Germany

COMBITRADE GMBH Caffamacherreihe 7, 20355 Hamburg, Germany Tel: +49 40 80 80 110 600 Fax: +49 40 80 80 110 699 Email: combitrade@combitrade.de Contact: Michael Albrecht (+49 172 434 2812) Andreas Schou (+49 172 453 5135) Jan-Erik Patzl (+49 160 377 8467) 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

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

Page 76 – www.shipandoffshorerepair.com

Agents Contact Directory 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

Trident Malta Trident Spain UMA Marine Group, India Spares and Equipment Brightsun Marine Pte. Ltd, Singapore LAB S.A. SunRui Marine Environment Engineering Company, China Senda Shipping Engineering & Service Ltd, China

Greece

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, Heinz Gross, Oliver Kirmse Shipyards North America/Central America/Caribbean Chantier Davie Canada Inc. Quebec ,Canada Detyens Shipyard Charleston,USA MEC Repairs, S.A., Panama Seaspan Vancouver Drydock, Canada Seaspan Victoria Shipyards Company Ltd, Canada TNG Talleres Navales del Golfo, Veracruz Mexico Far East DSIC Dalian Shipyard Huarun Dadong Dockyard Co.,Ltd, China PaxOcean Engineering Zhoushan Co Ltd, China PaxOcean Shipyard Pte. Ltd, Singapore PaxOcean Asia – Pertama, Indonesia Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd, China Yiu Lian Dockyards Limited, Hongkong Yiu Lian Dockyards (Shekou) Limited, China Zhoushan IMC YY Shipyard Persian Gulf Drydocks World – Dubai LLC, UAE Med/Black Sea Bulyard Shipbuilding Industry EAD, Bulgaria Carell S.A., Greece Chantier Naval de Marseille, France San Giorgio del Porto Genoa, Italy Sefine Shipyard, Turkey Europe Atlantic/Baltic Astander, Santander, Spain Astican, Gran Canaria, Spain Baltyard, Gdynia Bredo Dockgesellschaft mbH, Germany Blohm+Voss B.V. & Co. KG Harland&Wolff HI. Belfast, UK HSOG LTD. UK Oresund Drydocks, Sweden Pregol Shipyard Kaliningrad Afloat Companies Bludworth Marine, USA BMT Repairs, Spain Drydocks World Global Offshore Services, UAE HON Marine, Malaysia Longkong Marine Engineering Co., Ltd, China Oceantrans Marine Services Co. Ltd, China Offshore Inland Marine & Oilfield, LLC, USA MarineService Hirthals A.S., Denmark 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

A. P. & A. LTD (GREECE)

Bona Vista Plaza, 3 Xanthou Street, 166 74 Glyfada, Athens, Greece Tel: +30 210 8983 463 Fax: +30 210 8983 434 Email: groffice@apaltd.gr Contact: Ingrid Papadakis, Nikolaos Almyroudis Shipyards Represented ASL Batam Shipyard (Indonesia) Astilleros Cernaval Shipyard (Spain) Bredo Shipyard (Germany) Chengxi Shipyard (China) Chengxi Shipyard (Guangzhou) (China) China Shipping Industry (China) Ciramar Shipyard (Dominican Rep) COSCO Shipyard Group (China) • Dalian • Guangdong • Lianyungang • Nantong • Shanghai • Zhoushan Curacao Drydock Company (Netherland Antilles) Gisan Shipyard (Turkey) Jurong Shipyard (Singapore) Paxocean Zhoushan Shipyard (China) Santierul Naval Constantza Shipyard Shanhaiguan Shipyard (China) Talleres Navales Del Golfo Shipyard (Mexico) Tuzla Shipyard (Turkey) Tsakos Industrias Navales (Uruguay)

Yiu Lian Dockyards (China)

