SORJ Vol 18 Issue 2 June / July 2020

The Official Journal of the International Association of Shiprepair Agents

ISSN 2515-6179

Volume 18 - Issue 2 - June/July 2020

Page 2 – www.shipandoffshorerepair.com

SORJ (Ship and Offshore Repair Journal) Welcome to the June/July edition of SORJ (Ship and Offshore Repair Journal). We normally publish a separate Supplement on the subject of Offshore Repairs separately to the main issue, however, due to the current world-wide COVID-19 pandemic, we have included this Supplement in the main issue. The current crisis has hit the shiprepair industry hard, but activities are slowly getting back to a more normal stage, although becoming fully operational is something which may be longer in realisation, especially if a second wave of the pandemic takes place. The shipping and shipbuilding industries have also been hit hard – which may be good news for the shiprepair yards as owners will no doubt look to extend the life of their current fleets instead of entering into newbuilding contracts.

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

ISSN 2515-6179

Volume 18 - Issue 2 - June/July 2020

10 16 18 24 30 34

Shipyards

65 41

LNG Bunkering

41. Floaring Units

Services

47. OSVs/PSVs

Machinery Repairs

51. Decommissioning/installation

Ballast Water Management

54. Rigs

General Cargo Vessels/Reefers

56. Yards

59. Equipment

Repairs

Dockgate

Offshore -

Front Cover: The Front Cover of this issue shows the cable-layer Cable Enterprise entering A&P Tyne, part of the UK’s A&P Group, which also operates repair facilities on Teesside and in Falmouth. The Group operates a total of seven dry docks at these three yards, and has extensive fabrication facilities across four strategic locations in the UK. A&P Group also has a business in Australia that provides shiprepair services and support to the Royal Australian Navy.

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 chemical tanker Sapphire in Remontowa

Repairs and conversions at Remontowa Among the projects completed at Poland’s Remontowa, Gdansk during the second half of April, was the CLV Spirit mobilisation. This 6,209 dwt cable-layer, owned by Holland’s Royal Boskalis arrived in Remontowa during the beginning of March this year and shortly after she was lifted by the yard’s own semisubmersible barge RemLift 25000. The main repairs included steel work in tanks, overhaul of four azimuth thrusters (two of which are retractable) and the bow thruster, hull and various equipment paint work, replacement of sewage treatment plant as well as mobilisation work for a cable laying project in Sweden.

Remontowa also completed the work onboard Jan de Nul’s 40,975 kW self-propelled cutter suction dredger (CSD) Willem van Rubroec. The yard will carry out start-ups and tests of equipment and systems as well as sea and hand-over trials. Measuring 151.3 m long, 36 m wide, 5.75 m draft, 10.00 m side height, she is the largest CSD in the Jan de Nul fleet.

The dredger arrived in Gdansk on-board the semi-submersible heavy lift vessel Hua Yang Long.

Moby Line’s 37,799 gt ro/pax SPL Princess Anastasia called Remontowa for the third time in last three years. During this visit, the shaft line overhaul and a large range of steel work in ballast and fuel tanks has been carried out. The yard also prepared the vessel for a BWM system installation.

Tsakos Group’s 39,382 dwt containership Irenes Remedy has undergone class renewal, repairs including steelwork, maintenance and painting work as well as work related with her propulsion system. During the drydocking, the most important tasks to be carried out will include the shaft seal modification and hull painting works.

Brittany Ferries’ 22,382 gt ro/pax fast ferry Baie de Seine has arrived at Poland’s Remontowa, Gdansk, and work on-board was completed and she sailed as DFDS’ Sirena Seaways. She has been under charter for five years by Brittany Ferries, and while at the yard, she was repainted in her owner’s (DFDS) colours. The ferry returned to the old name Sirena Seaways. The scope of work included main engines overhaul, Also recently underway at the yard was the special survey of Finbeta S.p.A.’s 14,002 dwt Sapphire, the second chemical tanker this year from this owner, - the 12,000 dwt Turchese, was in for class renewal. On-board the Sapphire, work included overhaul of her main engine and steel work in her stainless steel cargo tanks.

Nordic Hamburg Shipmanagement’s 32,847 dwt bulk carrier Nordic BC Munich recently called at Remontowa, the scope of work including the replacement of approximately 10 tonnes of steel renewal, painting, small steel works on-board and load tests of the deck cranes.

Leonhardt & Blumberg’s 14,717 dwt containership SCA Munksund called at the shipyard primarily for main engine overhaul.

During the past few months, Remontowa has repaired this vessel’s sisterships - Priamos, Pollux, Pegasus and Ceres.

SeaTrans’ 19,733 dwt LPG tanker Trans Catalonia is the latest ship from this owner’s fleet to be repaired by Remontowa in recent months. The Trans Catalonia is a sistership to the Trans Iberia, with the scope of work on both vessels including the installation of an Alfa Laval BWM system. A large scope of work also included electrical connections and automation, main engine overhaul, and steel work, in the ballast and cargo tanks. Remontowa has repaired two vessels from this shipowner in 2018, one in 2019 and two, so far, in 2020.

For Kvaerner Canada, Remontowa is to carry out outfitting of the semi-submersible barge Boabarge 34, for removal of a gas production platform in the Canadian offshore industry. This project will involve some 550 tonnes of new steel.

Page 4 – www.shipandoffshorerepair.com

Scrubber and BWM projects at Besiktas Turkey’s Besiktas Shipyard has carried out some 60 projects including scrubber and BWM system installations during the first half of this year. Despite the COVID-19 pandemic, which affects shipyards throughout the world, Besiktas has managed to report positive performance by securing these projects for the first half of 2020 from various shipowners involving several challenging projects.

From the first day of the COVID-19 Besiktas Shipyard has taken several preventive actions in order to ensure safe working conditions for everyone working in the shipyard. These actions followed recommendations and precautions from the Ministry of Health of Turkey and World Health Organisation (WHO).

Thermal cameras are placed at all entrances of the shipyard and thermometers have been distributed to all shuttle vehicles and yard’s fast boats. Spray hygiene tunnel systems are installed at all entrances of the shipyard. Masks and disinfectants are placed in all offices and people are always wearing face masks during working hours. All offices, ships and common areas such as cafeteria, shuttle vehicles and fast boats are disinfected on a daily basis.

The number of the tea houses, cafeterias, shuttle vehicles and boats has been increased and the working and break hours of the whole staff have been rescheduled to prevent crowding. Infirmary personnel are giving briefings on a daily basis and protective precautions issued by the Ministry of Health about the virus are displayed in all the areas.

Social distancing rules is a must in the shipyard, and everyone must keep at least 1 m distance from each other.

During the first half of the year, Besiktas carried out a wide range of shiprepair projects including ro/ro vessels, dredgers, tankers, LPG tankers, bulk carriers, passengerships, and river-type cement carriers. Since the beginning of 2020, Besiktas has completed more than 20 BWM system and eight scrubber installation projects.

One of the outstanding highlights has been the completion of repairs on-board Grimaldi Group’s 13/14th and 15th ro/ro-containerships in this year – the 47,120 gt Grande Benin, the 47,218 dwt Grande Cameroon and the 47,218 gt Grande Togo. Work scope on these vessels have included scrubber and BWM system installation, steel repairs, standard

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Volume 17 Issue 5 – Page 5

Repairs

A busy scene in Besiktas drydocking work with silicone coatings and bulbous bow modifications.

From March to the end of May Besiktas completed contracts from repeat customers such as S&C Shipmanagement, Briese Schiffahrts GmbH, Shoei Kisen Kaisha, Alliance Maritime, Maersk Tankers, Ultragas, Marine Trust and Christos Maritime.

Besiktas also carried out repairs to vessels from the Turkish market - YA-SA’s 115,867 dwt tanker Yasa Golden Bosphorus and the 56,169 dwt Yasa Kaptan Erbil, the main work on the vessels being drydocking work, hull treatment work and the installation of an Erma First BWM system.

Besiktas also repaired a chemical tanker from Italy’s D’Amico Tankers - the 56,992 dwt High Courage, the main being drydocking work, hull treatment work and BWM system installation.

Other specific repair projects carried out during this period included new hatch cover fabrication and installation works for 78,450 dwt bulk carrier Ultra Panache, which is owned

by Ultrabulk Shipping and rudder stock renewal work on-board the 112,118 dwt tanker Seaways Fran from International Seaways.

Continued work at West Sea Viana Despite the unprecedented challenges faced due to the COVID-19 pandemic, Portugal’s West Sea Viana Shipyard, Viana do Castelo, did not close its facilities and kept fully operational by resorting to rotating shifts and ensuring that strict safety rules were followed.

The Baleària’s 24,409 gt ro/pax ferry Sicilia is currently in the Yard for LNG propulsion retrofitting work. The work is progressing as planned and is expected to be completed during July 2020.

The LNG storage tank, with a 425 m3 capacity, was already installed inside the vessel, allowing the ship to have a range of some 1,100 NM. Therefore, the work in the yard

involves the modification of its two main engines - MAN9L48/60 to 9L51/60DF. Running on LNG, the Sicilia will reduce emissions by 30% CO2 (saving some 9,100 tonnes/year) and will eliminate sulphur and particle emissions.

Also currently in the yard is S & C Shipmanagement’s 5,184 dwt general cargo vessel Ponta do Sol, in drydock for 15 tonnes of steel renewal, replacement of the foot bearings in the crane jibs and rebuilding of both crane cabins, in addition to standard drydocking work.

Recently in the Yard were Steermar Shipmanagement’s 8199 dwt containership Rebecca S for general drydocking work and Rohde Nielsen’s dredger Viking R for mounting a bow coupling system and other minor work, and two LPG tankers from Denmark’s Lauritzen Kosan – the 3,801 dwt Scali Sanlorenzo, for extensive repairs and installation of a BWM system, and the 3,804 dwt dwt Scali Reali, for a similar repair.

SSR wins CCG contract Canada’s Shelburne Ship Repair (SSR), Nova Scotia, part of the Irving Shipbuilding Group, has won the CAD$12.5m contract for the 3,727 gt Canadian Coast Guard (CCG) vessel CCGS Edward Cornwallis, with work now underway. The 34-year old, 83 m vessel is the second largest vessel ever to be worked on at SSR in its 80 years of operation. Major work includes the renewal of all three main propulsion generators, the auxiliary generator, the buoy crane, and the cyclo-converter for the main propulsion motors.

Work has continued uninterrupted as the

The Ponta do Sol in West Sea Viana

Page 6 – www.shipandoffshorerepair.com

The Edward Cornwallis entering SSR facility continues to follow the guidance of public health officials to ensure appropriate physical distancing and other health and safety requirements during the current global pandemic.

SSR was the first Irving Shipbuilding location to trial temperature screening for all employees and visitors and implement additional PPE options prior to the start of work on the CCGS Edward Cornwallis.

SSR has reported a very successful 2019 having completed the docking of 10 vessels four Atlantic Towing tugs, three Clearwater deep sea scallop and lobster vessels, and three Royal Canadian Navy (RCN) vessels.

Of the three Navy vessels, two of them, both Kingston-class coastal defence vessels - HMCS Moncton and HMCS Summerside, were completed simultaneously, a first for these vessels.

This year (2020) started with the drydocking of the 1,954 gt, 1976-built Markab, a survey vessel operated by ITC, followed by the 46 m x 12 m ro/pax ferry Peninsula Princess, operated by the Government of New Brunswick.

Repairs

Volume 17 Issue 5 – Page 7

Repairs

Stena Lagan finally arrives in Sedef

Palumbo’s shipyards continue during crisis

Stena Line’s ro/pax Stena Lagan has returned to Turkey’s Sedef Shipbuilding in Tuzla to continue her major lengthening and conversion project, which has been delayed by the on-going COVID-19 crisis. The ferry left Tuzla in May to lay-up in Limassol.

The 27,510 gt 2005-built Stena Lagan will be lengthened by 36 m and transformed into a double-deck drive through vessel. This work will increase the vessel’s freight capacity from 2,238 lanemetres to 2,875 lanemetres and the number of cars on the dedicated car deck from 170 to 280. She will also receive 78 new passenger cabins, tasking the total to 198, although passenger capacity will remain the same, at 970. When work on Stena Lagan is completed, sistership Stena Mersey will arrive in Tuzla to undergo the same work package.

Both vessels operated on Stena’s BelfastBirkenhead (Liverpool) service, but after conversion and lengthening work is completed they will return to Stena service on a new route/s, which have yet to be announced.

Amid all the threats posed by COVID-19 pandemic, Palumbo Shipyards, which has facilities in Naples and Messina (Italy), Malta Tenerife (Canary Islands) and Rijeka (Croatia) are finding ways to forge ahead and minimise its impact on business.

In all shipyards of the Palumbo Group, business activities have been proceeding smoothly, without interruptions. Despite a general decline in business, all shipyards have been involved in shiprepair activities during the lockdown, with scrubber and BWM system installations among the main projects.

The list of larger projects carried in the last few months have included Blue Star Ferries’ 17,550 gt ro/pax Blue Star Patmos in Palumbo Malta for a scrubber system installation, various ro/pax ferries and car carriers from Italy’s Moby Lines and Italy’s Grimaldi respectively in Palumbo Messina.

Meanwhile, Palumbo Viktor Lenac has been busy with the repair of Socomar’s 40,099 dwt chemical tanker Red Opal, which the Italian owner has recently purchased from South

Africa’s Unicorn Shipping, Jumbo Shipping’s 12,989 dwt heavy load carrier Fairmaster, and the US Navy’s Spearhead-class expeditionary fast transport USNS Carson City (US Navy).

With the arrival of summer, all Palumbo Shipyards are starting to work at full capacity reporting a positive outlook for the rest of 2020. There are a lot of enquiries for shiprepair work as many shipowners had postponed their shiprepair projects, while the COVID-19 crisis continued. The Group expects to continue proven and trusted relationships with its steady clients and manage to attract new clients as well. Several demanding and complex projects completed recently have positioned the Palumbo Group as a highly reliable and flexible partner, while not neglecting smaller projects and interventions. The Group operates18 drydocks up to VLCC size in a total of eight shipyards strategically located across the Mediterranean.

Malta Shipyard is now busy with prefabrication of a BWTS system on-board V-ships’ 93,545 dwt containership Maersk Kowloon and has now secured three more BWM system installation projects for Italy’s Costamara. Anglo Eastern (Hong Kong)’s 80,115 dwt Skiathos is also in the yard for extensive surface treatment and coating works.

SORJ

Palumbo Viktor Lenac

Page 8 – www.shipandoffshorerepair.com

Approved BWTS solution ready for installation

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Volume 17 Issue 5 – Page 9

Shipyards

Cernaval’s new floating dock, with the Prins Alexander under repair

New floating dock for Astilleros Cernaval A new floating dock at Spain’s Astilleros Cernaval, Algeciras, part of the Maria Lopez Group, which also has a repair facility in Malaga, has begun operations. The new floating dock has dimensions of 230 m x 39 m (between walls), a maximum working draught of 7.2 m and a lifting capacity of 35,000 tonnes.

It replaces an older 160 m floating dock, which was towed to Abidjan some years ago.

This new floating dock complements the yard’s 400 m x 50 m graving dock, which was originally built during the 1980s for the building and repair of LNG tankers under the banner of Crinavis. There is also some 500 m of quay side available at this shipyard for alongside repairs.

The first three ships to use the new floating dock were Veder Rederij’s 28,095 dwt LPG tanker Prins Alexander, Maersk Shipping (HK)’s 35,137 dwt containership Safmarine Nakura

and Balearia’s 19,308 gt ro/pax ferry Denia Ciutat Creative.

Boskalis contract for DDW Holland’s Royal Boskalis Westminster has announced an important milestone in the conversion project of its new crane vessel Bokalift 2. A steel cutting ceremony took place at Drydocks World, Dubai (DDW). This milestone marks the beginning of an important new phase in the modification of the vessel’s hull and deck.

The conversion scope includes the fabrication and installation of 9,000 tonnes of steel blocks on both sides of the vessel to increase the stability of the vessel and the installation of a new work deck. A 4,000 tonne capacity crane will be installed on the vessel in 2021. This revolving crane will be capable of lifting structures more than 100 m high.

DDW will convert a drill ship YAN into the Bokalift 2 to carry out offshore operations for

An artist’s impression of the Bokalift 2

Page 10 – www.shipandoffshorerepair.com

windmill installations in Taiwan. The project is expected to use over 10,000 tonnes of steel, and a 4,000 tonne capacity crane will be installed on the vessel.

The yard will carry out the conversion work under Bureau Veritas (BV) class rules, including - detailed engineering, supply of steel, piping and electrical bulk material as well as the construction and installation of client issued equipment.

Capt. Rado Antolovic PhD CEO of Drydocks World said, “We thank Boskalis for the opportunity to deliver this critical project.

The work will equip the vessel with enhanced performance and operational efficiency. As with all projects carried out under the current circumstances, all production work will comply with strict COVID-19 precautionary safety measures.

Peter Berdowski, CEO of Boskalis said, “This steel cutting ceremony marks an important step for Boskalis and the conversion of Bokalift 2. The huge deck space, combined with the large crane, make the Bokalift 2 an extremely versatile asset and valuable addition to the Boskalis fleet. We look forward to putting this unique crane vessel to work on its maiden offshore wind project in Taiwan. The steel-cutting milestone is especially commendable in view of the challenging times that we are all currently experiencing.”

The Bokalift 2 will be deployed for the first time at the Changfang and Xidao offshore wind farm (CFXD OWF) project in Taiwan, owned

by Copenhagen Infrastructure Partners (CIP) and two Taiwanese life insurance companies.

The project includes the transportation and installation of 62 three-legged jacket foundations and the accompanying 186 pin piles.

Our passion is not new!

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

Shipyards New floating dock at BQR US-based Bollinger Quick Repair (BQR), a Bollinger Shipyards LLC company, has taken delivery of a new 3,400 tonne floating dock.

The announcement was made by Bollinger President & CEO, Ben Bordelon, “We are very pleased to announce the delivery and availability of the floating dock Mr. Eddie to our BQR facility.”

The dock is named in honour of long-time dedicated and loyal Bollinger employee Eddie Barnes, Jr. Eddie joined Bollinger Shipyards on June 29th, 1972 and during his tenure with the company he has held various key production positions such as Dockmaster, Foreman and Superintendent. Eddie has been instrumental over the years in co-ordinating the drydock, construction and crane operations within the facility. His wealth of shipyard knowledge and eagerness to get the job done has earned the respect and trust of many customers.

Eddie’s main focus has always been ensuring the customer is taken care of. When not at work, Eddie enjoys cooking and fishing with family and friends. The Bollinger Family congratulates Eddie on his career here at BQR and looks forward to many more years to come.

“I want to congratulate Eddie Barnes, an outstanding Bollinger employee of 47 Years!

We are proud for you to be a part of the Bollinger family. The dock is now in service and measures 219 ft 7in (67 m) x 84 ft (25.6 m), with a wing wall depth of 15 ft (4.57 m), and is rated for 3,400 tonnes. The dock was built at Bollinger Shipyard’s Amelia, Louisiana facility,” added Mr Bordelon.

BQR is located off the Mississippi River on the Harvey Canal and provides service to both the inland and offshore marine transportation markets with five drydocks ranging from 900 to 3,400 tonnes capacity. The propeller, machine, and armature shops located adjacent to the wet dock and floating dry docks are known worldwide for the first-class services performed in our facilities for other shipyards and for our customers around the world.

Bollinger Shipyards is a leading designer and builder of high performance military patrol boats, ocean-going double hull barges, offshore oil field support vessels, tug boats, rigs, liftboats, inland waterways push boats, barges, and other steel and aluminium products from its new construction shipyards. Bollinger has 10 shipyards and all are strategically located throughout Louisiana with direct access to

Eddie Barnes, Jr., namesake for the floating dock at BQR, stands proudly in front of the new floating dock Mr. Eddie the Gulf of Mexico, Mississippi River and the Intracoastal Waterway. Bollinger is the largest vessel repair company in the Gulf of Mexico region.

MMHE’s new graving dock on its way

New shiprepair facility of US East Coast

The new graving dock at Malaysia’s Malaysia Marine & Heavy Engineering’s (MMHE) Pasir Gudang facility is now nearing completion. The dock will be fully operational during the second half of 2020, the management team looking at November 2020. Dry Dock 3 with capacity to cater for all sizes of vessels up to 400,000 dwt, and will complement the yard’s existing two graving docks, Dock No. 1 – 385 m x 80 m (450,000 dwt capacity) and Dock No. 2 – 270 m x 46 m (140,000 dwt), and a 50,000 dwt capacity shiplift.

Currently MMHE is carrying out conversion work for FSO Golden Star. The FSO conversion, which is due for delivery during this coming summer period, involves the former aframax tanker Yasa Golden Horn for Malaysia Vietnam Offshore Terminal (MVOT), which is a joint venture between MISC Berhad and PetroVietnam Technical Services Corporation (PTSC). This contract also includes the external turret for Idemitsu’s Sao Vang and Dai Nguyet development project in the Nam Con Son Basin offshore Vietnam.

The conversion project involves fabrication engineering, fabrication procurement, construction and commissioning (EPCC) for the repair, life extension and conversion of the FSO facility. Upon delivery, FSO Golden Star will be deployed at Sao Vang and Dai Nguyet development project in Blocks 05-1b and 05-

The US east coast has a new shiprepairer in the form of Tradepoint Atlantic which has reactivated the large graving dock at the former Bethlehem Steel shipyard’s Sparrows Point facility in Baltimore, Maryland.

Tradepoint Atlantic operates a multi-modal global logistics operation from the 3,300-acre former shipyard site and has every intention of getting the 365.76 m x 60.7 m x 8.8 m drydock back into repair and maintenance operations.

It has already secured it first contract, the fivemonth life extension project on BAE Systems Norfolk Ship Repair’s 52,534 tonne lifting capacity floating dock Titan, which arrived at the Sparrows Point graving dock in the first week of June.

The extensive preservation work on Titan, which measures 289.56 m x 58.8 m x 24.9 m, started on June 4th and will give the floating dock a further service life of between 20 and 25 years. The Titan project is Tradepoint Atlantic’s first venture into the repair and maintenance market - the culmination of 12 months of work and planning to get the graving dock back in business. The drydock was last used for shiprepair work in 2017.

Page 12 – www.shipandoffshorerepair.com

Shipyards 1c, off Vietnam under a seven-year charter that includes extension option for additional eight years.

During the first quarter of this year (2020) MMHE has carried out extensive repairs on-board a series of four LPG tankers from Frontline/Avance Gas. Work has included First Special Surveys, main and auxiliary engine overhauls, piping work for relocation of cargo motor room ventilation fans, hull blasting and painting, propeller and rudder surveys, various valve overhauling and electrical motor overhauling.

The contract for the repair of these four tankers also included fabrication of new scrubber housing with modifications to the existing funnel, Feen Marine Scrubbers Inc (FMSI) scrubber unit installation (open loop type), fabrication and installation of new seachests, new piping lines for the scrubber systems (inlet and outlet), supply and install various valves & expansion joints, supply and install new electric cables and installation of owner-furnished equipment.

MMHE has so far carried out scrubber installation projects on-board five large LNG tankers and two units on-board VLCCs. Meanwhile, MMHE has also carried out five BWM system installations on-board tankers and 10 on-board gas tankers.

Since November last year MMHE has carried out repair projects on-board some three LNG tankers, following a year (2019), when some 22 LNG tankers were drydocked.

ST Engineering’s Tuas Yard

Large scale projects at ST Marine Singapore’s ST Engineering’s Tuas Shipyard has been busy this year with various large-scale repair projects. This has included extensive work on-board three vessels – Diamond Ship Management’s 19,537 dwt chemical tanker Straum, Rederij Groen’s 2,309 gt OSV Mariska G and Subsea7’s 9,556 grt OSV Seven Eagle.

Apart from the Straum, the yard has also carried out repairs to two other chemical tankers – Kasuga Shipping’s 46,710 dwt Pine Express, in the yard for general drydocking operations and the installation of a BWM system, and Stolt Tankers’ 25,147 dwt Stolt Vision, in for

The new graving dock at MMHE (Far left)

Page 14 – www.shipandoffshorerepair.com

general drydocking, installation of BWM system, fabrication and installation of new deck house, and new sewage tank fabricated and installed.

From the dredging market, the yard has repaired two such vessels, both TSHDs from Belgium’s DEME – the 17,000 m3 Nile River in the yard for renewal of all hopper doors and frames (new design), involving some 150 tonnes of steel renewal, renewal of one removable overflow, and maintenance work on all gantries, the overflow system, the trail suction pipe, the discharge pipe and suction pipes. The yard also had the 11,650 m3 Brabo in the yard for major work prior a new contract in India. This included repair of the suction pipe and discharge pipe, and approximately 40 tonnes of steel renewal in the hopper area.

Shipyards GBSL re-opens Grand Bahama Shipyard Limited (GBSL) continues to operate in these challenging times. With newly implemented safe working practices to keep its customers and workforce safe, the yard commenced its summer drydocking program on June 2nd, 2020 after a short period of lockdown as a result of COVID -19.

The first vessels were two Svitzer tugs followed by the double docking of a 29,433 gt chemical tanker and a 1,097 gt landing craft. The yard continues to show its commitment to support ship owners and managers with their various projects including but not limited to dock surveys, IWS, major fabrication and emergency repairs. As of today, the yard has completed over 20 repair projects, including BWM system installations on-board three tankers and major refits on five cruise vessels.

David Skentelbery, CEO Grand Bahama Shipyard said, “Our key priority is to provide a safe working environment for our workforce, subcontractors and our clients to operate amongst the new normal following the outbreak”.

GBSL is preparing for a busy third and fourth quarter with repairs ranging from scrubber installation, extensive propulsion repairs, BWM system installations, as well as routine class dockings across a range of different types of vessel. The yard is very much open for business and with availability for both dockings and afloat repairs, they are looking forward to hearing from customers both old and new. SORJ

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Volume 17 Issue 5 – Page 15

LNG Bunkering Nauticor to supply in the Baltic Germany’s Nauticor GmbH & Co. KG and Russia’s Novatek Green Energy have signed a Letter of Intent (LOI) regarding the co-operation in developing a joint LNG supply infrastructure in the Baltic Sea range. Through this cooperation the two companies aim to further develop the marine LNG bunkering market by delivering via both bunker vessels and trucks.

Special focus is placed on the development of such infrastructure in ports along the German Baltic Sea coast. Both companies are already active market players in the North European LNG market and see significant potential for further growth by joining forces.

Novatek has remarkable LNG production capacities in Yamal and Vysotsk which would be suitable to satisfy the growing demand from shipping, logistics and industry for alternative fuels in Central and Western Europe.

In only the second ship-to-ship LNG bunkering operation to take place in Germany, the world’s largest LNG bunker vessel Kairos, operated by Nauticor, has supplied DEME’s next generation offshore installation vessel Orion. For the Port of Rostock, this ship-to-ship LNG bunkering operation is a premiere.

Earlier this year Kairos conducted its 100th LNG bunker supply operation. This milestone was achieved during a bunkering operation for the product tanker Gaia Desgagnes at anchorage in front of the Swedish island Gotland.

During June, Hamburg’s Nauticor, a subsidiary of the Nordic energy company Gasum, has conducted the initial ship-to-ship LNG bunkering operation for the newbuild cruiseship Iona. The bunkering operation was conducted by Gasum’s LNG BSV Kairos in the port of Bremerhaven. The operation also marked another milestone with it being the first ship-to-ship LNG bunkering operation in this port in general.

Shuttle tanker contract for Gasum Finland’s Gasum and Norway’s Equinor have signed an agreement under which Gasum will deliver LNG to Equinor’s new crude shuttle

Heerema’s crane vessel Sleipnir tankers. The supply will commence when the shuttle tankers start operating during 2020.

The LNG bunkering deliveries will mainly take place off Skagen, the most northern part of Denmark, and at Mongstad, close to Bergen, Norway. Gasum will utilise its Coralius LNG bunker vessel to perform this service.

Gasum has also entered into an agreement with Sweden’s largest fuel company Preem to supply its tankers with a new fuel blend comprising LNG and 10% of renewable liquefied biogas (LBG). This is the first agreement that involves Gasum delivering a blend containing renewable fuel to a maritime customer on a regular basis. It will contribute to lowering greenhouse gas emissions even further. Preem’s vessels supplied with Gasum’s blend of renewable maritime fuel are the timechartered tankers Tern Ocean and Thun Evolve.

Meanwhile, Gasum has partnered up with Holland’s Samskip, which owns two single fuel vessels Samskip Kvitbjorn and Samskip Kvitnos powered entirely by LNG. The partnership with Gasum allows Samskip to bunker LNG in Risavika, Norway. As Gasum’s LNG-plant is located just 200 m from the quayside, fresh and cold LNG can be bunkered swiftly and safely directly from the plant through a loading arm.

Gasum recently reached another milestone by completing an LNG bunkering for Heerema’s crane vessel Sleipnir. The bunkering took place in Åmøyfjorden, Norway Heerema is the latest maritime company to reduce their climate impact by using low-emission LNG provided by Gasum. Gasum performed an LNG bunkering at the beginning of May for

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Heerema’s Sleipnir, which has a lifting capacity of 20,000 tonnes.

Gasum’s new bunkering station for LNG became operational in mid-June, the station is located at Port of Nynäshamn, Sweden. The new station includes new bunkering solutions enabling ships to bunker environmentally friendly fuel faster than ever.

Høglund fuels MySTAR Høglund Marine Solutions will supply Fuel Gas Supply Systems (FGSS) to Rauma Marine Construction’s (RMC) for TallinkGrupp’s newest LNG powered ferry, MySTAR. Høglund will work with Finnish tank manufacturer West Welding to design and supply the systems that will handle LNG on-board MySTAR, constructed by RMC. The ferry will sail on Tallink’s Tallinn - Helsinki route.

The design and engineering of FGSS solutions is a key challenge for the future development of LNG powered shipping, particularly for passenger vessels. The process must take into account complex safety concerns stemming from impacts on the engine cooling system, hazardous area management, and ventilation systems.

Following on from Tallink’s latest vessel, Megastar, the new shuttle ferry MySTAR will be dual fuel operated with an overall length of 212m and a passenger capacity of 2,800.

Delivery is scheduled for January 2022 and production will start during spring 2020.

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Services

A confined working space

SPS Technology provides competitive repair option Making sure that ships remain safely in service to keep global supply chains functioning efficiently has become a major challenge over the first half of 2020. First, it was the Chinese lockdown which meant that the world’s most important ship repair market closed almost overnight. Then, as the virus spread, many hundreds of repair facilities in other locations shut up shop. Flights were cancelled and farreaching visa restrictions and national travel regulations were imposed.

Considering the scale of the disruption, commercial shipping has handled the crisis pretty well. Of course, there are still many issues – stranded seafarers perhaps being the most pressing. But the adoption of new digital technologies, remote surveys both by classification societies and third parties, and some delays to non-essential maintenance have mostly kept ships’ propellers turning. DNV GL’s Maritime boss, Knut Ørbeck-Nilssen, commented in May that the pandemic had turbocharged shipping’s digital journey, “advancing it by half a decade”.

But what about post-COVID, whenever that may be? Will shipping continue to demonstrate this new flexibility when the world returns to normal or, as many expect, a new normal?

There will be a scramble for dock space as deferrals need fixing, conditions of class require attention, and periodic surveys still need a drydock and the physical presence of a class

surveyor. However, as some prominent industry leaders have pointed out, for a sector that is generally slow to embrace change, shipping has shown remarkable agility.

It is this recent change in sentiment, evident during the pandemic, on which Ian Nash, Business Manager at SPS Technology, is hoping to capitalise. As ships continue to keep global supply chains flowing, ship repair supply will tighten, he predicts. Deferrals and delays can only continue for so long. Tight repair capacity will come under strain from the recommissioning and possible modification of most of the world’s cruise fleet. Plus several hundred tankers, stationary for months on end while deployed on oil storage contracts.

This, says Nash, provides an ideal opportunity to use SPS Technology’s composite, class-approved, permanent structural steel repair system. It is flexible, cost-competitive with traditional crop-and-replace repairs, does not require a dock and can be undertaken while ships remain in service.

Comprising two metal plates bonded with a solid polyurethane elastomer core, the technology has been widely used in marine and offshore (see page 64) structural repairs, and across a range of other sectors including bridges, sports stadia and low-weight structural flooring. The patented recyclable system, approved by major classification societies, is lighter, stronger and quicker to install as the original steel remains in place with no disruption to under-deck services.

Nash has a range of examples of SPS repairs undertaken by riding squad partners, usually made up of small teams of four or five but scalable for larger projects. A typical team comprises at least a welder, a plater and a

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polyurethane injection specialist. They typically work in spaces well away from any passengers or ships’ crew, and therefore do not affect routine ship operation. This means no service interruption, even on cruise ships.

He describes projects completed by riding squads in the cruise, ferry, ro/ro and bulk carrier sectors, with typical repairs focused on tank tops, other decks, bulkheads, side shell and machinery spaces. Repair of the cruise ferry, Isabelle, owned and operated by Estonia’s Tallink Grupp AS, is cited as an example. The 1989-built vessel required repairs to corroded parts of transverse bulkheads in the engine room and parts of the car deck. The project was time-constrained and undertaken by one of SPS Technology’s Estonia-based north Europe marine engineering partners, SRC Group.

Sand-blasting was carried out while the vessel was underway. Hot work (to which the company has a no-heat alternative for certain specialised repairs) was carried out during port calls. Both horizontal and vertical SPS sheets were installed, and the project was completed within a week.

Traditional crop and replace repair methods would have taken three times longer and could not have been carried out while the vessel remained in service.

European repairs by Hydrex One of Hydrex’s diver/technician teams recently carried out an underwater stern tube seal repair on a tanker berthed in Antwerp. The ship was suffering from an oil leak, making an onsite repair necessary. Using a Hydrex flexible mobdock the team was able to carry out the entire operation on-site and underwater, saving the owner an expensive and time-consuming trip to drydock.

Despite the vessel’s location close to the headquarters in Antwerp the well-stocked fast response centre nevertheless saved the owner a costly and unwelcome trip to drydock. Once the operation was approved all preparations were handled swiftly and the lightweight equipment was mobilised immediately. The team was on-site and ready to start the seal replacement when the vessel arrived in Antwerp.

During the operation Hydrex’s divers removed the three damaged seals and replaced them with new ones. Working together with the OEM allowed Hydrex to provide the customer with original spare parts which guarantees the best quality material. A technician of the seal manufacturer was also present during the

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Services operation.

Taking advantage of the Hydrex flexible mobdock technique the team was able to carry out the entire repair on-site and underwater.

Because all the required material is ready to be transported at all times, no time is lost making preparations.

Meanwhile, an oil tanker needed its four propeller blades overhauled during a stop in Ghent, Belgium. Hydrex therefore sent a team to the vessel’s location to remove the blades onsite and reinstall them when they returned from the workshop.

The operation was carried out while the vessel was alongside and trimmed so that the blades could be surfaced one by one. The team started the operation with the installation of chain blocks to rig the first blade. They then removed the blade bolts and lifted the blade. A blind flange was installed to prevent water ingress during the overhaul. The ship crew then turned the propeller 90° to surface the second blade.

The technicians repeated the same procedure on this blade, followed by the third and fourth one.

While the blades were transported to the workshop and overhauled, the team carried out several other operations on the vessel. A full inspection of the propeller hub was done, as well as an inspection of the blade carriers and the propeller shaft. They also installed anodes on the rudder. By combining these operations, time between the removal and reinstallation was used as efficiently as possible.

When the blades arrived back on location, they were installed using the reverse procedure.

The operation was finished swiftly to enable the owner to sail his ship with only the bare minimum of delay. No costly drydock visit had to be planned.

ABS improves its IHM surveys Maritime’s most comprehensive suite of remote survey and audit options has just got even broader, with ABS adding Inventory of Hazardous Materials (IHM) Survey as remote choices. Additionally, next week ABS will expand Underwater Inspections In-Lieu of Drydocking (UWILD) to marine vessels.

“This takes the considerable lead ABS already enjoys in remote survey and widens the gap still further. There is nothing else in the industry that can compare with the depth and breadth of our remote survey offer. We have listened to

Hydrex workboat next to container ship in Rotterdam clients who are grappling with unprecedented operational challenges and I am proud to say we have responded comprehensively, with innovation and flair,” said Joe Riva, ABS Vice President and Chief Surveyor. “Remote survey is the new normal for ABS and our clients are feeling the difference in terms of operational flexibility, while we continue to advance the cause of safety at sea and deliver on the ABS mission.”

ABS is delivering IHM remote survey to support clients ahead of the December 31st, 2020, introduction of mandatory IHM for all vessels sailing under an EU member states’ flag or any vessel calling at a European port.

An IHM initial survey for existing vessels verifies the location of the hazardous materials on-board that are listed in the inventory. First step is to submit the inventory and required documents to an ABS engineering office for review. ABS-classed and non-ABS-classed vessels are eligible for an IHM initial survey, which supports compliance with both EU Ship Recycling requirements and IMO’s Hong Kong Convention.

These new options are the latest step in a significant expansion of ABS remote survey capability. ABS is now able to conduct almost all classification annual surveys remotely on eligible vessels and has made its remote survey and audit services available to equipment and materials manufacturing clients all over the globe

BV completes first drone survey Bureau Veritas Marine & Offshore (BV) has completed its first survey by drone. The survey was carried out in the holds of a bulk carrier in

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an Italian port. The scope was an intermediate survey on a bulk carrier and consisted of close-up inspections and ultrasonic thickness measurements (UTM) conducted by the drone in two cargo hold spaces. The required prior agreement from the flag authority was confirmed – all the more necessary as the ship is subject to IMO’s Code for the Enhanced Survey Programme (ESP). Remote Inspection Techniques (RIT) were reflected in BV’s rules in 2019. The drone operator involved in this survey is certified

by BV for both RIT and UTM. BV has conducted tests and established ‘proof of concept’ for the most advanced inspection techniques to confirm that the technologies are providing safer and even better quality evidence to conduct and support the survey process while also offering benefits and advantages for shipowners and ship-managers.

Compared to traditional survey practice immediate benefits include the obvious reduction in time and cost in needing staging, raft surveys or rope access specialists in combination with the required thickness measurement capabilities.

BV has confirmed that aerial drones are now mature - they are already on an operational basis and provide: • Safer conditions for the surveyor and the operator who are not exposed to the risks of working at height nor, necessarily, will they be required to enter into the confined spaces for the inspection.

• Time saving during the inspection.