T J GIAVRIDIS MARINE SERVICES CO LTD 1 Kanari Str. & 79 Akti Miaouli 18537, Piraeus, Greece Tel: (0030) 210-4516 195, (0030) 210-4180 593 Fax: (0030) 210-4182 432 Email: info@giavridisgroup.gr Web: www.giavridisgroup.gr Contact: Mr John Giavridis Mobile: +00306936201988 Contact: Mr Nikolaos Giavridis Mobile: +00306936766165 List of Shipyards and Ship Repairers Represented AFRICA Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) East London Ship Yards (Pty) Ltd. – (Elgin Brown & Hamer Group) (South Africa) Electro Marine (Pty) Ltd. (Elgin Brown & Hamer Group) (South Africa) Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – (Durban – Capetown – East London) (South Africa) Port Marine Contractors Pty. Ltd. (Elgin Brown & Hamer) (South Africa)

AMERICAS Ciramar Shipyards (Dominican Republic) Detyens Shipyard Inc. (DSi) (USA) G.C. Maritime Services (USA) L.A. Maritime Services (USA) Mapamar (Brazil) Marine Hydraulics International (Mhi) (USA) Proios S.A. (Argentina) Talleres Industriales S.A. (Panama) Tandanor – Talleres Navales Darsena (Tandanor Shipyard) (Argentina) Tru - Marine Houston Washington Marine Group Shipyards (Canada) Vancouver Drydock Co. (Washington Marine Group) (Canada) Vancouver Shipyards Co. Ltd. (Washington Marine Group) (Canada) Victoria Shipyards Co. Ltd. (Washington Marine Group) (Canada) ASIA Arab Eagle Marine Engineering Llc. (Keppel Offshore & Marine Group) (UAE) Arab Heavy Industries – (Keppel Offshore & Marine Group) (UAE) Cic Shanghai Changxing Shipyard Cosco Total Automation Co. Ltd. (China) Cosco Shipyard Group (China) Cosco Dalian Shipyard (China) Cosco Guandong Shipyard (China) Cosco Nantong Shipyard (China) Cosco Zhou Shan Shipyard (China) Cosco Shanghai Shipyard (China) Cosco Lianyungang Shipyard (China) Cosco Xiamen Shipyard (China) Cosco Shipyard Qingdao Co. Ltd (China) Dalian Cosco Rikky Ocean Engineering Co. Ltd. (China) Dong Sung Engineering (S. Korea) Keppel Philippines Marine Inc. (Keppel Offshore & Marine Ltd. of Singapore) (Philippines) Keppel Batangas Shipyard (Keppel Group) (Philippines) Keppel Offshore & Marine Ltd Group (Singapore) Keppel Shipyard Ltd. Benoi Yard (Singapore) Keppel Shipyard Ltd. Gul Yard (Singapore) Keppel Shipyard Ltd. Tuas Yard (Singapore) Kwang Youn Gi Engineering (Taiwan) Nakilat Keppel Offshore & Marine (Keppel Group) (Qatar) Long Kong Marine Engineering (China) Shanghaiguan Shipyard (China) Sasebo Heavy Industries Co. Ltd (Japan) Subic Shipyard And Engineering Inc. (Keppel Group) (Philippines) Tru - Marine Pte. Ltd Tru - Marine Sharjah Yiu Lian Dockyards (She Kou) Ltd (China) EUROPE Adriatic Shipyard Bijela (Montenegro) Astilleros Canarios S.A. (Astican Shipyard) (Spain) Astilleros De Santander (Astander Shipyard) (Spain) Biga Group Ltd (Croatia) Odessos Shiprepair Yard S.A. (Bulgaria) Brodotrogir Shipyard (Trogir) (Croatia) Fincantieri – Cantieri Navali Italiani S.P.A. (Italy) Fincantieri Muggiano Shipyard (Italy) Fincantieri Palermo Shipyard (Italy) Fincantieri Trieste Shipyard (Italy) Gryfia Shipyard (Poland) Keppel Verolme B.V. (Keppel Offshore & Marine Group) (Netherlands) Marineshaft Hirtshals A.S. (Denmark) Naval Shipyard Gdynia S.A. (Poland) Navikon Ship Repair Yard Ltd (Poland) Riga Shipyard (Latvia) Tru - Marine Rotterdam Tyzla Shipyard (Turkey) OCEANIA Babcock Fitzroy Ltd (New Zealand)