• The potential for better quality evidence when assessing the condition of the hull.

• Optimised maintenance costs and planning by reducing ship’s immobilisation and optimising the preparation before the repairs.

• Meanwhile, BV has opened its first remote survey centre, located in Rotterdam. The centre is part of BV’s North European Zone head office

Services

A drone survey inside a cargo hold

and BV’s Zone Marine Operations Centre.

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

The new propeller repair base will provide Stone Marine Shipcare with a permanent Mediterranean site for the first time and Fran Johnson, Managing Director of the company is in no doubt as to the value of the new base for all parties, “We have worked with Sefine Shipyard frequently over the past few years and we have learned that we share the same goals and ideals for growth and the professional services that vessels should be receiving in shipyards today. With a new fully equipped

propeller repair base now being positioned at their yard, the opportunity to expand this scope of work can be realised. This partnership strengthens our association moving into 2020 and beyond.”

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

Bolidt remains creative Rotterdam’s Bolidt has found a creative way of supporting its clients during the COVID-19 restrictions by inviting visitors to take a virtual tour of its ground-breaking Bolidt Innovation Centre, which officially opened near Rotterdam last year.

The Centre, which is being kept open to continue the pioneering research and development work that simply cannot be done from home except visits only under strict conditions – but is now accessible via online tours using the latest technology until travel restrictions are lifted.

Bolidt has a long-standing reputation for innovation and creativity, needed now more

than ever in these uncertain times to continue to drive the maritime sector forward. In common with the physical experience, the virtual tour allows visitors to experience the Bolidt Innovation Centre as a ‘living lab’ and look over the shoulders of employees as they carry out research and development. The VR visitor can also see advanced testing equipment such as the Inzoomer, the Pounder and the Cliffhanger in action, interact with exhibits and use augmented reality applications to get a unique insight into Bolidt’s solutions and way of working.

Already the Bolidt Innovation Centre has proved a hugely popular attraction with around 5,000

The Bolidt Innovation Centre

Volume 17 Issue 5 – Page 21

Services visitors passing through its doors last year. Cruise ship owners and designers were particularly drawn by the chance to interact with Bolidt in this way, with representatives from Norwegian Cruise Line (NCL), Disney Cruise Lines, YSA Design, SMC Design and Mercy Ships amongst those visiting from the maritime sector.

The virtual tour option is already showing itself to be a major hit with the industry, with ten visitors in the first week alone and a number of highly positive reactions to the opportunity being received.

Berge Bulk contract for Moscord Singapore’s Berge Bulk is revamping its fleet-wide procurement processes through a new, long-term partnership with maritime e-marketplace Moscord. The globally leading dry bulk shipping company, which controls a fleet of around 70 advanced vessels, is looking to enhance efficiency, cut costs, ‘bring the market to the ship’ and create complete procurement transparency and control. The new approach will be fully integrated within the fleet and technical management solution SERTICA, delivered by Logimatic, to maximise data utilisation, further streamline processes, and ensure optimal procurement understanding and value.

Moscord launched in 2016, quickly staking a claim as ‘the Amazon of the ship supply segment’. The Singapore-headquartered business provides a direct digital trading platform for the maritime industry, allowing procurement professionals to buy over 300,000 quality products straight from suppliers at set contracted prices.

The lean nature of the channel allows the team to pare back traditional procurement – stripping away superfluous layers and administration while utilising big data to unlock understanding and refine processes. Purchases through Moscord typically cost around 20% less than traditional ship supply channels.

Framo up to 4,000 deliveries During mid-May May 2020, Norway’s Utkilen took delivery of its new vessel, Saltstraum, now ship number 4,000 world-wide in operation with Framo pumps on-board. “It feels like an extra special celebration of ship number 4,000 with our pumps when we have such a good, long lasting relationship with the customer,” says Martijn Bergink, CEO at Framo.

Norway’s Framo has delivered pumps for chemical tankers since the end of the 1960’s.

The strong presence of chemical tanker

One of the Berge Bulk fleet

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companies in Bergen has enabled Framo to become an established supplier of cargo pumps in that region and globally which can handle any type of liquid cargo, even between different cargoes used on outbound and inbound voyages.

Saltstraum is the third vessel in a series of four new chemical tankers ordered by Utkilen from China’s Avic Dingheng shipyard to be fitted with pumps produced by Framo in West Norway. She has capacity for 10,500 tonnes in total, with 14 different stainless-steel cargo tanks, all fitted with Framo pumps. These ships represent a new era for chemical tankers, with the environment, energy saving, efficiency and simple maintenance top priorities in all the onboard solutions.

Focus points for the fleet renewal are low CO2 and NOx emissions. The main engines have been designed for use of LNG as fuel, and the ships can also be fitted with battery propulsion in the future. Compared with equivalent older ships, Saltstraum will have 30% lower CO2 emission, and NOx emissions will be 80% lower.

As with the other vessels in this series, Saltstraum also has capacity for zero-emission operations when at quay. These are the first vessels of their type that allow for both loading and unloading operations using shore power. SORJ

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Machinery Repairs technology.

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

In September 2019, LR significantly updated its ShipRight procedures for Machinery Planned Maintenance and Condition Monitoring and the corresponding Rules, which enables operators to apply the most appropriate planned, condition-based, risk-based or predictive maintenance methodologies to each of their machinery items, in order to suit their specific needs.

Activities at Thordon Bearings Canada’s Harken Towing, with operations along the Fraser River, is converting its vessels’ tailshaft bearings to RiverTough following the success of the Thordon bearing system onboard the 14.54 m twin-screw tug Granny Hutch.

Since the first installation in 2015, Harken Towing, which operates a fleet of 10 shift tugs, five continuous tugs and nine aluminium water taxis, has installed RiverTough to an additional three tugs and plans to convert the remaining vessels at subsequent drydockings.

The 152.4 mm polymer bearings installed to Granny Hutch five years ago have not been replaced and remain in almost perfect condition. Harken Towing engineer Shawn Davies said, “We checked wear and clearances during a recent drydocking and found the bearings to be in excellent condition.

RiverTough has proven itself. The whole system and all the components are in perfect working condition.”

Since that first installation, Harken Towing has converted from rubber bearings to RiverTough tailshaft bearings on Ken Mackenzie and Harken 6. Data from workboats operating the Mississippi River system show typical RiverTough wear rates of 0.075 mm to 0.100 mm in 6,000 to 7,000 hours of annual use.

Harken Towing plans to install RiverTough to its remaining vessels over the course of the next few years.

Meanwhile, the final vessel in a series of five ship-assist tugs has been successfully converted to Thordon’s RiverTough tailshaft bearings and TG100 shaft seals and has returned to work on the Mississippi River. These five tugs are considered to be the first ship-assist tugs operating in the lower Mississippi fitted with both RiverTough bearings and TG100 seals. The New-Orleans-based tug operator converted its first vessel – a 35 m, 4,200 hp twin-screw ship-assist tug – in 2015 to reduce the operating and maintenance costs associated with traditional rubber tailshaft bearings and clad welded journals.

When RiverTough bearings are used by workboats, they routinely provide wear rates of 0.075 mm to 0.100 mm in 6,000 to 7,000 hours of annual use on the Mississippi River.

This upgrade was the first ship-assist tug in the New Orleans Port to change over to Thordon.

A new rubber bearing would have to be

The twin screw tailshafts of the Granny Hutch fitted with Thordon RiverTough Bearings installed every 18-24 months. The bearing would have to be aligned and new Chockfast cast around them. This added to the time that the vessel was docked for repairs which in turn meant additional costs. When you factor the lost charter work into the equation, this process can be very costly for the ship owner.

Thordon’s solution was to create a permanent housing using the Chockfast epoxy grout. Thordon worked with the shipyard to manufacture a mandrel (a dummy plug) to replicate the outside diameter of the bearing.

This was coated with a release agent to prevent the Chockfast from sticking to the bearing. The plug was laser aligned in the strut and then Chockfast was poured around the mandrel.

Once it was cured the plug was removed, leaving a perfect housing for the RiverTough bearing. The bearings were then installed in the new Chockfast housing by shrink fitting it with liquid nitrogen.

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

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Seaspan contract for Alfa Laval Canada’s Seaspan Ship Management has selected Alfa Laval to help resolve steam balance and redundancy issues connected to sulphur-compliant fuels. The comprehensive solution – an integrated steam boiler plant comprising oil-fired steam production, waste heat recovery, advanced control and connectivity – will soon be implemented on eight Seaspan-owned large container ships.

To secure a sufficient and reliable supply of steam, including full steam plant redundancy, Alfa Laval proposed rebuilding the existing oil-fired boiler and adding a new Alfa Laval Aalborg oil-fired boiler. This will support fuel heating by means of steam coils in all tanks.

Both the fired boilers and the waste heat recovery boiler will be interconnected through the Alfa Laval Touch Control system, creating a single steam solution.

On each container vessel, Alfa Laval experts will strip out and replace the electrical components of original oil-fired boiler, which was supplied by a different manufacturer.

However, they will assimilate its pressure section, ring line equipment and burner, using them to create a new boiler capable of being connected to the Alfa Laval Touch Control system. For a seamless solution, the same type of burner will be used on the new Aalborg boiler.

The Alfa Laval Touch Control system, which will replace the older boiler’s relay-based control system, is a PLC-based system that can run the oil-fired boilers in either master/slave or load-sharing modes.

Volume 17 Issue 5 – Page 25

Machinery Repairs

Seaspan has selected Alfa Laval to help resolve steam balance and redundancy issues connected to sulphur-compliant fuels Beyond the possibilities offered by the control system, the new boiler solution will be equipped for connectivity. Alfa Laval service experts will be able to monitor the system’s condition remotely, creating opportunities for troubleshooting, assistance and optimisation.

Based on collected data, for example, they will be able to guide the crew in performing necessary maintenance procedures or schedule field services like combustion tuning when required.

Satisfied with the new steam plant solution, Seaspan will implement the setup on the first container vessel in early spring of 2020.

Installations will then continue on the remaining seven vessels, running throughout 2020 and into 2021. The installations are planned to take place in a shipyard, but they can be performed at sea if unforeseen disruptions in yard schedules make it necessary.

Wärtsilä launches FuelFlex Finland’s Wärtsilä has launched its FuelFlex Injection Control Unit (ICU) upgrading solution to meet the requirements of operating its RTflex type two-stroke diesel engines with both residual and low-viscosity marine fuels. This is particularly relevant in view of the industry’s increasing use of low-sulphur-content fuels in order to be compliant with sulphur emission regulations. The upgrading solution is available for retrofitting on vessels with Wärtsilä RTflex96C-B and RT-flex84T-D two-stroke engines.

ICUs deliver a precisely controlled quantity of fuel into the cylinder at timed intervals, thereby ensuring efficient combustion at any engine load. The accuracy of the fuel metering and injection timing can be affected by leakages in the piston and valves within the ICU, with the fuel viscosity, pressure differential

ABB Ability Tekomar XPERT application interfaces

and clearances having an impact on the amount of leakage.

The upgraded Wärtsilä ICU is designed to address such issues. Earlier generation ICUs were designed for continuous operation with residual fuels, and their long-term use with mainly low-viscosity fuels may result in shorter component life. The new FuelFlex ICU features a robust design with more durable materials and other improvement features providing better resistance against leakage, while maintaining the designed service life expectancy of the component.

ABB Turbocharging launches Ability Tecomar Expert ABB Turbocharging has introduced a new digital offering to enhance the insights delivered by its engine performance diagnostics software, ABB Ability Tekomar XPERT. The new ‘continuous evaluation’ function allows the software to use engine data gathered by edge computing services, adding a new dimension to Tekomar XPERT’s monitoring, reporting and advisory capabilities.

Combined with Tekomar XPERT’s already

The upgraded Wärtsilä FuelFlex ICU supports the burning of low-sulphur fuels in RT-flex two-stroke diesel engines

Page 26 – www.shipandoffshorerepair.com

wide compatibility with other data systems (such as fleet performance software), the function enables ABB to offer remote continuous performance evaluation, with instant comparison of an engine’s current performance with its digital twin, from which Tekomar XPERT draws advice for optimising performance. Automating the data gathering process for performance evaluations will ensure greater accuracy and more frequent reporting, as well as reducing crew workload.

Edge computing allows large volumes of data to be processed before being transferred to the cloud for storage. It is ideal for environments that may not always have a guaranteed internet connection, such as ships.

Continuous evaluation can be used to collate data from any platform that sends data to the cloud. Vessels will need to install any data collection and transmission hardware required by the edge computing platform provider as well as subscribing to Tekomar XPERT. The function is another step in the development of the Tekomar XPERT product family, with regular six-monthly releases providing subscribers with additional connectivity and diagnostic features. Tekomar XPERT runs on any engine, regardless of type or age. It is built on ABB’s Ability Platform with the highest standards of cyber security.

Meanwhile, ABB Turbocharging has introduced a holistic service package that offers shipowners financial predictability and peace of mind while reducing complexity and enabling greater insight into equipment health.

Turbo MarineCare offers a turnkey solution to maintenance at a fixed price, providing continuous cover from drydock to drydock.

Designed for customers with turbochargers for two-stroke engines, the plan covers standard overhaul parts, wear and tear components, unplanned events (including unexpected repairs), labour, waiting and overtime, and intermediate inspection.

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Volume 17 Issue 5 – Page 27

Machinery Repairs ABB signs remote contract for Russian LNG tanker ABB has signed a contract to support icebreaking LNG tanker Christophe de Margerie with remote diagnostics services for increased safety and performance as the vessel completed the transit of the Northern Sea Route, bound for China with Yamal LNG cargo two months earlier than usual.

The pioneering icebreaking LNG tanker Christophe de Margerie will now have roundthe-clock remote support provided through ABB’s global network of eight ABB Ability Collaborative Operations Centres. Remote support and connectivity, coupled with advanced data analytics enabled by the ABB Ability Remote Diagnostics System, enhance Christophe de Margerie’s operational safety and ensure optimal performance, while helping to promptly detect and correct faults on-board.

In May 2020, Christophe de Margerie has successfully completed an eastbound journey across the Northern Sea Route two months earlier than usual, to deliver liquefied gas from the Yamal LNG industrial complex to China, supported by ABB’s experts remotely. The ARC7 ice-class tanker has made history in 2017 as the first merchant vessel to cross the full length of the Northern Sea Route without icebreaker assistance.

Like her sisterships servicing Yamal LNG, the 172,600 m3 vessel is equipped with three of the largest Azipod propulsion units ever supplied by ABB. Together, the giant 15 MW Azipod units provide total power of 45 MW, enabling the vessel to navigate safely through ice up to 2.1 m thick. The units, which can be rotated 360o, boost vessel manoeuvrability and have unparalleled performance in ice, providing thrust in any direction.

The icebreaking LNG tanker Christophe de Margerie en route in the far North and Power Generation Plants, has entered into a service agent agreement with UAE-based NICO International.

With the new alliance in place, NICO aims to further strengthen the power generation in the field of the diesel & dual-fuel engine market in the UAE region with the expertise of DU Brand Engine. NICO International will be the authorised service representative for all the large-bore diesel engines, dual-fuel engines and diesel engines manufactured by DU Brand Engine in the UAE and the Middle East region Through this partnership, NICO International and DU Brand Engine wish to co-operate and broaden its portfolio to cover the ever-increasing power generation and turbomachinery market in the entire UAE region.

“Considering the market trends and NICO’s vision of being the best overall power

DU Brand Engine enters service agreement with Nico DU Brand Engine, a part of IHI Power Systems specialising in large-bore low-speed diesel and dual-fuel engines, medium-bore mediumspeed diesel engines for marine applications

Pilakkal Thamban

Page 28 – www.shipandoffshorerepair.com

generation solutions provider, this partnership with DU Brand Engine is a significant step for NICO in becoming an even more attractive market player,” says Pilakkal Thamban – General Manager, NICO International.

DNV GL’s flag acceptance of BW LPG’s conversion BW LPG, the Isle of Man Ship Registry, Wärtsilä Gas Solutions, MAN Energy Solutions, and DNV GL have celebrated the first flag acceptance of a conversion to LPG as fuel for a LPG tanker. With the successful acceptance BW LPG will begin the conversion of 12 vessels to dual fuel LPG engines. The conversions will be the first of a VLGC to run on LPG. After the conversion the vessels will also receive the newly developed DNV GL class notation ‘GF LPG’.

The vessels will be fitted with two additional LPG cargo/fuel deck tanks in cargo area, so as not to compromise the cargo capacity onboard and a high-pressure liquid fuel system for the modified MAN Energy Solutions two stroke engines. Using LPG as a fuel, results in substantial lower emissions to air - virtually eliminating SOx emissions, and dramatically reducing PM and black carbon emissions.

Used with a two-stroke engine, LPG can also significantly cut NOx emissions and reduce GHG emissions. Retrofitting has the added benefit of extending the lifespan of the vessel, significantly reducing the overall carbon footprint compared to a newbuilding.

Machinery Repairs Schottel introduces variant of SRT

The BW Leo

BW LPG plans to begin the conversions of the first two vessels, the 54,561 dwt BW Leo and her sistership BW Gemini, this summer with completion scheduled for late summer 2020.

The other vessels are targeted for conversion at their next scheduled drydocking period.

With its Schottel Retractable Rim Thruster, Germany’s Schottel has launched a newly developed variant of its proven rim thruster (SRT). Covering the power range up to 500 kW, the SRT-R offers many advantages, such as low noise emissions and tailor-made solutions for a wide range of applications. Optimised by CFD (Computational Fluid Dynamics), the internal propeller blades are hydrodynamically designed to be highly resistant to cavitation.

The SRT-R is able to cover a thrust radius of 360o. This not only makes it more versatile, but also allows it to be optimally adapted to any requirement and operation profile, including DP operation or as a take-home device. In retracted position, no additional flow resistance is generated.

Like the SRT, the SRT-R also features low-level noise and vibration. This makes the thruster particularly suitable for all vessels regularly carrying passengers, such as yachts or cruise

The new Schottel SRT-R thruster vessels with high demands on comfort.

The retractable rim thruster is also available as an RT variant. This means that in retracted position it also functions as a transverse thruster, making it highly effective in shallow water.

Characterised by improved manoeuvrability, its range of application extends from brief docking and casting-off in ports to continuous operation with dynamic positioning - for example, for following the sun in DP mode for yacht applications. It also stands out due to its short response time to steering commands that make precise dynamic positioning easier at all times.

SORJ

Volume 17 Issue 5 – Page 29

Ballast Water Management and Technip, amongst others. The Optimarin Ballast System (OBS) has certification from a comprehensive range of classification organisations, including ABS, BV, DNV-GL, LR & MLIT Japan.

Flexible financing from Optimarin Norway’s Optimarin has adopted a novel approach to meet growing demand for flexible financing solutions. The Norwegian headquartered business, which has now sold around 1,000 of its USCG approved systems, is offering the first leasing option within the BWM segment. The innovation has been conceived to meet market demand from owners and operators, helping them meet regulatory requirements without large CAPEX outlays.

“It is,” notes Optimarin EVP Tore Andersen, “the solution many in the industry have been waiting for. The need to comply with IMO and USCG regulations is not going away.

Mandated vessels must have the required BWM systems to operate, today, tomorrow and far into the future.

“At the same time shipowners, many of whom were already facing challenging markets, have been plunged into economic uncertainty due to coronavirus and the impact on every link within the shipping value chain.

The future is unknown and demand is highly unpredictable, and that, understandably, makes it increasingly difficult to invest in new systems and technology. This creates a real danger of owners delaying decisions and eventually facing non-compliance, heavy fines and disrupted operations. That’s the last thing they need. This has the potential to be a real problem.”

However, Optimarin believes it has the solution. The firm, which currently has around 600 units installed, 40% of which are retrofits, has partnered with a UK-based finance company to offer customers the chance to improve their cash flow by splitting payments into small, manageable monthly amounts.

No payment or deposit is required up front and all servicing and spare parts can be included in a simple, comprehensive package.

Interest rates, Andersen says, are in line with competitive bank financing, without the complex requirements and demands.

“There are many, many excellent shipping firms that may struggle to satisfy banking covenants in an investment atmosphere that is increasingly risk averse,” he comments.

“However, we have the partners and belief to help owners get the market proven equipment

Optimarin’s Tore Andersen they require sailing with complete peace of mind.

“As a company we’re focused on simplifying BWM for our customers – with total expertise, systems that are easy to install and operate global service and support, and proven, longterm performance and reliability. Providing customers with flexible financing options is in keeping with that philosophy, helping owners get the technology they need without the headache of ‘jumping through hoops’ to finance it. We want to make BWM compliance easy for everyone. And this is a major step forward in enabling that ambition.”

Optimarin has been exclusively focused on BWM technology since its foundation in 1994.

The team installed the first commercial system in 2000 and was the first company in the world to gain full USCG approval in 2016. It was also the first manufacturer in the segment to provide a five-year warranty on systems.

Optimarin’s customers include names such as Royal Caribbean International, Fednav, GulfMark, Hapag Lloyd, Matson Navigation, McDermott, the Danish Navy, MOL, Seatruck,

The PureBallast 3 family

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Alfa Laval continues during Crisis Even during the COVID-19 crisis, Alfa Laval has signed two frame agreements, running over the coming three years, for BWM systems.

The agreements comprise firm orders to deliver Alfa Laval PureBallast 3 to about 40 vessels, with options covering another 40 systems. Even as the shipping industry has been heavily hit by the current pandemic, Alfa Laval has continued working closely with its marine customers to secure their daily operations and keep them prepared for tomorrow.

“We are proud to have secured these orders – especially in these challenging times,” says Sameer Kalra, President of the Marine Division and continues, “This confirms PureBallast 3’s status as a market-leading solution, while also proving that our focus on business continuity has been successful. We have worked hard to ensure that we remain close to our customers and can support them when they need us, despite the limitations imposed by the pandemic.”

The value of the firm orders is approximately SEK100m - including Alfa Laval PureBallast 3 systems and in some cases, also deck houses and booster pump units.

Ballast Water Management VLCC contract for Aitken Marine

provides our world leading customers with a seamless BWM system retrofit solution that meets their exacting and comprehensive requirements,” added John Aitken.

US-based Envirocleanse has secured a contract agreement with a leading VLCC Owner/ Operator in the Middle East for its inTank BWM system. The awarded contract was obtained through efforts of Dubai’s Aitken Marine International (AMI) and is a big opportunity in proving the inTank’s overall value within the BWM market. With its ability to keep up with larger ballast flow rates and absence of filters, Envirocleanse is confident that the inTank BWM system is the ideal system for VLCC tankers.

AMI’s Managing Director John Aitken commented, “We are delighted to have successfully supported our partner Envirocleanse in securing a contract agreement with a leading VLCC Owner/Operator in the Middle East for its inTank BWM system.

Envirocleanse inTank is fast becoming the preferred BWM system of choice for owners and operators of high ballast dependent fleets such as VLCC’s.”

In parallel with the Envirocleanse contract agreement for the supply of its inTank BWM system, AMI entered a contract agreement with the same VLCC owner/operator to provide a consolidated Project Management scope of supply for the inTank BWM system installations that includes - detailed engineering, balance of plant, piping and electrical materials procurement, co-ordination of BWM system supply and delivery, retrofit Class Approval, pre-fabrication of all piping spools, optimised in-service integration and installation strategy, DD balance installation support and commissioning.

“This approach involving partner companies

Evac contract for Irish Lights The Evac Evolution BWM system will be installed on the ILV Granuaile, an aid to navigation vessel operated by the Commissioners of Irish Lights. The vessel’s primary function is to place and service 150 offshore buoys, which warn mariners of the location of sand banks, reefs and other offshore hazards. The vessel also provides support for the teams tasked with maintaining a further 65 lighthouses and beacons around the coast of Ireland and Northern Ireland. In addition, the ship supports the national response to maritime wreck and new dangers to navigation. With a length of 79.69 m, the ship is equipped with advanced dynamic positioning equipment and accommodates a crew of 16.

“We are delighted to have won the BWM system order for a vessel which has such an important role in maintaining safety at sea and protecting the marine environment,” said Adam Rogers, Evac’s Head of Global Sales for BWM systems.

The vessel will be installed with an Evac Evolution system with the capacity to treat ballast water at a rate of up to 250 m3/hr. The components will be supplied in modular form enabling them to be distributed to make the best use of available space within the engine room. The Evac Evolution attained IMO and USCG approval last year, opening the way to world-wide sales. Based on a combination of

The ILV Granuaile

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filtration and UV technology, the space-saving system is energy effective and completely chemical-free. It has a ‘feedback loop’ which uses UV transmission as the parameter for precisely determining UV dosage.

This ensures effectiveness in challenging water conditions, but saves on power during normal running. Effective in fresh, brackish and seawater, the Evac Evolution system enables vessels to operate without restriction. The system is available with capacities from 34 m3/hr to 1,500 m3/hr in a single unit. It can be supplied in modular form for retrofits or skid mounted for newbuild applications. The Evac Evolution system has been fitted on vessels including cruise ships, container vessels, research ships, offshore supply vessels and cable laying craft where its small footprint and potential for flexible installation have proved to be important assets.

Chelsea Tech looks to help with the BWM convention The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (2004) is now an integrated part of operating a modern shipping fleet. Since 2017, all compliant ships have been employing a certified ballast water management plan, and any applicable vessels not yet fitted with a suitable BWM system should now be scheduled to install one before the next IOPP survey.

By 2024, every vessel engaged on international voyages and fitted with a sea water ballast system should be in compliance with the ‘D-2’ standard for BWM, relegating

Ballast Water Management the ‘D-1’ standard for ballast water exchange to a contingency measure, should the ship’s treatment plant become inoperative.

Of course, such regulations require enforcement, and in the case of the BW Convention, that is dealt with, in part, in Article 9 – Inspection of Ships. However, this is where problems may be encountered by ship operators. The article states that inspectors can conduct, “A sampling of the ship’s ballast water, carried out in accordance with the guidelines to be developed by the organisation.”

This ambiguity holds significant implications for vessel operators and port state control inspectors who need to understand a new testing regime that will be applied to their vessels. Accordingly, IMO’s ‘G2’ guidelines have been produced for the Sampling of Ships’ Ballast Water, and while these do seek to address the issue, the technical and procedural guidance lacks significant detail. More fundamentally, there remains a disconnect between the high-level aims of policing the discharge limits set out in the D-2 standard, and the practical methods of sampling that can be employed during an inspection.

Arguably, the sampling regimes that will be employed during ship surveys should aim to: • Ensure the ship is compliant with the BW convention and relevant territorial legislation and is not posing a threat to the marine environment by acting as a vector for invasive species and bacteria.

• Conduct sampling using practical and realistic methods with equipment suitable for use on-board ship.

• In accordance with article 9 on the BW convention - carry out accurate sampling and analysis that does not unduly delay the operation, movement or departure of the ship.

The lack of an agreed standard and

The FastBallast Compliance Monitor

methodology for the sampling of ships’ ballast water creates uncertainty for ship owners and technical operators. It is for this reason that Chelsea works closely with IMO and other organisations on the development of equitable and workable solutions.

So, here are three steps responsible ship operators could take today to ensure their fleet is ready for the development of the global ballast water survey and inspection regime: • Seek advice on responsibilities. Most maritime state legislatures have made provisions intended to hold ship owners or operators accountable for ‘knowing’ or ‘negligent’ pollutant discharges in territorial waters. In the US, for example, there are a number of articles of state and federal legislation that render ship operators prosecutable for non-compliant ballast water discharge – even if a treatment system is in use. While investing in a quality, type-approved treatment system is a good idea, relying on a type approval certificate and subsequently assuming that all ballast water discharges are compliant, is a potentially troublesome strategy.

• Take a proactive approach to ballast water discharge monitoring. Once a treatment system is installed, being able to provide evidence of an ongoing water quality monitoring programme not only provides an ability to

check the performance of treatment systems over time, but potentially helps safeguard against prosecution. The efficacy of BWM systems, many of which were installed at considerable cost, should be periodically monitored to understand the health of the system and provide peace of mind that discharges are compliant. Think of it as doing chart corrections or swinging the compass.

While most good treatment systems provide self-monitoring of basic system functionality (as is required by the regulations), this monitoring does not include measuring the quality of the resultant outflow, thus cross-checking its compliance.

• Understand what inspectors will test and measure in ballast water. Every ship survey is imbued with a degree of risk to the ship operator and while this is an accepted reality of ship operating, the commercial landscape in shipping today favours operators who take a pragmatic approach to rounding-off their risk registers. By taking steps to perform indicative compliance-level checks on ballast water discharge flows, problems can be foreseen before environmental damage occurs or prosecutions, delays and fines are issued by an enforcement authority. Chelsea Technologies’ patented FastBallast Compliance Monitor, is a small, lightweight and rapid ballast water testing instrument, designed to provide a lab-accurate assessment of ship’s ballast water discharge against key elements of the D-2 Standard.

The instrument integrates a sophisticated measurement technique with a convenient, easy-to-use interface. The patented SingleTurnover Active Fluorometry (STAF) technology only requires a cap full of ballast water to test automatically in less than eight minutes.

SORJ

Volume 17 Issue 5 – Page 33

General Cargo Vessels/Reefers

By Paul Bartlett

General cargo sector offers scope for digital efficiency gains The world’s general cargo fleet rarely hits the headlines and yet, according to Clarkson statistics, there are about 1,800 such vessels in the world fleet, deployed on countless tramp trades which are not suited either to scheduled liner, container services or small bulk carrier operations. Most of the sector is disparate, with many low-profile operators owning only a few vessels although there are exceptions, such as the capital-intensive heavy-lift and project cargo segment.

A key feature of the general cargo fleet is age. More than 20% of vessels in the sector – close to 400 – are 30 years old or more, and another 250 ships fall into the age range between 20 and 30 years.

Tightening regulations on low-sulphur fuels and ballast water treatment would suggest the demise of many such ships but large numbers of these vessels are deployed in niche coastal trades in out-of-the-way places where nobody worries too much about international regulations.

Port state control is often evident in name only, if at all.

The high age profile is particularly evident in the smaller size range.

Of the 380-odd general cargo ships built in 1990 or before, more than three quarters – about 300 vessels – fall into the 5,000-7,500 dwt category, according to Clarkson statistics dating from April this year.

Meanwhile, the database lists only 17 ships of more than 15,000 dwt built before 2007 and there are only about 50 in total in this size range.

This demonstrates the extent to which small container vessels and minibulkers have made inroads into the traditional general cargo trades.

It is a segment that has caught the attention of Cargotec subsidiary, MacGregor, a cargo handling specialist. Its Breakbulk Optimiser is the first automated, cloud-based application to optimise the shipboard stowage of breakbulk and general cargo, taking into account an individual ship’s cargo-carrying capabilities as well as its strength and stability characteristics. The application uses available cargo booking data and a ship’s anticipated route to optimise the cargo stowage plan, MacGregor explained, enabling the utilisation rate of individual vessels or an entire fleet to be tracked. The system can handle individual port-toport trades or track a multi-port ship schedule.

“The utilisation rates of breakbulk and general cargo vessels tend to be relatively low,” explained Tommi Keskilohko, MacGregor’s Director of Customer Innovations. “Fleet-wide key performance indicators (KPI) are rarely known or recorded. The new solution can easily accommodate last-minute changes and enables customers to identify predefined KPIs at a ship, voyage or fleet level.”

Experts suggest that while the benefits are on a completely different scale to those that are potentially available in the mainstream container and bulk sectors, there are nevertheless significant efficiency gains available across the general cargo fleet. Often involving relatively short voyages, general cargo ships provide opportunities for hybrid power installations, notably incorporating batteries.

Since many general cargo ships are deployed on regular regional coastal routes, calling in a range of ports, often on inducement, automation experts believe that these trades also provide significant potential in the development of autonomous systems to aid efficiency and improve safety. There are already examples of projects in this field under way.

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There are about 1,800 general cargo vessels in the world fleet

A three-year project, funded by the European Union’s Horizon 2020 Research and Innovation programme, aims to create trade lanes connecting autonomous ships with automated port services. It began in June and is focused on integrating small ships, land-based transport, and short-sea shipping with larger terminals to create a new European transport network. The project, which is due to be completed in May 2023, aims to accelerate the shift of cargo from road to rail and waterborne transport.

One subsector of the breakbulk market is the heavy-lift and project segment. This has been a buoyant business for the last few years and both shipping capacity and capabilities have increased in parallel with the size of cargo modules. However, the impact of COVID-19 has put the brakes on some land-based projects requiring large modular component deliveries as well as some hydrocarbon-based energy developments. But the drive for more renewable energy has not been affected and continues to provide a range of opportunities in this specialised sector.

Impact of virus on reefer supply chain still not clear Global trade in refrigerated produce – fruit, vegetables, meat, fish and dairy – continues to rise but the traditional reefer fleet is static as container lines continue to make inroads into fresh produce trades.

Supply lines have come under pressure over the first half of this year, however, as COVID-19 has disrupted world trade generally.

In general terms, the carefully controlled conditions under which fresh food is shipped from ports close to source direct to consuming regions – with no transhipment – remains the best option to maintain quality, and therefore specialises pallet-friendly reefer ships with container capacity are favoured. But container lines with reefer slots to fill can book these cargoes at marginal cost as they seek to fill their ships.

A large container ship typically has hundreds of reefer slots – the recently commissioned 24,000 teu HMM Algeciras, for example, hailed as the world’s largest container ship at least for the moment has 1,800

The washable coating

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

General Cargo Vessels and Reefers reefer plugs for teu, a capacity equivalent to two-and-a-half large reefer vessels. But container lines are not geared to the precise requirements of transporting fresh produce and, for very large ships, transhipment is often a requirement because operational economics require a focus on hub ports. Ensuring that fresh fruit, for example, lands on supermarket shelves in top condition is a major challenge.

The conventional reefer fleet comprises some 570 vessels and is static. There are only seven vessels on order, mostly for Japanese owners. Following the delivery of the two largest-ever convention reefer vessels, the 880,000 ft3 Cool Express and Cool Explorer, now chartered by Japan’s Nissen Kaiun to Stockholm-based Cool Carriers, a third vessel of the same configuration is under construction at Shikoku Dockyard. The vessels combine traditional under-deck reefer capacity with 600 teu or 400 feu of refrigerated container space on deck.

Other vessels on order include one 570,000 ft3 vessel for Japan’s Santoku Shipping at Kitanihon Zosen, and two ships of the same size at the same builder for an unknown Japanese owner. Another three refrigerated fish carriers are also under construction for unknown Japanese interests. None of the four largest reefer companies – Baltic/ Cool, Seatrade, Frigoship and Greensea which together account for about a third of total conventional reefer capacity, have ships on order.

Prior to the pandemic, US-based refrigeration equipment specialist, Daikin Reefer, said that despite the trade disputes that had struck container shipping, the reefer sector – particularly fruit – was in good shape. The company cited the lifting of Chinese import restrictions on beef and high demand for fresh and frozen produce from China as key factors underpinning the firm market. The company said that shipments to Asia would continue to grow as tastes evolve and wealth increases.

A greater value on so-called ‘super-foods’ – including avocados and berries – is another development fuelling demand, the company said,

Held Shipping’s BBC Newcastle since many of these items must be shipped over long distances from sources in South America, for example.

Meanwhile, the company has developed a new technology which, it claims, keeps fresh produce in reefer containers in good condition for longer. Daikin’s Active CA system injects nitrogen gas into the container, thereby reducing oxygen content and creating positive pressure inside the box which prevents air entering from outside. The system is suitable both for shorter voyages such as intra-Asia and other regional trades as well as longer voyages that take more than a month, the company said.

Whilst the full impact of COVID-19 on global reefer trades is not yet clear, its long-term fortunes do not look bright. A growing share of refrigerated cargoes will inevitably be shipping in containers and analysts expect the reefer fleet to decline steadily as elderly units continue to head for recycling facilities. Today’s fleet could have declined to about 300 specialist reefer vessels by 2030, according to some forecasts.

KR signs agreement with Held Shipping

The recently-delivered Cool Express

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South Korea’s Korean Register (KR) has signed a five-year agreement with German shipmanagement company Held Shipping, to provide ISO 9001 Certification, ISM Company Audit (DOC), ISM Ship Audits (SMC) and ISPS and MLC compliance services for the company’s fleet of more than 30 vessels.

Held Shipping classed its first ship the general cargo vessel Maria Francisca with KR in 2018. Since then the trusted business relationship between the two companies has grown, with five more general cargo vessels being transferred to KR since then - ABB Bentje, BBC Newcastle, BBC Nagasaki, Elke and UML Veronica.

In 2019, Held Shipping also signed a contract for KR to provide IHM Verification Services for the company’s entire fleet. Held Shipping is one of the first shipping companies in Northern Europe to consistently use KR for classification alongside a range of other services. A strong partnership has developed, with two more vessels now being prepared for Transfer of Class to join KR’s classed fleet shortly.

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Volume 17 Issue 5 – Page 37

General Cargo Vessels and Reefers Alewijnse completes Jumbo project Holland’s Alewijnse Marine has successfully completed the electrical conversion on-board the heavy lift crane vessel Jumbo Javelin. For this conversion Alewijnse engineered, manufactured and delivered several new switchboards and modified systems for power management and alarm monitoring. The new switchboards will manage the additional power provided by six temporary containerised generator sets, which Jumbo has had installed to increase the vessel’s capacity for a new offshore wind installation project in Taiwan.

The six generator sets have been fitted to supply power to the vessel’s bow thrusters and offshore equipment during DP operations.

The Alewijnse switchboards will manage this increased power supply.

“Our switchboards have made it possible for the 15,022 gt heavy load carrier Jumbo Javelin to have a fully separated power supply for the two bow thrusters,” says Alewijnse’s Manager Service Ben Bonte. “In the previous set-up, there was not enough power available for the temporary equipment. The upgraded configuration gives Jumbo the extra capacity and reliability to take on the new project.”

Alewijnse has managed the complete integration of the new switchboards into Jumbo Javelin’s existing systems. Furthermore, the company installed the switchboards in such a way as to allow the ship’s electrical systems to return to their previous settings after the removal of the temporary generators. This has been achieved through modifications to the PMS and PLC control systems. The new switchboards will, however, remain in position, giving Jumbo the option to increase the vessel’s power capacity again in the future.

The Jumbo Javelin

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The project has faced additional challenges as a result of the COVID-19 crisis. Ben Bonte explains, “Because of the COVID-19 measures we were not allowed to board the vessel for installation and commissioning works. We solved this by outsourcing the work to local staff in Singapore, while we co-ordinated the work preparation and supervision from the Alewijnse office in the Netherlands. Thanks to the close co-operation between the client, other subcontractors, local partners and the remote assistance of Alewijnse, we have succeeded in this.”