RESOLUTE MARITIME SERVICES INC. 233, Syngrou Avenue, 171 21 N. Smyrni, Athens - Greece Tel: +30 211 182 9000 or +30 211 182 8991

Fax: +30 211 182 9002 Email: main@resolute.gr Web: www.resolute.gr Contact: Alex Scaramangas & Nikos Pappas Principals Asry (Bahrain) Dakarnave (Senegal) Lisnave (Portugal) Gemak/TGE Shipyards (Turkey) CAPPS International UK Co-operation with Ciramar (Dominican Republic) CL Marine - Caribbean Dockyard (Trinidad and Tobago) Dalian Daeyang Shipyard (China) Daishan Haizhou Shipyard (China) Fujian Huadong Shipyard (China) Signal Ship Repair (Mobile, Alabama, US Gulf

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

ADVERTISE WITH US THIS YEAR SORJ

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

Volume 17 Issue 5 – Page 77

Agents Contact Directory Italy

Monaco

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)

ADVERTISE HERE SORJ

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), Keppel Philippines • Batangas Yard • Subic Shipyard Lisnave Estaleiros Navais SA (Portugal) MEC Panama Odessos Shiprepair Yard (Bulgaria) Qingdao Beihai Shipyard (China) Santierul Naval Costanta (Romania) Scamp Network Ltd (Gibraltar) Smit International (Rotterdam) Todd Pacific Shipyard (Seattle) Tsakos Indusrias Navales (Montevideo, Uruguay) Tuzla Shipyard (Turkey) Unithai Shipyard & Engineering (Thailand) Western India Shipyard (India)

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 N-Kom Paxocean Engineering Zhoushan

CAMBIASO RISSO SERVICES SAM

Gildo Pastor Center, 7 Rue du Gabian, MC 98000, Monaco Switchboard: + 377 98801360 Fax: + 377 97987848 Email: tech@cariservice.com Web: www.cambiasorissoservice.com Contact: Massimiliano (Max) Iguera Direct Line: +377 98 801361 Mobile: +33 640 623327 Private email: max@cariservice.com Contact: Giovanni Palumbo Direct Line: + 377 98801362 Mobile: +33 640616602 Contact: Nicolò Iguera Direct Line: + 377 98801364 Mobile: +33 640623184 Companies Represented ASMAR, Chile China Shipbuilding Corporation (Taiwan) • Kahosiung Shipyard • Keelung Shipyard Cosco Shipping Heavy Industry • Cosco Dalian Shipyard • Cosco Guangdong Shipyard • Cosco Nantong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Qidong Offshore • Cic Changxing Shipyard • Cic Boluomiao Shipyard • Nacks • Dacks • Cic Jiangsu Dakarnave (Senegal) Detyens Shipyard (USA) Drydocks World Dubai (United Arab Emirates) Drydocks World Singapore Elefsis Shipyards and Neorion Shipyard (Greece) Elgin Brown & Hamer (South Africa) Elgin Brown & Hamer Walvis Bay (Namibia) Enavi (Brasil) Fincantieri Group (Italy) Gdansk Shiprepair Yard (Poland) GMD SHipyard (New York) Grand Bahama Shipyard (Bahamas) Halifax Shipyard Hong Kong United Dockyard (HK) IMC – Yy Zhoushan (Zhoushan, China), Keppel Philippines • Batangas Yard • Subic Shipyard Keppel Verolme (The Netherlands) Lisnave Estaleiros Navais SA (Portugal) MEC Panama Odessos Shiprepair Yard (Bulgaria) Qingdao Beihai Shipyard (China) Santierul Naval Costanta (Romania) Scamp Network Ltd (Gibraltar) Smit International (Rotterdam) Todd Pacific Shipyard (Seattle) Tsakos Indusrias Navales (Montevideo, Uruguay) Tuzla Shipyard (Turkey) Unithai Shipyard & Engineering (Thailand) Western India Shipyard (India)