Ad van de Langeraad, Fleet Manager at Jumbo, added, “For an upcoming offshore wind farm installation in Taiwan we needed an upgrade of the capability plot of our DP installation. We needed additional power for the bow-thrusters to get DP capability up to the required level. To make this happen, we contacted Alewijnse. They did the complete electrical installation when the Jumbo Javelin was built, as well as the conversion to DP2 in 2005.

“Alewijnse came up with an electrical solution for this DP upgrade that we can also use in the future. You can imagine that mobilising an offshore construction vessel during the COVID-19 lockdown is not easy, but we managed it. After the modification we held a successful DP trial, including an FMEA. With this job, Alewijnse showed that they are flexible and can handle a job like this using local staff in Singapore and their remote access capability. Well done!”

The Jumbo Javelin is a dynamically-positioned, heavy lift crane vessel operated by heavy lift shipping and offshore installation contractor Jumbo. The 144 m vessel is currently mobilising and will soon be handling the transportation and installation of wind turbine generator (WTG) structures at the Yunlin Offshore Wind Farm. When completed, this will be Taiwan’s first large, multi-megawatt, offshore wind project.

SORJ

Supplement to SORJ Volume Issue 18 Vol 2 June/July 2020

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

Volume 17 Issue 5 – Page 39

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Offshore- Floating Units

By Paul Bartlett were under development – 15 in China and seven more in South Korea and Singapore.

In a more recent May analysis, Rystad described the dire impact of the oil price collapse on the economics of FPSO operations.

The combined free cash flow from FPSO fields that have produced more than three quarters of their original resources would be around $2.20/ bbls barrel, the first estimated, compared with more than $11/bbls in 2019. The analysts went further, “We also estimate that 40% of the 96 assets which have produced more than 75% of their original resources will end 2020 with a negative cash flow.”

At that point, operators might have to consider shutting down ageing oil fields, Rystad commented, whilst noting that some facilities were suffering from supply cuts, another factor which could lead to late-producing FPSOs being shut down for good. Leased units presented issues for both sides, the analyst pointed out.

A lower day rate could be negotiated but that would be painful for asset suppliers. However, if offshore fields are no longer profitable, they could be shut down completely and FPSO lease contracts terminated early.

Source – Energy Maritime Associates (April 2020)

Outlook for the floating production sector Global economic turmoil that is not likely to calm down any time soon is causing huge disruption to energy markets in general and the offshore sector in particular. Over the first half of the year, events went from bad to worse - the spread of the virus across virtually the whole world in a matter of weeks was astonishing and led to a drastic drop in oil demand.

Exacerbated by the initial failure by OPEC+ members to agree on production cuts, the market was flooded with surplus oil that nobody wanted. The price for West Texas Intermediate crude oil fell below zero briefly for the first time in history and hundreds of tankers were fixed to store oil at sea.

Extremely volatile oil prices steadied somewhat towards the middle of the year, but they are sharply down on the relatively firm levels prevailing at the end of 2019.

Forecasting the outlook for energy markets with any degree of accuracy is simply not

possible at this time – all of the highly priced 2019 market reports on the five- or ten-year outlook for the floating production market have been superseded by events and this is particularly evident in the FPSO segment where oil prices today – Brent crude is around US$40 at the time of writing – simply make no sense.

Oslo analyst Rystad Energy has documented developments in the floating production sector on a regular basis. A year ago, in August 2019, the firm began a market report with the words, “The global market for FPSOs is headed for a major renaissance with as many as 24 FPSO awards expected by 2020, driven to a great degree by Brazil.” At that time, newly sanctioned FPSO projects pointed to a brighter future following the downturn in the wake of the 2014 oil price crash.

Just six months later, in February of this year, the outlook had been transformed. Rystad correctly noted that COVID-19 would cause extensive staffing and supply shortages in the three Asia countries – China, South Korea and Singapore – where most of the floating production units were being built. An initial projected delay of three to six months, the firm said, could very quickly become nine months or a year. At that time, the firm said that 28 FPSOs

Delays likely as contractors preserve cash Singapore-based Energy Maritime Associates is one of the most experienced sector analysts, with almost a quarter of a century of analysing and reporting on the floating production sector.

In a recent update, the firm said it anticipated that few new projects would be sanctioned this year and that its five-year forecasts for the sector should be reduced by about 20%.

The analysts identified 33 production units, including FPSOs, semi-submersibles and floating LNG units, under development by 14 separate contractors. Modec has eight FPSOs on order, comprising six conversions and two newbuildings for clients Petrobras, Eni, Woodside, Santos and Equinor. SBM has five units under development – two for ExxonMobil’s Guyana operation, Mero 2 for Petrobras and two more on spec.

Meanwhile, Sembcorp Marine is building two production semi-submersibles for Shell and the hull of an FPSO for Equinor’s Johan Castberg field. The company is also integrating the P-71

Volume 17 Issue 5 – Page 41

Offshore- Floating Units FPSO at its facility in Brazil. TechnipFMC is the engineering, procurement, construction and installation contractor for three units – one FPSO for BP, one FPSO for Energean and a floating LNG plant for Eni’s Coral South project in Mozambique.

Energy Maritime Associates (EMA) also identified other projects under way for contractors including Samsung, Golar LNG, China Offshore Oil Engineering Company, Yinson, Bumi Armada, Hyundai, Daewoo/ Kiewit, Fluor, Kvaerner and Worley.

Looking to the future, the analysts said developers will be trying to preserve cash and tackle supply chain interruptions. Fully financed projects will proceed with some delays while others at an early stage could be seriously delayed or cancelled. However, the firm believes that when oil prices stabilise again, demand for FPSOs will resume, notably for projects in South America and the Gulf of Mexico.

ABS unveils new notation for Brazilian projects Classification society ABS has issued new guidance and two new FPSO and FSU notations for offshore operators seeking to navigate Brazil’s complex regulatory environment. Practical Considerations for Regulatory Compliance in Brazil provides guidance on the regulatory compliance and the best strategies for meeting the requirements of the more than 12 government agencies involved in offshore development.

Meanwhile the two new notations, BRZ and BRZ+, provide asset owners, designers and builders with a design and constructionoriented approach to assisting in ensuring regulatory compliance for the two asset classes. The BRZ notation addresses the basic physical requirements to be implemented in the design and construction process of floating assets, while the BRZ+ notation provides more guidance on regulatory requirements from the various agencies to assist in project development.

FPSOs provide the principle means of offshore production in Brazil and there are 21 units planned between now and 2025, according to ABS. The units are becoming larger and increasingly complex and many are

An artist’s impression of the FPSO for Equinor’s Johan Castberg field deployed on the deep-water, pre-salt Campos Basin cluster where there are some 40 oil fields producing high-grade light crude oil.

ABS has a strong presence in the country, with over 70 years of experience, 13 offices and some 80 offshore experts stationed there.

More than 70% of the FPSOs operating offshore Brazil are classed by ABS.

Strong start to the year says EMA In its latest quarterly Floating Production Systems Report, Energy Maritime Associates (EMA) reviewed the market for FPSOs, FLNGs, FSRUs, TLPs, Spars, Semis, FSOs, and MOPUs. The year 2020 was off to a strong start with seven awards in the first two months of the year - three FPSOs, one FSRU, one FSO, one LNG FSO, and one MOPU. However, this came to a grinding halt in March as oil prices plummeted.

One of the earlier awards was rescinded in March when Aker Energy cancelled the LOI for its Pecan development in Ghana to reduce costs. Cancellation of a contract is a relatively rare event in the FPS sector and we do not anticipate any further contract cancellations.

During the last three months, there has only been one order - MOL’s US$340m FSRU contract in May at South Korea’s Daewoo Shipbuilding & Marine Engineering (DSME) for use as an LNG import terminal for Wilhelmshaven, Germany.

While low oil prices have delayed sanction

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of many projects, some continue to make progress toward FID. EMA has identified 11 projects that are likely to be sanctioned within the next 12 months. A few could be awarded in 2020 if oil prices continue to rise, but most will be in the first half of 2021.

There are currently 23 FPSOs, seven Production Semi-submersibles and three FLNG units on order. These production units are being executed by a total of 14 different contractors. Half are juggling multiple projects, with the other half working on a single project.

The global pandemic has disrupted supplychains and workforces have been impacted by government restrictions, including social distancing. As COVID-19 sweeps across the globe, its impact has varied by country. Some projects remain on schedule, while others are facing delays of more than a year. The impact on an individual project varies, even within the same country, or yard depending on the stage of construction, contractor, and field operator.

China China has become the dominant location for all types of FPSOs, accounting for two thirds of FPSOs on order. This includes nine newbuilds as well as six conversions from existing oil tankers. After being the centre of the initial outbreak and implementing severe restrictions for two months, work has largely resumed to pre-pandemic levels.

According to SBM, which is executing FPSO projects in multiple yards across China, “The construction yards in China reopened and are running near normal capacity following a period at the beginning of this year when the

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Volume 17 Issue 5 – Page 43

Offshore- Floating Units yards were closed due to the Chinese New Year and COVID-19.”

In Singapore, activity is underway for eight units - four FPSOs, two Semi-submersibles, and two FLNGs. Work on the fitting of the topside modules on Energen’s FPSO Energen Power started on June 2nd at Sembcorp Marine’s Admiralty yard in Sembawang, after the lifting of the COVID-19 lockdown.

The hull of the FPSO had arrived in Singapore in April from its builders in China, with the work in Sembawang expected to take 10 months to complete, after which the FPSO will be towed to the Karish field offshore Israel, for mooring, hook-up and commissioning, all of which is expected to take four months.

Energen Power is owned by London-based Energen Oil & Gas plc. According to Energean, “The forward work programme on the FPSO is contingent on the evolution of the global pandemic and decisions of the Singapore authorities.”

Industry-wide cuts in CAPEX have affected the Sembcorp Marine’s on-going negotiations and finalisation of new orders, including the Siccar Point Cambo FPSO project. The project’s FID is now postponed to 2021.

Meanwhile, Sembcorp Marine’s current projects include: • Johan Castberg and Karish newbuild FPSOs • Shell Vito and Shell Whale Floating Production Units (FPUs) • FSRU Karmol LNGT Powership Africa • FSRU Karmol LNGT Powership Asia • Floating Storage Unit (FSU) LNG Flora The 250,000 dwt hull of the FPSO Liza Unity has drydocked at Singapore’s Keppel Tuas Shipyard for topsides installation and final commissioning work. Owned by Holland’s SBM Offshore, the hull of the FPSO was ordered on speculation in 2017 as the first of five hulls being built for SBM’s Fast4Ward standardised FPSO hull programme. Liza Unity has been chartered to Exxon-Mobil and will operate offshore Guyana.

The hull was built in China by Shanghai’s SWS shipyard and arrived in Singapore in February. When operational in 2022 Liza Unity will be able to produce 220,000 bbls of oil/ day.

Earlier this year, Singapore’s Keppel Shipyard delivered the world’s fastest brownfield FPSO modification and upgrading project safely and on time. The FPSO AbigailJoseph was delivered to Yinson Nepeta Production Ltd (Yinson), a wholly-owned

An artist’s impression of the FPSO Energen Power

subsidiary of Yinson Holdings Berhad.

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

Chartered by First Exploration and Petroleum Development Company Ltd (FIRST E&P) on a firm seven-year contract with options to extend, FPSO Abigail-Joseph 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 (bopd) and 60,000 bbls of liquid/day (blpd). It also has a gas compression capacity of 34m standard

The FPSO Abigail-Joseph

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

Currently Malaysia Marine & Heavy Engineering (MMHE) is carrying out conversion work for FSO Golden Star. The FSO conversion, which is due for delivery during this coming summer period, involves the former aframax tanker Yasa Golden Horn for Malaysia Vietnam Offshore Terminal (MVOT), which is a joint venture between MISC Berhad and PetroVietnam Technical Services Corporation (PTSC). This contract also includes the external turret for Idemitsu’s Sao Vang and Dai Nguyet development project in the Nam Con Son Basin offshore Vietnam.

The conversion project involves fabrication engineering, fabrication procurement, construction and commissioning (EPCC) for the repair, life extension and conversion of the FSO facility. Upon delivery, FSO Golden Star will be deployed at Sao Vang and Dai Nguyet development project in Blocks 05-1b and 051c, off Vietnam under a seven-year charter that includes extension option for additional eight years.

Norway’s BW Offshore has received a notice from Brazil’s Petrobras extending the lease and operation agreement of the BW Cidade de São Vicente with 120 days. With this the contract will expire on October 9th 2020.

BW Offshore had commenced planning for

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Keppel Shipyard Limited (A member of Keppel Offshore & Marine Limited) Volume 17 www.keppelom.com Issue 5 – Page 45 51 Pioneer Sector 1 Singapore 628437 Tel: (65) 68614141 Fax: (65) 68617767 Email: ks@keppelshipyard.com

Offshore- Floating Units

Keppel’s Tuas Shipyard in Singapore demobilisation of the unit from the field and is considering temporary lay up in Brazil. BW Cidade de São Vicente commenced operation for Petrobras in 2009 and has been utilised as a well test facility for the client on multiple locations offshore Brazil.

Stop Press Keppel wins two FPSO contracts Singapore’s Keppel Offshore & Marine has, through its wholly-owned subsidiaries in Singapore and Brazil secured two contracts worth a combined value of some S$73m from MODEC Offshore Production Systems (Singapore), a MODEC, Inc. group company.

In Singapore, Keppel Shipyard has been engaged to fabricate, complete and integrate the topside modules and mooring support structure for a FPSO. Components for the modules and mooring support structure are scheduled to arrive in the third quarter of 2020 for completion as well as integration and installation with the FPSO hull, which is

expected in the yard during the fourth quarter of 2020.

Slated for final delivery in the second quarter of 2021, the FPSO will be equipped to process 90,000 bbls of oil and 75m standard ft3 of gas/day and with a storage capacity of 700,000 bbls of oil.

Meanwhile, in Brazil, Keppel O&M’s BrasFELS shipyard has been awarded a topside module fabrication contract for an FPSO for the Buzios field in the Santos Basin, off the coast of Rio de Janeiro, Brazil.

Work on the FPSO, to be named FPSO Almirante Barroso MV32, is expected to commence during the third quarter of 2020 at the BrasFELS shipyard in Angra dos Reis, with delivery scheduled for the fourth quarter of 2021. This marks the seventh FPSO related project undertaken by BrasFELS for MODEC. When completed, the vessel will be capable of processing 150,000 bbls of oil and 212m standard ft3 of gas/day, with a minimum storage capacity of 1.4m bbls of oil.

Chris Ong, CEO of Keppel O&M, said, “We are pleased to have been chosen by repeat customer, MODEC, as a trusted partner to execute and deliver its key projects wherever they are needed. “We have built a solid track record of 11 projects completed with the

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MODEC group of companies over the years, which include FPSO conversions, module fabrication and integration works, as well as turret projects.

“Against the backdrop of COVID-19, Keppel O&M has implemented enhanced safety measures to ensure the safety of our staff and customers, while leveraging technology and innovation to ensure that our operations can continue in a safe and efficient manner.”

Anthony Quinn, President and COO of MODEC Offshore Production Systems (Singapore), said, “Keppel has been a trusted partner for MODEC. Their expertise, experience and reliability as a solutions provider both in Singapore or Brazil have contributed to our success as a leading provider of quality floating production systems.

“We have confidence in Keppel’s track record and ability to deliver in spite of the current challenging environment, as we continue to support Brazil’s significant oil and gas industry. While low oil prices amidst a global pandemic marks a difficult time for the industry, we are confident that there is continued demand for energy in the long-term as the global economy gears up for recovery.”

SORJ

Offshore- OSVs/PSVs

By Paul Bartlett

OSV sector consolidation perhaps the only route out of crisis Just when the outlook for the offshore supply vessel (OSV) sector looked set fair, along come a deadly virus and a high-level ego contest between two of the world’s largest oil producers.

The result - a collapse in demand for energy, oil in particular, and the simultaneous over-supply of unwanted crude and, of course, a price crash.

For some OSV owners, this came as a fatal blow. For others, it wrecked several years of clawing back lost ground after the last oil price collapse in 2014-15. For everyone, it meant the beginning of a new ‘lower for longer’ oil price era and related service sectors in urgent need of intensive care. This time round, some experts suggest, the phrase has more weight.

Just how much longer, however, remains unclear as COVID-19 continues to wreak havoc across the global economy. But in a webinar on energy transition and the world energy outlook organised by DNV GL at the end of June, 2019 was identified as the possible peak-emissions year. This was based on several factors including a closer focus on environment, a likely 6% decline in global GDP this year, and a new perception of risk and a realisation that renewable energy is less susceptible to geopolitics and therefore more robust.

OSV operators may not have looked that far ahead just yet – many have more pressing things on their minds. Like assessing refinancing options, for example. But what they have found so far has not been encouraging. Investors, even if not cautious at the start, are increasingly wary as one analyst after another has issued warnings of financial disruption across the sector.

Forecasts of dramatic cuts in offshore exploration and production spending, compounded by project delays indicate weak OSV demand for years. And there is already a huge substantial surplus of vessels, with many lying idle and others lying half-built and abandoned in shipyards. A large number of these are standard vessels with few appealing features that might attract charterers’ attention today. Inevitably, a significant number are unlikely to earn a dollar.

At a global level, even before the virus and the spat between the Saudis and the Russians, leading OSV executives had been calling for more consolidation across the highly disparate business. A small number of larger service suppliers was what was needed, said René Kofod-Olsen, for example, Chief Executive of Topaz Energy and Marine long before the company was acquired by Dubai-based DP World in July 2019.

Unusually, Topaz was one of the few offshore operators that had not had to undertake a major refinancing exercise although it had successfully completed a far-reaching renegotiation of contract terms with its charterers after the last oil price collapse. The DP World deal involved merging Topaz with group subsidiary, P&O Maritime, to form P&O Maritime Logistics last December. Kofod-Olsen was appointed CEO of the new entity but had moved on by March.

Even for large vertically integrated groups with deep pockets like DP World, the prospects in the OSV business look challenging. The group, which took on more than US$700m of Topaz debt as part of the deal, will reap the benefits of Topaz owners’ earlier strategy – long-term deals with major clients including BP, Chevron and Saudi Aramco – and a focus on regions with high barriers to entry including the Caspian Sea and West Africa.

Topaz, as it was, also operated a diverse fleet comprising offshore supply vessels, IMR units, subsea and diving support vessels, special-

René Kofod-Olsen

purpose offshore heavy-lift module carriers, cable layers, safety and emergency response vessels. Its Caspian Sea business is based on long-term contracts with BP and is probably, to some extent, ring-fenced.

But for small, independent OSV operators with a handful of vessels and few, if any, steady contracts, the writing is on the wall. And it’s pretty depressing.

Progressive charterers shift up a gear The environmental profile of shipping’s customers covers a wide spectrum and some of its largest customers remain relatively unmoved by the potentially irreversible damage to our planet of which climate scientists warn.

Thankfully, at the other end of the scale, there are also some progressive charterers in both the energy and non-energy sectors which have set ambitious sustainability targets and continuously monitor their own progress.

One of these is Norway’s state energy company, Equinor, which under its previous name as the country’s principal oil and gas producer – Statoil – was the main source of the country’s vast wealth today. Norway has about 5.4m people and the world’s largest sovereign wealth fund, according to the Sovereign Wealth Fund Institute, a global set-up that tracks public asset ownership.

Other oil majors are pursuing sustainability targets – they have to be seen to have proactive strategies in place to counter the growing concerns of climate activists as well as those of investors and shareholders. But Equinor is definitely in the lead. Production at the third largest oil field on the Norwegian Continental Shelf (NCS) – Johan Sverdrup, began last October. It is expected to pump oil for at least 40 years, and although its net present value at today’s depressed oil prices is much less than it was last December, say, it is still worth many billions of dollars.

However, Norway’s ambitious decarbonisation targets do not exclude the energy sector. And when the oil field’s Phase 2 development is completed and output reaches almost 700,000 bbls/day in 2022, the reserve will yield about 30% of the production from the entire NCS, but with emissions of carbon dioxide 80-90% lower than a traditional development.

Equinor is currently collaborating with climate

Volume 17 Issue 5 – Page 47

Offshore- OSVs/PSVs consultant Konkraft in a bid to achieve carbonneutral operations by 2030. Renewable energy, notably wind power, is a key component of this strategy.

Another important focus for the company, both in its Statoil days and now as Equinor, has been the environmental performance of the offshore supply vessels (OSV) it charters. Its latest project is another initiative with Norway’s proactive supply vessel owner, Eidesvik Offshore, with which it has pursued various fuel-saving and emissions-reduction projects over the years. The vessel to be modified is the 2003-built Viking Energy which Equinor has taken on a five-year charter in April this year.

In this latest project, which has a budget of Nkr230m funded mostly so far by the European Union, Equinor, Eidesvik and their partners plan to develop, install and test long-distance voyages using power from ammonia-based fuel cells. The technology will be developed with Wärtsilä and Norwegian fuel cell producer Prototech and the installation is scheduled to become operational from 2024. The fifth project partner is NCE Maritime Cleantech.

Newbuilding and outfitting at Ulstein Norway’s Ulstein Verft has delivered the Service Operation Vessel Windea Jules Verne to Germany’s Bernhard Schulte Offshore GmbH. The hybrid vessel will work at the Merkur Offshore Wind farm, where she will be

operating for GE Renewable Energy.

At the vessel’s sea trial all systems were tested, including the hybrid system. By introducing a hybrid system on this vessel the fuel consumption and emissions will be reduced – thereby the overall operations will be greener.

The vessel for Bernhard Schulte is based on the Ulstein SX195 design from Ulstein Design & Solutions AS, which measures 93.4 m in length and 18 m in the beam. It has accommodation for 120 people. The vessel functions as a ‘home away from home’ for numerous offshore wind service engineers as well as the ship’s crew. Much effort has been placed in keeping comfort high for those on-board. Firstly, the X-Bow and X-Stern lead to softer motions in head seas, significantly reducing slamming and vibrations. This leads to increased quality of sleep and rest when off shifts. There are also several lounges in close connection to the mess room, a gaming room, a library, saunas and an exercise room.

The vessel is equipped with a tower holding a personnel and equipment elevator and a heave compensated gangway for safe transferral to the offshore wind turbines for maintenance and service work. Besides the usual way of operation with the bow to the weather this vessel can move backwards with the stern first when operating infield and will as an add-on use a daughter craft to further increase the service capacity.

Merkur Offshore is located outside of Germany. The 66 turbines in this wind farm provide green energy for approximately half a million homes.

The Nexans Aurora (foreground) and the Windea Jules Verne at the Ulstein shipyard

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Nexans and Ulstein are currently working on a large, DP3, cable laying vessel (CLV) to support markets such as the offshore wind industry. The construction project now enters a new phase, as the outfitting work at Ulstein Verft is about to start.

The CLV Nexans Aurora hull arrived Ulstein Verft during mid-June 2020, after having been built at CRIST, Gdynia. The hull will now be towed into the dock hall at Ulstein Verft before activities such as outfitting, electrical work, insulation and piping commence. Ulstein Verft will also install the main components such as the main generator set, the power package, deck machinery, winches and topside equipment.

The Nexans Aurora measures 149.9 m in length and 31 m in the beam. She will be prepared for vertical lay operations and complex subsea construction tasks in deep waters in addition to the principle built in structural and system capacities and flexible design features to allow easy adaptation to customer’s future needs.

The Nexans Aurora will be equipped with a large capacity cable handling spread including a 10,000 t split turntable with dual product lay lines with capacities and features to handle safely and efficiently the full Nexans submarine systems product line.

The vessel also contains a dedicated enclosed cable splicing area offering a controlled environment for performance of all product splicing and termination work to the exact standard as performed in our factories.

Offshore- OSVs/PSVs

The Wind of Change

SCHOTTEL to supply the Wind of Hope France’s Louis Dreyfus Armateurs has selected SCHOTTEL to supply a range of propulsion systems for its second wind farm service operation vessel (SOV) - Wind of Hope, the

sistership of the Wind of Change. The new walkto-work vessel is currently under construction at Turkey’s Cemre shipyard and will enter service operating under a long-term contract with Ørsted.

The propulsion system of the Salt Ship Design vessel is powered by four diesel generators, which drive the electric motors of the SCHOTTEL propulsion package. Two

SCHOTTEL Rudderpropellers type SRP 430 FP, each with an input power of 1,660 kW and a propeller diameter of 2.4 m, are installed at the stern. Two SCHOTTEL Transverse Thrusters type STT 6 FP (1,400 kW each) at the bow and one SCHOTTEL Retractable Rudderpropeller type SRP 260 R FP (880 kW) will allow for better manoeuvrability during dynamic positioning of the DP 2-compliant vessel. Fast and secure transfer of personnel.

The Wind of Hope will provide modern accommodation (individual cabins with sea view and video on demand, a gym and a cinema, etc.) for more than 60 technicians for several weeks at a time. As is the case with its sistership Wind of Change, the technicians will be safely transferred to the wind turbines by means of a daughter craft in good weather.

A dynamic motion compensated gangway will allow for a fast and secure transfer of the personnel in heavy seas. Upon delivery in 2021, the 83.0 m long and 19.4 m wide vessel will become part of a contract with Ørsted, the largest energy company in Denmark. It will support the Hornsea Project Two offshore wind farm off the coast of England.

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Volume 17 Issue 5 – Page 49

Offshore- OSVs/PSVs

Eidesvik´s newest PSV Viking Princess

Yxney supplies Eidesvik Norway’s Eidesvik has built a name as an industry innovator in energy efficient operations. Smart use of data has been a longterm theme in Eidesvik, and a key to finding the best ways to reduce emissions. As the next step on this path, Eidesvik has signed with Yxney Maritime to start using the Maress cloud-based system for data-driven decarbonisation of vessel operations. The initial agreement is for six of the fleet´s advanced offshore vessels.

“We are excited to add Eidesvik to the list of ship-owners using Maress. They´re known for constantly pushing the boundaries for more carbon efficient operations, and there is very good alignment between our two companies,” says Yxney Chief Commercial Officer Sindre Bornstein.

The Eidesvik fleet has actively been used to test technologies such as LNG, batteries, as well as the recent announcement to install an ammonia-driven fuel cell system on one of the vessels. Maress provides detailed insight

into the fuel consumption and emissions from the fleet of offshore vessels. “For us, innovation is mainly about the environment,” has been a recurring quote from Eidesvik Chief Operating Officer Jan Lodden. “With Maress we will strengthen our insight and ability to communicate with our stakeholders around our footprint and the energy saving initiatives we´re doing. Having the right digital solutions is a new way to stay ahead of the competition in a challenging market. Maress will help us do exactly that,” says Lodden.

Yxney and Eidesvik each bring a different approach and skill-set to the table, but a very similar mindset and a clear ambition to be frontrunners in the transition to a sustainable maritime industry. The two companies are intent on jointly leveraging the combination of industry experience and data analytics to find new ways to keep reducing emissions from operations. Lodden adds, “We never lean back. We are thinking about the environment every time, every day.”

MSS sells off two OSVs Due to the current market situation and the global over-supply of offshore supply vessels, Maersk Supply Service (MSS) has decided to divest two of its older assets. “As a response to the recent downturn in the oil and gas industry, we have re-evaluated our fleet composition and future fleet deployment. As we expect insufficient commercial opportunities for

Maersk Advancer and Maersk Asserter, we have concluded that a sale of these assets is the most attractive solution. With this, we continue to take active steps to right-sizing the supply side of the market that the OSV industry needs for a sustainable recovery,” says Chief Commercial Officer of Maersk Supply Service Carsten Gram Haagensen. The vessels have been sold to an international buyer and will be modified for use in a non-competing industry.

In 2016, Maersk Supply Service set out to reduce its fleet in response to the global oversupply of offshore support vessels. The divested vessels have been either recycled or modified by their new owners to compete outside of the offshore supply vessel segment. In total, 26 PSV and AHTS vessels have since 2016 left Maersk Supply Service’s fleet. After the recent sale, 41 vessels are in the fleet.

Kooiman completes Zwever 1 conversion Holland’s Kooiman Marine has completed the major conversion of the former work vessel Anna B into the new multi-purpose DP2class offshore support vessel Zwever 1, for Dutch owner Van Stee Offshore, formerly HvS Dredging Support.

In her new form Zwever 1 has a maximum bollard pull of 65 tonnes and is equipped with eight thrusters, two 1,500 mm diameter spud poles, a 4/5-point mooring system with an anchor line of 1,400 m and accommodation for 56 persons.

Zwever 1, which is now ready to deploy, is capable of laying and repairing cables, maintenance work, ROV support and UXO clearance. The fast track conversion project was carried out at Scheepswerft Gebr.

Kooiman’s yards in Dordrecht and Zwijndrecht.

The recently-converted Zwever 1 The two OSVs to be sold by MSS

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SORJ

Offshore- Decommissioning/Installation Uncertain market

By Alan Clifton and Brian Jones (LOC Group) “Against the backdrop of current circumstances in the oil market, it is increasingly hard to predict what the future holds for the decommissioning industry. The oil price will have a significant effect on depleted and marginal fields and may push already conservative profit-making operations into the red. This, combined with COVID-19, has created more of an impasse for the market than arguably seen before.

“The cost of decommissioning operations cannot be underestimated - producers, like all businesses, are looking to cut costs where possible.

Even in usual circumstances, for decommissioning to be ‘attractive’, there needs to be a delicate balancing act between delivering operations safely and at reduced costs. With costs being scrutinised even further now, the impetus is to delay decommissioning further, in favour of investing cash in alternative projects with growth potential.

“The impetus to decommission or delay is further complicated by how the sector is viewed differently across regions. In some jurisdictions decommissioning is a mature business, whereas in other areas it is still relatively young and the appetite for spending even smaller. The reality is deferring decommissioning does not solve anything. It merely postponing the problem and structures will continue to decay, making future decommissioning increasingly difficult, if not impossible.

“When work does eventually commence, the additional complexity, will only increase costs and pose a greater risk to the people carrying out the operations and the environment. Furthermore, in the intervening period, the effect the derelict structure may have on the surrounding area, could lead to very high public spending for marine clean-up operations, again, which are likely undertaken in risky conditions with potentially perilously unstable infrastructure.

“So when is decommissioning attractive? No two assets or situations can be judged the same, which only adds to the difficulty in judging the feasibility of the operation. The level of complexity depends on a variety of factors - water depth, asset type, installation type, condition of asset, location etc. Concepts in shallow water can be readily understood - however, the scale of other depths requires a much more detailed assessment and, in some instances, makes their removal unlikely if not impossible.

“While deferring decommissioning may have near term appeal, for the

The Pioneering Spirit approaches the Brent Alpha platform

most part it only adds to the problem through increased cost, complexity and risk, to the Company, its employees and contractors and the wider environment.

“While there is talk about reducing decommissioning costs by 35%, but nobody ever says how. In mature areas, like North Sea and Gulf of Mexico, there is a wealth of experience in how assets can be decommissioned, with lessons learned that would help to drive down cost.

This understanding could be utilised in other parts of the words, such as India, Canada, Brazil, Far East and West Africa.

“It needs to be remembered that this is a world-wide problem and if we carry on with the same methods being used today, with all regions using differing regulations, things are unlikely to change. The decision to decommission or not, is as much a question of region and regulation, as it is about the asset itself. To change the picture Globally an International standard is required where People, Operators, Companies and Governments work together towards a common goal.

Pioneering Spirit completes Brent Alpha project Holland’s Allseas’ 403,342 gt heavy lift vessel Pioneering Spirit has completed its first decommissioning job of this summer, the single-lift removal of Shell UK’s Brent Alpha platform from the North Sea. Several years of planning and 15 months of offshore preparation, including strengthening and cutting the steel jacket’s six legs, culminated in the nine-second ‘fast lift’ of the 17,000 tonne topsides on the evening of June 21st 2020. The Pioneering Spirit will now deliver the 44-year old structure to Able UK Limited’s Teesside decommissioning yard in North East England for dismantling and recycling.

Brent Alpha is the third of four platforms, after Delta (2017) and Bravo (2019), to be decommissioned and removed from the Brent oil and gas field. For all four jobs, Shell UK Limited selected Pioneering Spirit.

Production from the field continues through Brent Charlie, with Pioneering Spirit booked to remove the 34,000 tonne topsides when the platform finally ceases production.

Located 186 kms off the northeast coast of the Shetland Islands, Brent Alpha comprised a topsides structure supported by a steel six-legged jacket standing in 140 m of water. Like Delta and Bravo, the Alpha topsides features multiple decks with living quarters, power generation, process systems, drilling derrick, flare stack and other platform facilities.

The removal of Brent Alpha is the first offshore lift to utilise specially developed ‘horseshoes’ - connection tools that clamp around pre-installed lift points called bearing brackets mounted on the upper sections of the steel jacket’s legs.

Brent Alpha is the third of four platforms, after Delta (2017) and Bravo (2019), to be decommissioned and removed from the Brent oil and gas field. For all four jobs, Shell UK Limited selected Pioneering Spirit.

Production from the field continues through Brent Charlie, with Pioneering Spirit booked to remove the 34,000 tonne topsides when the platform finally ceases production.

Located 186 kms off the northeast coast of the Shetland Islands, Brent Alpha comprised a topsides structure supported by a steel six-legged jacket standing in 140 m of water. Like Delta and Bravo, the Alpha topsides features multiple decks with living quarters, power generation,

Volume 17 Issue 5 – Page 51

Offshore- Decommissioning/Installation process systems, drilling derrick, flare stack and other platform facilities.

The removal of Brent Alpha is the first offshore lift to utilise specially developed ‘horseshoes’ - connection tools that clamp around preinstalled lift points called bearing brackets mounted on the upper sections of the steel jacket’s legs.

The Brent Alpha topsides removal project involves engineering, preparation, removal and disposal of the 94 m tall, 52 m wide structure.

As with the two previous Brent jobs, Pioneering Spirit will transport the Alpha topsides to a nearshore location off the Hartlepool coastline, where it will be transferred to Allseas’ cargo barge Iron Lady for the final leg of its journey by towage up the Seaton Channel and load-in to the quay at Able UK. This summer, Pioneering Spirit will remove and transport more than 55,000 tonnes of decommissioned platform infrastructure from UK and Danish fields to disposal/recycling yards around the North Sea.

Brent Alpha arrives at Able UK’s facility The arrival recently at Able Seaton Port of another giant oil and gas platform was heralded as “a further example of how we are a world leader in an industry which can bring jobs and investment into Teesside for many years to come”. Peter Stephenson, founder and Executive Chairman of Able UK, was speaking after the successful operation to transport the 17,000 tonne Brent Alpha platform from northeast of the Shetland Islands to Able Seaton Port in preparation for its dismantling and recycling.

The Brent Alpha is the third platform from the Shell Brent field to be decommissioned at Able Seaton Port. As with the previous platforms, the Brent Delta and Brent Bravo, the operation involved Allseas’ giant single lift vessel Pioneering Spirit, with the final stage involving the transfer to the Allseas’ cargo barge The Iron Lady for the tow into the Seaton Channel and load-in at Able Seaton Port’s specialist £20m Quay 6.

Mr Stephenson revealed that, as well as the arrival of the Brent Alpha, further major contracts are set to begin over the coming months—further evidence of Able UK’s international reputation, built up over many years, of the company’s expertise in the international marine decommissioning industry.

He explained, “The Brent contract is just about the most prestigious oil and gas decommissioning project in the world. The fact that we were selected is testament to our commitment to undertake complex and challenging operations to the highest environmental standards, working with many of the world’s major energy companies.

“Gaining our reputation as a market leader has involved major investments at Able Seaton Port, including constructing one of the strongest quays in Europe, with the aim of both remaining at the forefront of the decommissioning industry as well as becoming a key player in exploiting the vast potential of the emerging offshore wind sector.

North Sea activities for Hereema’s Sleipner It was a unique project - Heerema’s Champion installed the same

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The Brent Alfa platform arrives at Able’s Seaton Port facility

modules for ConocoPhillips at the Greater Ekofisk Field in the 1970s.

Now almost 50 years later, another of the Hereema fleet, the 273,700 gt Sleipnir, has returned to complete the journey.

The decommissioning of the Ekofisk 2/4A platform is the final stage of an important story in Norway’s energy history. The permanent production platform was the oldest on the Norwegian shelf when oil production ended on September, 2013. Now the Ekofisk 2/4A platform will be recycled up to 99% at the AFEBV decommissioning site in Vats, Norway.

This topsides campaign entailed Engineering, Preparation, Removal, and Disposal/Recycling of five modules, a crane boom, and a burner boom within the Greater Ekofisk Field. Heerema also developed a dedicated subsea excavator to prepare the jacket for removal later this season by Sleipnir. It was particularly appropriate that Sleipnir would perform the decommissioning work as it is the world’s most sustainable SSCV. Using Sleipnir made an already environmentally friendly process of removing retired platforms from our seas as sustainable as possible.

During the project, Sleipnir ran on LNG when next to the platform.

Earlier this year, Sleipnir picked up the module from a barge at Åmøyfjorden outside Stavanger, Norway. From there, Sleipnir safely transported the module to the Neptune Energy-operated Gjøa platform in the North Sea and completed the installation within three hours.

The Nova module will be used for the tie-back of the Wintershall Dea operated Nova field, located about 120 kms northwest of Bergen, with a water depth of 370 m. Despite the difficult situation we are experiencing, Heerema completed the installation on time and safely.

The successful and safe installation completes around two years of a close partnership between our client Neptune Energy and their fabricator Rosenberg. Heerema’s Project Manager Roland Jansens noted that, “there was mutual trust and a drive to find solutions for the challenges we faced.

“This project again highlighted the importance of Heerema’s Simulation Centre during project preparations. The Simulation Centre demonstrated to Neptune Energy that Heerema could complete the project in line with its expectations. While for Heerema’s offshore team, it provides the opportunity to train for complex lifts and projects. Using our Simulation Centre, Heerema’s crew familiarise themselves with upcoming work, both minimising risk and creating a plan that we replicate at the project location. It is the best example of ‘planning the work and working the plan.”

During these challenging times, we are presented with unique

Offshore- Decommissioning/Installation

Hereema’s Sleipner difficulties that we overcome with equally unique solutions. As Heerema’s Leiden Office implements social distancing measures, the final simulation for the project was held with only offshore crew present in the Centre with the project team joining in virtually over Skype, demonstrating that the Simulation Centre can continue to show clients simulations of their planned work and promote safety remotely.