ADVERTISE HERE SORJ

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) Chantier Naval de Marseille (France) Dongsung Engineering & Shiprepair (Korea) Dormac (South Africa and Namibia) Fujian Huadong Shipyard (China) Huarun Dadong Dockyard (China) International Ship Repair & Marine Services (USA) Oresund Drydocks (Sweden) San Giorgio del Porto (Italy) SEMBCORP MARINE REPAIRS & UPGRADES (Singapore): • Sembcorp Marine Admiralty Yard • Sembcorp Marine Tuas Boulevard Yard • Estaleiro Jurong Aracruz (Brazil) Shanhaiguan Shipyard (China) TANDANOR (Argentina) Talleres Navales del Golfo (Mexico) Yu Lian Dockyards (Hong Kong) Zhoushan Xinya Shipyard (China) Marine Service Companies Represented Elettrotek Kabel (Italy) Harris Pye Group (UK) PBM (Croatia) SES Marine Services (Singapore) Turbo-Technick Repair Yard (Germany)

The Netherlands

ESMA MARINE AGENCIES B.V.

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

Page 78 – www.shipandoffshorerepair.com

Agents Contact Directory MIDDLE EAST Drydocks World – Dubai – UAE Drydocks World Global Offshore Services DMC Dubai Maritime City, Shiplift FAR EAST PaxOcean Asia • PaxOcean Singapore • PaxOcean Pertama – Batam – Indonesia • PaxOcean Graha – Batam – Indonesia • PaxOcean Nanindah – Batam – Indonesia CHINA Cosco Shipyard Group • Cosco Dalian Shipyard • Cosco Nantong Shipyard • Cosco Qidong Shipyard • Cosco Shanghai Shipyard • Cosco Zhoushan Shipyard • Cosco Guangdong Shipyard PaxOcean Asia • PaxOcean Zhoushan WEST AFRICA Dakarnave – Dakar- Senegal CNIC – Douala – Cameroon SOUTH AMERICA S.P.I. – Mar del Plata – Argentina

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

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

HOLLAND MARITIME SOLUTIONS Office address Johan van Twickelstraat 1 7431 GG Diepenveen, The Netherlands Postal address PO Box 5143, 3295 ZG ‘s-Gravendeel, The Netherlands Tel: +31 6 52415991 Web: http://www.homaso.nl Email: pd@homaso.nl Email: pf@homaso.nl Contact: Paul van Dijk Companies Represented Arab Shipbuilding and Repair Yard (ASRY ) – (Bahrain, Hidd) Atlantis Marine Service Ltd – (Turkey, Istanbul) Astilleros de Santander SA (Astander) – (Spain, Cantabria) Astilleros Canarios SA (Astican) – (Spain [Canary Islands], Las Palmas) Caribbean Dockyard & Engineering Services Limited (CDESL) – (Trinidad & Tobago, Port of Spain) Ciramar Shipyards International Trading Co., Ltd. (CITCL) – Carell S.A (Greece) ENA Entreprise Nouvelle Antillaise (Martininque) (Dominican Republic, Santo Domingo) Colonna’s Shipyard, Inc. – (USA, Norfolk) Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan) Fama Group Shipyards - (Cyprus, Limassol Division) Fama Group Shipyards - (Egypt, Alexandria Division) Malaysia Marine & Heavy Engineering – (Malaysia, Pasir Gudang and Johor) MTG - Dolphin - (Varna, Bulgaria) MEC Repairs - (S.A. Balboa, Veracruz) Naval Shipyard (Poland, S.A. Gdynia) Shanghai Willing – (China, Shanghai) - Chengxi Shipyard Co. Ltd. – (China, Jiangyin) - Daeyang Shipyard Co. Ltd. – (China, Dalian) - Guangzhou Dockyards Co. Ltd. – (China, Guangzhou) - Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. – (China, Qingdao) - Shanhaiguan Shipbuilding Industry Co. Ltd. – (China, Qinhuangdao) - Dalian Shipbuilding Industry Marine Services Co. Ltd. (DSIC) – (China, Dalian) Shin Kasado Dockyard Co., Ltd. – (Japan, Kudamatsu City) Tsakos Industrias Navales S.A. – (Uruguay, Montevideo) Vancouver Shipyards – (Canada, Vancouver) Victoria Shipyards – (Canada, Victoria)