Sleipnir has a wide range of sustainability measures, including dualfuel functionality allowing the vessel to run on LNG, a cleaner fuel than standard MGO. During the Nova installation, the vessel ran on LNG, reducing carbon emissions and our impact on the planet.

Managing Director of Neptune Energy in Norway, Odin Estensen, said, “This impressive heavy-lift marks the beginning of a new era for the Gjøa-platform. Heerema is proud to deliver a safe, successful, and timely project execution for our clients to support their ambitions and development. Sleipnir has been busy in Norwegian waters, and with another successful and safe installation completed, the vessel moved onto a decommissioning project in an active summer campaign.”

the Energy Endeavour (ERDA), Topside preparation, skidding, sea fastening and rig move arrangements were completed on June 13th with the topside arriving safely at Vlissingen harbour in the Netherlands on June15th. The topside will soon be offloaded for final dismantlement.

Prior to skidding, additional reinforcements were installed, and skid beams laid on the jack-up deck and underneath the topside. During skidding load levels were carefully maintained on all supports while the topside was successfully skidded into position on the jack-up deck.

The ability to use one vessel, the Energy Endeavour (ERDA), for both plug and abandonment, topside preparation and topside removal operations, as opposed to a drilling rig and heavy lift vessel, is an industry first. The successful topside skidding clearly highlights Petrodec’s innovative approach and ability to deliver safe and cost-effective solutions to its clients. SORJ

Petrodec completes the Pickerill A project Petrodec has successful completed the skidding operations for the topside removal of the Pickerill A unmanned platform, located in the UKCS’ block 48/11 licence area on behalf of its client Perenco UK. After the plug and abandonment campaign in 2019 also performed by

The decommissioning of Pikerill A

Volume 17 Issue 5 – Page 53

Offshore- Rigs

By Paul Bartlett

Daunting outlook for rig owners The International Energy Agency (IEA) has predicted that daily oil demand will plunge by about 8% this year and, according to figures from classification society DNV GL, global economic growth is likely to be lower by the same percentage than it would have been if the world had not been struck by COVID-19.

The IEA believes that oil demand will rebound sharply by 5.7m bbls/day in 2021 – nearly three quarters of this year’s loss – but some other analysts are more cautious. The full extent of economic damage across the planet is not clear yet, they point out, and neither is the spread of COVID-19 across regions such as the Indian subcontinent, Africa, South America, and parts of Asia.

Whichever way you cut it, however, the rig market could turn into a bloodbath for owners and operators. Some energy analysts now believe that 2019 could prove to be the year of peak oil demand, and emissions too for that matter. BP’s new Chief Executive, Bernard Looney, kicked for touch in May. “I don’t think we know how this is going to play out,” he said. “I certainly don’t know.”

Things were not a lot clearer early in July except that the scale of the economic carnage was starting to become clear.

One after another major corporations announced thousands of job losses as they reined in production in the face of weakened demand. And despite claims by politicians that the worst was over, many people remain extremely cautious, fearing a second wave as cold weather approaches in the northern hemisphere.

For the owners of rigs – whether they are for exploration or production – the outlook is bleak, although if analysts’ caution proves wellfounded, it may still be too soon to say for sure.

However, in mature offshore oil-producing regions where breakeven costs are relatively high – the North Sea and the Gulf of Mexico, for example – production is likely to wind down sooner than it would have done before the virus struck. Rig demand could go into terminal decline.

In other regions where breakeven costs are lower and countries more dependent on oil production as a principal source of GDP – several Middle East oil producers spring

The rig market could turn into a bloodbath for owners and operators to mind – rig demand is unlikely to fall as steeply. The latest Baker Hughes (BH) rig count bears this out to some extent. In June 2019, BH notched up 49 rigs working offshore in Europe - by June this year, that number had fallen to 25. Corresponding figures for the Middle East were 54 and 44, a much smaller decline. Statistics for Asia Pacific indicated an even lower adjustment – the BH figure for June 2019 was 95, compared with 91 in June this year. Worldwide, the BH totals for offshore rigs in offshore operation were 246 in June last year, with a 52-unit decline taking this June’s total down to 194 rigs.

Odfjell Drilling project for Jotun Jotun is collaborating with Odfjell Drilling to provide a premium anti-fouling and topside coating solution for the advanced drilling platform Deepsea Stavanger, a dual derrick, dynamic positioned (DP), semi-submersible set to work in demanding environmental conditions off the coast of South Africa for France’s Total. To ensure optimum operations and durability, both above and below the surface, Jotun is now applying the premium anti-fouling SeaQuantum Ultra S and topcoat Hardtop One, a unique polixiloxane coating, at the Semco Maritime yard near Bergen, Norway.

Odfjell Drilling faces a critical challenge in the undertaking of its new assignment. A combination of high fouling intensity and

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strong ocean currents has the potential to threaten the efficiency of operations. Heavy fouling on the rig hull will increase frictional drag and this, allied to the force of the currents against the rig walls, makes it harder to maintain the correct position. This creates a demand for greater thruster power.

“It became clear that Deepsea Stavanger required an anti-fouling tailored to deliver a clean hull, and optimal performance, in the most challenging environmental conditions,” comments Lasse Isaksen, Global Concept Director – Offshore. “Biofouling is as big an issue for the offshore industry, particularly with DP vessels, as it is for shipping, and with our established expertise in this niche we were perfectly positioned to find the right solution for this advanced asset.

“Our in-house anti-fouling team examined the individual vessel requirements, operational parameters, localised fouling intensity, and in-depth metocean data to determine the best coating. SeaQuantum Ultra S will deliver the results Odfjell Drilling and all its stakeholders demand, protecting the rig for long-term, durable operations, while its fast polishing silyl acrylate composition ensures a clean hull and optimal manoeuvrability and performance.”

Moving above sea level, the rig topside will be coated with Jotun’s Hardtop One, which offers excellent gloss retention for outstanding protection in even the most intense sunlight and UV exposure. As a single component product, the coating is unique to the market, offering all the benefits of a two-component solution, but with increased simplicity, reduced waste and less environmental impact.

Offshore- Rigs “Deepsea Stavanger is a state-of-the-art rig that will deliver market leading performance for our globally respected client, “states Håkon Hernes, Technical Superintendent Odfjell Drilling. “For the best results we needed the best solution, and Jotun, with its leadership in marine and protective coatings, proved to be the ideal partner.”

“We have a commitment to our customers to provide outstanding service and the highest quality, whatever the demands, and we look for the same standards in our suppliers and their products. The innovative combination of solutions from Jotun, providing first class protection and performance above and below sea level, shows they understand our needs and can help us tackle industry challenges. We’re delighted to have them on-board.”

Jotun and Odfjell Drilling have worked together for around 20 years, but this, according to Sales Engineer Rune Nautnes, who helped lead the collaboration from Jotun’s side, was one of the biggest single maintenance projects to date.

Keppel FELS deliver the Heimdal Singapore’s Keppel FELS, part of Keppel Offshore & Marine, has completed its first rig delivery in 2020 safely, on time and within budget. Named Heimdal, the jack-up rig is built to Keppel’s proprietary KFELS B Class design and is the fifth of eleven jack-up rigs that Borr Drilling has ordered from Keppel.

Tan Leong Peng, Executive Director (Newbuilds) of Keppel O&M, said, “We are pleased to deliver our first rig of the year, which is also the fifth jack-up rig that we have built for Borr Drilling. The KFELS B Class is a proven workhorse of the industry and we are confident Heimdal will contribute to Borr Drilling’s exploration efforts.

“Jack-up utilisation has been increasing and there is a strong market preference for high spec rigs as older rigs are being retired. With our strong track record in design, engineering and execution, Keppel O&M is committed to providing value added solutions for our customers.”

Following this delivery, Borr Drilling will have eight KFELS B Class rigs in their fleet. With a market share of about a quarter of all jack-up rigs delivered since 2000, the KFELS B Class is

Jotun personnel with the Deepsea Stavanger the workhorse of the industry and continues to be the preferred rig solution for shallow water exploration.

Developed by Keppel O&M’s technology arm, Offshore Technology Development, the cost-effective rig incorporates environmentally friendly features that reduce emissions and discharges. It is designed to operate in 400 feet water depth and drill to 30,000 feet (9,144 m), and is equipped with a full 15,000 psi BOP system, with accommodation for up to 150 personnel.

Semco Maritime wins rig order for Seadrill Semco Maritime has been awarded a contract by Seadrill Limited for preparation and modification of the West Bollsta prior to commencing her 10-well contract with Lundin Norway on Norwegian Continental Shelf in the second quarter of 2020. The project will be executed at Semco Maritime’s yard at Hanøytangen outside Bergen starting midFebruary 2020.

“We are excited to secure such an important contract and customer. The process between our companies prior to contract award has been professional and based on mutual trust, skilled people and close collaboration. Semco Maritime is a high quality Oil and Gas services company that has supplied the global offshore industry for the past 30 years. This contract

award, on a state of the art drilling rig such as West Bollsta, further anchors our position in the top quartile of our industry. We look forward to a safe, professional and predictable project with Seadrill, the West Bollsta team and our key suppliers at Hanøytangen,” says Managing Director of Semco Maritime Norway, Lars Jønholt Halvorsen.

The West Bollsta is an advanced harsh environment drilling rig, based on the Moss Maritime CS60 design, owned by Northern Ocean Ltd. and operated by Seadrill. She was finished at Hyundai Heavy Industries shipyard in 2019. The project is expected to employ around 100 people at Semco Maritime’s yard facility at Hanøytangen, which has Northern Europe’s largest operating drydock – 125 m x 125 m x 17 m, accommodation, with single beds for 365 workers and several quays with depth ranging from 17-90 m at quayside.

SORJ

The West Bollsta

Volume 17 Issue 5 – Page 55

Offshore- Yards A&P continues with offshore contracts UK’s A&P Group has deployed a strict programme of COVID-19 measures to ensure it can maintain its support to the maritime community as it emerges from the pandemic.

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

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

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

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

A&P Tyne has completed the installation of cable repair equipment to Prysmian’s North Sea Giant at A&P Tyne, which is essential to the safe and continuous power of the National Grid.

David added, “At A&P, our rigorous risk assessments, preplanning and on-going communication with customers and ship staff have ensured we can limit the risk of the virus entering our facilities and minimum

The North Sea Giant in A&P Tyne

disruption to vessels as they arrive at our sites.

Customers can be assured that they face minimum disruption when visiting our facilities as we’ve found effective ways to safeguard our workforce and customers whilst continuing to deliver essential projects.”

A&P Group’s dedicated COVID-19 management team reviews its procedures each day to ensure it learns from experience and continuously improves its COVID-19 policies.

Measures include: • Full COVID-19 contingency plans across all three facilities.

• Enhanced cleaning and hygiene activities, issue of appropriate PPE and enforced social distancing measures across all sites.

• Full customer, sub-contractor, contractor COVID-19 risk assessment and enforcement of strict checks to ensure UK and international contractors are compliant with Government guidance.

• Daily Directors Safety Tours across all sites to gain feedback to improve our daily working practice and protect our workforce.

David McGinley has recently been appointed Chief Executive Officer of Merseyside shipyard and marine engineering services company Cammell Laird. David will continue his role at Atlantic and Peninsula Marine Services, which includes leading A&P Group Limited, Atlantic and Peninsula Australia PTY Limited, as well as A&P Group’s marine platform business Marine Designs Ltd and Falmouth Docks and Engineering Company (FDEC).

Large projects at DDW Dubai’s Drydocks World (DDW) has successfully completed construction of a Turret Mooring System (TMS) for SBM Offshore and end-client Equinor. The TMS will be integrated with the Johan Castberg FPSO unit, currently under construction in Singapore’s Sembcorp Marine, and deployed for operation offshore in the Norwegian Barents Sea. This is the third TMS that SBM Offshore has awarded to DDW. The over 8,000 tonne internal TMS will enable the vessel to passively weathervane around the anchor legs, while simultaneously transferring fluids, power, and communications signals between the vessel and the subsea equipment. DDW completed the TMS in four units, and was responsible for the production engineering, procurement, construction and

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The SBM Offshore turret before departure for Singapore testing of system components.

Capt. Rado Antolovic PhD CEO of DDW said, “At DDW we have the expertise and facilities to deliver high quality offshore technology, and we are proud to successfully deliver this project with 4.98m injury free manhours. Despite the current challenges posed by the COVID-19 pandemic, we have put every necessary measure in place to ensure our yard has the capabilities to keep production on-track, whilst keeping our employees safe, ultimately allowing us to deliver on our project commitments. We are very pleased for the opportunity to have worked with SBM Offshore and Equinor again and look forward to further future collaboration.”

Meanwhile, DDW has held a steel-cutting ceremony to commence production on a High Voltage Alternating Current (HVAC) Transformer Station Topside, named Hollandse Kust Zuid (HKZ) Beta. This is the third Topside that DDW will be constructing for Petrofac and end-client TenneT, and the second project for the HKZ windfarm.

The HVAC platform will form part of a renewable energy wind farm, located in the HKZ grid connection in Netherlands sector of the North Sea. The topside will weigh some 3,700 tonnes and will have a connection capacity of 700 MW. The expansive project scope for DDW covers production engineering, construction and mechanical completion. Precommissioning, commissioning assistance, load-out, sea fastening and HVAC (EPC) Engineering Procurement Construction Commissioning for the Topside, will also be delivered.

Zamil and KenzFigee sign MoU Zamil Shipyards, part of Zamil Offshore Services, and KenzFigee have signed a MoU

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

Volume 17 Issue 5 – Page 57

Offshore- Yards for a mutual co-operation in Saudi Arabia for the provision of offshore crane services and local construction of KenzFigee offshore cranes and equipment.

The collaboration with Zamil Shipyards is an important achievement to further strengthen the position of KenzFigee as a specialist lifting, hoisting and service provider of reliable, durable and quality offshore cranes and equipment in the Middle East region. Together with Saudi Drill, KenzFigee’s representative in the GCC (Gulf Co-operation Council) countries and Zamil Shipyards, KenzFigee is committed to service its esteemed clients in this region and to contribute to their operational excellence and minimising downtime of equipment. With this collaboration, Zamil Shipyards and KenzFigee fully support Vision 2030, which is a key initiative of the Kingdom of Saudi Arabia.

“Zamil Shipyards is a renowned shipbuilder in the Middle East region and with this collaboration KenzFigee will continue to build a strong and solid foundation as a trusted partner offering solution driven innovations and services with a focus on operational efficiency to clients in this region,” says Jan-Pieter Klaver, CEO of KenzFigee. “We are proud to have established this collaboration and looking forward to a pleasant and fruitful co-operation with Zamil Shipyards.”

“With this significant milestone for Zamil, our plans for creating an extensive centre of excellence and positioning ourselves as one of the most integrated marine service providers in the Kingdom of Saudi Arabia took another step forward in the support of Vision 2030,” says Nasser F. Al Hazzani, COO of Zamil Offshore.

“Achieving this has been in co-operation with KenzFigee a world-leading supplier in the design, production, and maintenance of innovative lifting solutions for the marine and offshore industries.”

Activities at DSR Holland’s Damen Shiprepair Rotterdam (DSR) recently delivered the oceanographic research vessel OceanXplorer to OceanX following her extensive rebuild. The 87.1 m vessel, formerly known as Alucia2, will continue the work of her sistership Alucia, broadening scientific understanding of the planet’s oceans and revealing its discoveries to the world.

Founded in 2018, OceanX’s mission is to explore the ocean and bring it back to the

(Front row- left to right) Jan-Pieter Klaver (KenzFigee) and Nasser Al Hazzani (Zamil Offshore) and (Back row – left to right) Willem Misdorp (KenzFigee) and Nelson Mackie (Zamil Shipyards) world. OceanX combines next-gen technology, science, and storytelling to educate, inspire, and connect the world with the ocean and convenes leading scientists, media entities, global leaders, and philanthropy partners to drive towards greater understanding and protection of our oceans. OceanX’s milestones to date include capturing the first-ever footage of the Giant Squid in its natural habitat and the first-ever 1,000 m deep sea submersible dives to the Antarctic seafloor.

As OceanX believes the ocean is the planet’s most important and least explored natural resource, their team sought to create a state-of-the-art science and media vessel, converting a former oil-survey ship into a oneof-a-kind platform for exploration, science, and storytelling OceanX called upon Damen Shiprepair & Conversion (DSC) to carry out an extensive scope of work to ready this new vessel, OceanXplorer for the seas. The work includes, amongst other things, installation of scientific laboratories and research facilities into a vessel offering yacht-standard accommodation. A new sensor platform, called the Gondola, was fabricated and installed

The OceanXplorer leaving DSR’s covered berth

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beneath the keel and feeds information to the research locations and to the brand-new bridge. All necessary basic and detailed engineering for structural, piping, and electrical works was performed at the yard.

The work included closure of the vessel’s moon pool, fabrication of box keel and installation of stabilisers, ROVs, and submersibles that will, in future, be launched via a winch and the vessel’s newly installed 40 tonne A-frame. OceanXplorer’s fully independent launch systems provide the capability for its ROVs, submersibles, and helicopter to be launched simultaneously.

Other offshore ships recently in Damen Ship Repair Verolme, Rotterdam include: • Saipem Constellation – 48,949 gt 2014 built offshore ultra-deepwater rigid and flexible pipe-lay, heavy lift and construction DP3 vessel, owned by Italy’s Saipem • Zea Gold – 19,413 dwt 20210-built heavy lift vessel • Nordnes – 25,063 dwt 230121-built flexible fallpipe vessel, owned by Holland’s Van Oord SORJ

Offshore- Equipment

MacGregor has received equipment orders for a total of four offshore wind service vessels

vessels will also benefit from the additional efficiency provided by the centralised control station being located near the Dynamic Positioning Operator’s (DPO) position on the bridge.

The orders are the result of a long collaboration with Edda Wind, its ship designer, and other key suppliers to realise the potential of fully electrified equipment and integrated vessel systems. The Horizon walk-to-work gangway and Colibri 3D cranes are products brought into the MacGregor portfolio through the acquisition of TTS last year.

Edda Wind contract for MacGregor MWS contract for LOC MacGregor, part of Cargotec, has received Group equipment orders for a total of four offshore wind service vessels, which will expand the Edda Wind fleet, the offshore wind segment of the Østensjø Group, the first vessel due to enter into service during the first quarter of 2022.

Two of the equipment packages were awarded by the shipbuilder, Astilleros Gondán in Asturias, Spain for Edda Wind’s zero emissionprepared Commissioning Service Operation Vessels (CSOV), the first of which will enter into a firm charter period of 11 years starting during the first quarter of 2022.

Each of these vessels will be equipped with a Horizon all-electric walk-to-work gangway, including the largest integrated passenger lift ever fitted to a wind service vessel, which is interconnected to a Colibri 5 tonne 3D motion compensated crane. This further increases logistics support by allowing a single operator to seamlessly change between crane and gangway operation from a centralised control station on the vessel’s bridge.

The other two equipment packages were awarded by Astilleros Balenciaga which is building Edda Wind’s second generation Service Operation Vessels (SOV), which are also prepared for zero-emission hydrogen fuel.

The first of the two vessels will enter into service on a 15 year charter agreement in the second quarter of 2022, and will also be equipped with a Horizon all-electric walk-to-work gangway system and 3 tonne Colibri 3D motion compensated crane.