AIMSS V.O.F

Thoornseweg 92, 4854 EH Bavel, The Netherlands Tel: +31 76 889 20 42 E: enquiries@aimss.nl W: www.aimss.nl Contacts: Sami Golestanian E: sg@aimss.nl | Mobile: +31 6 28 96 38 48

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

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 Desan 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)

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 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 Desan Shipyard, Tuzla, Turkey San Giorgio del Porto, Genoa, Italy Chantier Naval de Marseille, France Middle East Drydocks World, Dubai Far East PaxOcean, Singapore & Batam Chengxi Shipyard, Jiangyin, China Guangzhou Wenchong Shipyard, China PaxOcean, Zhoushan, China DSIC Marine Services, Dalian, China Changhong International Shipyard, Zhoushan, China US, Canada & Caribbean Talleres Navales del Golfo, Veracruz, Mexico Ciramar Shipyard, Dominican Republic Chantier Davie, Quebec, Canada Caribbean Dockyard, Trinidad & Tobago Afloat Repair Global Offshore Service, Dubai UAE Offshore Inland, US Gulf/Mexico

Switzerland

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

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

Shipyards Represented 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) Nakilat-Keppel Offshore & Marine (N-KOM) (Ras Laffan, Qatar) Navantia (Spain) • Cadiz Shipyard (Cadiz) • Cartagena Shipyard (Cartagena) • Ferrol-Fene Shipyard (Ferrol) • San Fernando Shipyard (San Fernando) Orient Shipyards (Busan/ Gwanyang, Korea) Shanhaiguan Shipyard (Qinhuangdoo, China) 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) NARP Ship Repair (Turkey) Rentong Marine (China) South Bank Marine Charts (Grimsby, UK) Underwater Shipcare (Singapore) Underwater Contractors Spain (Spain) Zener Maritime (Rotterdam, Mumbai, Singapore) Over 200 diving stations worldwide

Turkey

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

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

Page 80 – www.shipandoffshorerepair.com

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

U.A.E

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

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

A. P. & A. Ltd 32 The Mall, London W5 3TJ, United Kingdom Tel: +44 20 8840 8845 Fax: +44 20 8840 8843 Email: ship@apanda.com Web: www.apanda.com Contact: Andreas Papadakis Companies Represented (Exclusive) BREDO (Germany) Coimbra Shiprepair (Brazil) COSCO Shipyard Group (China) • Dalian • Guangdong • Lianyungang • Nantong • Shanghai • Zhoushan Gdansk Shiprepair Yard Remontowa (Poland) Hellenic Shipyards Skaramanga (Greece) International Repair Services (Panama) Odessos Shiprepair Yard (Bulgaria) Pallion Engineering (UK) Signal Ship Repair (Mobile, Alabama, USA) Tuzla Shipyard (Turkey) Companies Represented (Other) Adriatic Shipyard Bijela (Montenegro) ASL Batam (Indonesia) Tsakos (Uruguay)

CALVEY MARINE LIMITED

Broomers Barn, Merrywood Lane, Storrington, West Sussex RH20 3HD, United Kingdom Tel: +44 (0) 1903 748860 Email: calvey@calveymarine.co.uk Web: www.calveymarine.co.uk Contact: Steven Black Mobile: +44 (0) 7885 217869 Contact: Jessica Black Mobile: +44 (0) 7917 726274 Contact: Suzanne Black Mobile: +44 (0) 7867 785957 Companies Represented Anchor, anchor chain and spares suppliers (Global) 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) EGCS solutions Fujian Shipyard – Huadong Guangzhou Wenchong Dockyard Greens Power (UK) JinHai Shipyard (Zhoushan) Co.,Ltd.China King-Marine (Global procurement specialist, 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) 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) Underwater services at 300 dive stations worldwide

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: Peter Smith, Jon Thompson Diving & Marine: Kathryn Ridley, Alan Jagger Shipyards Represented 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) 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 Fax: +44 1624 837173 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/shipyard/offshore repairs and maintenance Diving Services Worldwide - (For all diving enquiries contact Jamie Skillen) Consultancy Services/Vessel Inspections (For Inspections/Consultancy contact Louise Cowell) Companies Represented Electro Partners NV - Electrical/Electro Mechanical Workshop and Vessel Based Repairs (Antwerp/NW Europe) Engine Partners Group – Korean and Chinese Engine and Non-Engine Spares (Netherlands and Korea) Navicom Marine Limited – Radio/Navigation Equipment Repairs and Spares (Malta) Marine Marketing Int (agent for IOM only) Course Managed Ship Superintendents’ Training Course. (For all enquiries and reservations contact Cheryl Reeday) Sister Company Ramsey Shipping Services: Above and below waterline repairs at Ramsey Shipyard, Isle of Man and ship’s agency services

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

Volume 17 Issue 5 – Page 81

Agents Contact Directory L&R MIDLAND (UK) LTD. 3 Bolt Court (2nd Floor) London EC4A 3DQ Tel: +44 (0) 20 3856 6520 D: +44 (0) 20 3856 6521 Mobile: +44 (0) 77 1214 8881 Fax: +44 (0) 20 7936 2237 Email: jholloway@lrmidland.com Web: www.lrmidland.co.uk Contact: Jon Holloway Shipyards Represented Astander (Spain) Sembcorp Marine – (Singapore) Sembcorp Marine Admiralty Yard Sembcorp Marine Tuas Boulevard Yard Oresund Drydocks - (Sweden) Cantieri del Mediterraneo - (Italy) Grand Bahama Shipyard (Freeport) Estaleriro Jurong Aracruz (Brazil)

LLOYD WERFT UK

Karnak, Kearsney Court, Alkham Road, Temple Ewell, Kent KT16 3EB Contact: Steve Buhlman Tel: +44 (0) 1304 275865 Mobile: +44 (0) 7803 179640 Email: buhlman.steve@lloydwerft.com Companies Represented Lloyd Werft (Bremerhaven) Rickmers Werft (Bremerhaven)

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)

SEADOCK MARINE AGENCIES LTD

123 Minories, London EC3N 1NT, United Kingdom Tel: +44 (0) 20 7680 4000 Fax: +44 (0) 20 7553 0001 Mobile: +44 (0) 77 10 327 004 Email: sales@seadockmarine.com Web: www.seadockmarine.com Contact: George D. Skinitis Companies Represented Blohm+Voss B.V. &. Co. KG (Hamburg, Germany) TURBO-TECHNIK GmbH & Co. KG (Wilhelmshaven, Germany) Dynamic Co. (Athens, Greece) Metalships & Docks S.A. (Vigo, Spain) Ozata Shipyard (Turkey) EMDEN DOCKYARD, Emden Germany NAVALINK Srl, Constanta, Romania RUITAI SHIPYARD Co. Nantong, China IMC YY, Zhoushan, China

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)

Agencies Cleanship Solutions EMCS & SESmarine Lagersmit SPS Technology

United States

L&R MIDLAND INC.

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

SIMPLEX AMERICAS LLC

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

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

20 Bartles Corner Road, Flemington New Jersey 08822, USA Tel: +1-908-237-9500 Fax: + 1-908-237-9503 Email: shiprepair@vogler.net Contact: Donald W Vogler Shipyards Exclusively Represented ASRY Arab Shipbuilding and Repair Yard (Bahrain) SOCIBER (Chile) Shiprepair Companies Exclusively Represented Metalo ck do Brasil Ltda. (Brazil)

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

Phone: +351 265 799 363 E-mail: comercial@lisnave.pt SORJ (Ship and Offshore Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents www.lisnave.pt

Volume 17 Issue 5 â&#x20AC;&#x201C; Page 83

SORJ Vol 17 Issue 6 Feb / March 2020

Articles inside

Machinery Repairs

Offshore

Underwater Repairs

Shipyards

Repairs

Paints & Coatings