Although smaller than their CSOV sisterships, the SOV’s will boast access heights of up to 34 m above the sea surface due to the novel design of the Horizon walk-to-work system, specifically tailored to Edda Wind’s requirements. These

LOC Group has been awarded the Marine Warranty Surveyor (MWS) contract for the Qatargas North Field Expansion Project.

The scope of work included the review of the engineering and procedures for the design, fabrication, load-out, sea transportation, installation and hook-up of the additional living quarter and its associated jacket and piles next to the existing living quarter. LOC did provide also independent engineering review and assistance for the Site-Specific Assessment and installation of a temporary accommodation jack-up, as well as vessel assurance service.

Qatargas is the world’s largest liquefied natural gas company and has awarded to Rosetti Marino Group – LOC’s client – the EPICC Contract for the design, procurement, fabrication, installation and commissioning of this new living quarter platform. The structures were built locally at the N-KOM yard in Ras Laffan, under Rosetti Marino instruction and supervision.

The project saw the diving construction vessel Aegir, owned by Heerema Marine Contractors (HMC), picking up the 1,000 tonne structure from the quayside, and sailing, together with

the installation piling, to the offshore site and then position the jacket. The Aegir returned to N-KOM to pick up 3,000 tonne topsides and the next day, the vessel installed the topsides.

The project was finalised in late February, with both the jacket and topside safely installed.

Dr. Aureliano Schirripa, Principal Consultant at LOC Group, commented, “We were very pleased to be awarded the MWS and Vessel Assurance scope for the North Field Bravo Expansion Project, in Qatar. The project was very challenging because the operation was carried out without interrupting the Qatar gas productions, and involved intense risk assessment workshops by all parties involved.

This project marks an exciting continuation to LOC’s collaboration with Rosetti Marino Group and was the first time a major offshore structure was constructed entirely in Qatar. We have made significant progress in Qatar in recent years’ and we look forward to building on this momentum in due course.”

Positive reports of Kongsberg’s K-CAT Norway’s Kongsberg Maritime has announced that its K-CAT (Kongsberg Competence Assessment Tool) is receiving positive reports from the global oil & gas fleet supplier Siem Offshore, consolidating a deal between the two companies worth in the region of NKr700,000.

An innovative digital tool which enables personnel assessments to be carried out online, K-CAT’s abilities range from pre-employment evaluation through to crew competence verification. It is available via all computers and smart devices with an internet connection, and can also be configured in offline mode.

Of particular relevance to Siem Offshore, the K-CAT’s range of competence assessments can determine how well personnel understand dynamic positioning (DP) systems, as well as

Hereema’s Aegir

Volume 17 Issue 5 – Page 59

Offshore- Equipment gauging the knowledge level and practical expertise of DP operators. These assessments comply with both the DNV-GL and IMCA M 117 (Training and Experience of Key DP Personnel) standards.

With its 35-strong fleet, including offshore subsea construction craft and anchor-handling tug supply vessels, Siem Offshore is applying K-CAT’s IMCA M 117 benchmark criteria to measure skills in four crew categories - bridge officers, engineers, ETOs (electro-technical officers) and DP company authorities. K-CAT is also being used to accurately ascertain the suitability of prospective job candidates.

Siem Offshore is Kongsberg’s pilot customer for K-CAT This investment by Siem Offshore addresses a growing trend across the maritime industry, where verification of crew competence is being increasingly recognised as key to enhancing the safety and efficiency of complex operations. By rapidly and precisely identifying competency gaps, K-CAT allows fleet managers to tackle any shortcomings at source with the implementation of targeted training programmes.

Work on DanTysk by Bakker Sliedrecht Holland’s Bakker Sliedrecht has succeeded in upgrading the automation system at the offshore energy substation of Vattenfall’s DanTysk wind farm in the North Sea without any downtime. As a result, the transport of sustainable electricity from the wind farm to the coast could continue without failure.

DanTysk is located in the German sector of the North Sea and comprises 80 wind turbines.

With a total output of 288 MW - up to 400,000 households can be supplied with

Vattenfall’s DanTysk wind farm

sustainable electricity. The wind farm has been in operation since 2014. The generated power from the wind turbines is transported via 108 kms of cables to its own energy substation. On this platform, the power is converted from 33 kV to 155 kV and transported further. First to a converter station and then to the high-voltage grid of grid operator TenneT on the coast, 200 kms further on.

During the construction of this substation in 2012 and 2013, Bakker Sliedrecht supplied various components and integrated all systems within the electrical & instrumentation system.

Improvements to the system were desired and had become available, so were taken into account during the upgrade of the system. “It can be compared to a large transformer station. The remotely controlled automation system controls and monitors the essential functions on the platform, such as the cooling system and the cooling water pumps. That is of crucial importance on a platform where 288 MW of energy is brought together,” explains automation engineer Bart van Wijngaarden of Bakker Sliedrecht.

Bakker Sliedrecht replaced, among other things, the Ethernet switches in the fibre optic ring for the communication between all systems, the switches, redundant SCADA servers and redundant PLC controllers that control the platform. This had to be done without shutting down the energy supply from the entire wind farm.

Equipment supply from Huisman Rotterdam’s Huisman has announced that it has signed a contract with Fred Olsen Windcarrier for the delivery of a 1,600 tonne capacity Leg Encircling Crane (LEC). Fred Olsen Windcarrier is upgrading one of its jack-up vessels with this

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new crane, capable of installing foundations and all known next generation offshore wind turbines. With its upgraded crane, the Fred Olsen Windcarrier jack-up will be capable of installing larger foundations and handling of the next generation turbines. Upon delivery in 2022, the unique 1,600 tonne LEC will be the tallest in the market.

With this new Huisman LEC, Fred Olsen Windcarrier is equipped for the next generation wind turbines installation. Capacities of the Huisman LEC: • Auxiliary hook 400 tonne at 165 m above deck (140 m boom) • 1,250 tonne at 38.5 m at 155 m above deck (140 m boom) • 1,600 tonne at 32 m (105 m boom) Features & benefits of the Huisman Leg Encircling Crane: • Small tail swing allows for optimised utilisation of free deck space • A fully electrically driven system, resulting in reduced maintenance and higher reliability • A unique Lambda boom design, allowing extension of the boom, resulting in high flexibility • The stiff construction of the Lambda shaped boom results in reduced motions at the crane tip • Catchers on all blocks/hooks minimise time spent on stowing • The small/compact size of the crane in combination with its low own weight and high lifting capacity (1,600 tonne) make the crane unique and suitable for both the installation of wind turbines (long boom and light weight crane design) and the installation of foundations (short boom and strong crane construction) Meanwhile, Huisman has signed a contract with Japan’s PaxOcean Engineering for the delivery of a 1,600 tonne Leg Encircling Crane (LEC). The crane will be installed on the new self-elevated platform (SEP) of Penta-Ocean Construction. With this Huisman crane the new SEP will be capable to install 12 MW wind turbines and various foundations including monopiles.

The SEP will be built by PaxOcean Engineering in Batam, Indonesia. The Huisman crane will be built in Huisman’s wholly owned production facility in Xiamen, P.R. of China.

Delivery of the SEP is scheduled in 2022. After successful delivery of the 800 tonne crane for Penta-Ocean’s CP8001 in 2018, Huisman

Offshore- Equipment was selected as partner for the development of a second crane for Penta-Ocean. The 1,600 tonne crane will be the third wind turbine installation crane that Huisman delivers in Japan. It will provide Penta-Ocean Construction with a capable and cost-effective tool for installation of wind turbine generators and foundations in Japan.

Huisman and Belgium’s Jan De Nul Group have announced that they have joined forces for the heavy lift equipment on-board of Jan De Nul’s next generation offshore installation vessels Les Alizés and Voltaire. Upon the order of both vessels in 2019, Jan De Nul Group awarded the contract for the engineering, construction and delivery of two highly innovative cranes to Huisman.

For these cranes, which will be the largest in their class, Huisman developed the Universal Quick Connector (UQC) based on the expertise of Jan De Nul Group’s operational and engineering team. The result is a groundbreaking innovation, resulting in a major step change in safer offshore hoisting activities. The UQC is a smart, modular and robust clamp

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Volume 17 Issue 5 – Page 61

Offshore- Equipment which is mounted inside the crane’s lower block. It allows the ships to lift objects through a direct connection, without intermediate rigging and totally hands-free.

No need for rigging increases safety and workability. The UQC attaches and detaches loads and tools directly to the crane’s lower block without rigging, entirely hands-free and fully automatic. This automated working method creates a safe environment in which the personnel’s safety is not compromised.

The complex task of - typically manual assisted - (de)rigging can be prepared outside of the critical path of the lifting operation.

Overall, the UQC also improves workability.

Because rigging is no longer needed, the crane fitted with the UQC can optimise available lifting heights and work subsea where traditional equipment encounters difficulties when rigging a load. Active rotation device improves control of load. The UQC is fitted with an active rotation device increasing operational control when attaching the load. It allows rotation of the load to fine-tune its orientation without additional taglines.

This enables the accurate positioning of heavy components as well as wind turbine components with strict bolt pattern tolerances.

Versatile design offers open interface. The UQC connects to the lifting tool with a specific pin.

Any lifting tool fitted with this pin can be used by the UQC. Thanks to its versatile design, the UQC will also be able to hoist existing lifting tools by means of an intermediate lifting eye and pin connection. In case conventional rigging is needed, a traditional hook fitted with the pin can be mounted in the UQC.

Aker BP and Framo combine for protective maintenance In an important step in the modernisation of its Norwegian shelf operations, Aker BP and Framo have entered a long-term maintenance contract for seawater lift pumps where compensation is directly linked to facility uptime.

In 2018, the two companies with technology company Cognite embarked upon a digital pilot project for predictive maintenance of the seawater lift pumps on the Aker BPoperated Ivar Aasen field. The pilot has been a resounding success. The newly signed

maintenance contract covers all the five field centres where Aker BP is operator.

The contract has a duration of six years, with an option for an additional six years and is a continuation of the pilot contract signed by Aker BP, pump supplier Framo and Cognite during ONS in 2018. This marks a milestone as Aker BP and pump supplier Framo are now taking the digital pilot work a step further to a longterm collaboration through Aker BP’s smart contracts which are performance-based model agreements, where compensation is determined by the systems’ reliability and performance.

Since the first smart contract was signed a year and a half ago, large volumes of data have been sent back to the mainland.

This became the start of an entirely new collaboration with Aker BP, Framo and Cognite working together as a joint project team.

Digital dashboards have now been developed based on sensor data from Cognite Data Fusion (CDF) and algorithms from Framo. A dedicated incentive model has been negotiated around these elements. “Basing contract models on real-time data has been uncharted territory,” says Framo Services managing director Trond Petter Abrahamsen.

“With the release of these data flows, Framo has been able to predict the condition of equipment, foresee what will happen with the pumps in the future, and in turn plan effective maintenance. Together with Aker BP, we have altered the traditional approach to maintenance. We are now continuing this co-operation into the future and over to other fields.”

Spliethoff contract for KenzKigee Holland’s KenzFigee has been awarded a contract by Spliethoff for the delivery of two pipe handling gantry cranes for their two new build multipurpose DP2 B-type vessels, currently under construction at the Mawei Shipyard.

The two pipe handling gantry cranes are, in close collaboration with Spliethoff, specially developed and designed by KenzFigee to move pipes from a pipe handling platform to a position in the cargo hold and vice versa.

These specially designed electric driven gantry cranes will contain various unique features on a number of specific important areas of operation, among others - a specially

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(Left to right) Arne Hubregtse of Spliethoff and Kenzfigee’s Jan-Pieter Klaver designed anti-sway and semi-automatic movement system enabling the crane to operate unmanned in the cargo hold to further enhance safety and production especially during offshore operations - redundant power supply to improve reliability and availability and a special integrated interface with the hatch cover system to create more loading capacity.

The pipe handling gantry cranes are removable. The two KenzFigee pipe handling gantry cranes will each have a SWL capacity of 140 tonnes, a width of 19.18 m and a weight of 168 tonnes. The length of the cranes is adjustable for handling pipe sections of 12.5, 18 and 25 m and can be configured to handle multiple pipes.

The gantry cranes will be built, assembled and tested at the premises of KenzFigee in Zaandam, the Netherlands, where after they will be disassembled into transportable parts and shipped to the Mawei Shipyard for installation on the B-type vessels in the course of the first quarter in 2021.

Volvo Penta upgrade crew transfer vessel Sweden’s Northern Offshore Services (NOS)’s crew transfer vessel Traveller has undergone a major upgrade which included lengthening, repowering and modernisation. Now powered

by Volvo Penta’s Inboard Propulsion System (IPS) the vessel is already back in service.

The Traveller is a 26 m crew transfer vessel built in Norway for Northern Offshore Services (NOS). This vessel was purpose-built and designed for the offshore wind industry.

However, to facilitate a larger crew transfer and more efficient travel the boat has undergone a huge upgrade.

Offshore- Equipment

The agreement between Aker BP and Yxney Maritime has a one-year duration, with option to extend

The vessel has been lengthened by 6.5 m, the interior has been modernised and the capacity doubled to 24 passengers.

Additionally, she has also been repowered with a Volvo Penta Inboard Performance System (IPS) and a new control system. The physical upgrade took place in Grovfjord Mek Verksted, Norway. However, with travel bans into Norway, the Volvo Penta team had no choice but to support the launch remotely.

“There was no option to postpone the launch,” explains David Kristensson, CEO at NOS. “This vessel was needed. The world may be on lockdown but offshore wind farms provide essential services to many people so we had to keep working.”

The Traveller

Due to travel restrictions into Norway, the Volvo Penta team could not get to Grovfjord Mek Verksted to do the physical installation and launch. However, Richard Johansson, Sales & Application Manager, Marine Nordic and his team – with the help of Norwegian VPS, Harstad Marina AS – succeeded in setting up the new system remotely from Gothenburg.

NOS is not new to the major benefits that the Volvo Penta IPS offers operators. In fact, NOS was one of the pioneer companies who trusted the system, even before Volvo Penta had brought it to the marine commercial market.

Volvo Penta IPS is a complete and integrated propulsion system from the helm station to the propellers, which greatly increases quality

and reliability. The vessel has been fitted with a QUAD installation – four Volvo Penta IPS 900 Q2 props – and a new control system.

Individually steerable Volvo Penta IPS drives are linked to the on-board Joystick Docking function. The joystick makes docking at the offshore wind farm turbines – which is one of the hardest manoeuvres – easier and safer in rough seas. Overall Volvo Penta IPS provides superior handling, performance, fuel consumption, and lower emissions and noise than a traditional inboard shaft installation.

Aker BP contract for Yxney Aker BP has signed an agreement with the Norway’s Yxney Maritime for its Maress cloudbased software solution. Maress will enable Aker BP to get a detailed insight into the fuel consumption and emissions from the fleet of advanced offshore vessels operating on the Norwegian Shelf. The Maress software provides a foundation for making informed and data-driven decisions on how to decarbonise operations.

“Aker BP is actively pursuing initiatives to optimise energy consumption and to reduce the

Volume 17 Issue 5 – Page 63

Offshore- Equipment

Multi-year maintenance strategies for offshore assets that remain on station for long periods are a constant and often costly challenge carbon emission intensity from our operations.

We have a close co-operation with some of the very best and most energy efficient vessel owners out there,” says Gunn Elin Hellegaard VP for Logistics & Marine in Aker BP. “Our ambition is that Maress will strengthen this collaboration even further and enable us to shave off several additional percentage points in the fuel consumption of the fleet that we charter. The environmental potential of this is significant. Energy-efficient operations are in the interest of everyone involved, and is core to Aker BP´s strategy. This will also be an important tool to drive improvement and enable full effect of the performance incentivised contacts with our Strategic Partners for Platform Supply Vessels.

For a company such as Aker BP who is chartering vessels from a range of vessel owners, it can be a big task to gather and structure fuel and emission data. Maress solves this by connecting to available data streams from vessel hardware, and makes the data comparable across vessels, segments, or specific parts of the operations. At its core Maress is a tool that creates transparency and aligns the sustainability efforts of energy companies and vessel owners.

Aker BP will be able to use Maress to closely follow the efficiency development of single vessels and the chartered fleet as a whole.

In addition to creating a solid foundation for deciding what fuel saving initiatives to deploy, it will also be possible to evaluate the direct savings from specific initiatives such as the installation of a battery system on a vessel.

Cost-cutting strategy for offshore asset repair Oslo-based offshore sector analyst, Rystad Energy, recently predicted a dire spell for asset owners and operators in the floating energy sector. Against today’s oil price backdrop, the net present value of oil in the ground, particularly for offshore reserves that are past their peak, could well be negative, Rystad said, adding that this would inevitably threaten the profitability of many FPSO assets and possibly lead to the early closure of some non-profitable oil fields.

Following the 2014-15 oil price collapse, offshore operators already adopted a range of measures to cut overheads and reduce operating costs, with the result that for many producers, crude oil breakeven costs have fallen substantially since then. However, with Brent crude back down in the low $40s and West Texas Intermediate barely nudging $40, cost control has once again become the key focus.

Multi-year maintenance strategies for offshore assets that remain on station for long periods are a constant and often costly challenge. FPSO conversions based on the hulls of existing tankers, some of them elderly single-hull units even before the modification, can present a particular headache. Recent advances in offshore oil production technology, including enhanced oil recovery, can also mean

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that such assets remain on station – often in hostile weather conditions – significantly longer than originally intended.

Weather windows are frequently narrow in some offshore regions, notably in the North Sea and the Gulf of Mexico where conditions are notoriously unpredictable and can change in a matter of minutes. For any type of underwater steel repair, a traditional crop-and-renew procedure is often fraught with uncertainty and can mean long periods of standby for both repair personnel, divers on high day rates, and expensive assets including a diving support vessel.

However, UK-based SPS Technology, which has undertaken a wide range of offshore asset repairs and upgrades in situ, believes that in many cases it can offer far cheaper and more effective repairs. The company’s patented, composite, permanent structural repair system comprises two sheets of metal bonded with a solid polyurethane core and is class-approved for shipping and offshore applications. It is widely used in other sectors including bridge construction and refurbishment, light, loadbearing flooring in high-rise structures and the building and maintenance of sports stadia and arenas.

SPS Technology’s Business Manager, Ian Nash, says that for some offshore asset repairs, the repair system can cost less than a tenth of a traditional crop-and-renew procedure that is typically used on a fixed location asset such as an FPSO or oil platform. And he has the figures to prove it. Furthermore, the material itself has a range of benefits over conventional steel, notably that SPS repairs can be carried out without any hotwork and the result will last longer than the asset itself.

Nash recently revealed the results of analysis undertaken relating to a potential in-situ hull repairs on-board a single-skin FPSO. A one-square-metre area of severely pitted bottom shell plate required attention and/or renewal. The options were to use divers and a cofferdam, a process that depends on the weather, or to carry out a permanent repair using SPS Technology composite.

In cost estimates, the crop-and-renew repair was likely to cost over £500,000, more than 10 times the likely £50,000 cost of the SPS process. Using the composite also offered a range of advantages including speed, safety, no divers or diving support vessel and a permanent repair visible from inside the FPSO. SORJ

Dockgate

by Michael Grey MBE

Hope and Anchor A pub near where I used to live was called the ‘Hope and Anchor’, the significance of which was rather lost to me until I had been at sea some years. The truth of the matter is that when you approach an anchorage, in any sort of ship, you really do anchor in hope. You hope that the ‘quality of the bottom’ will have been accurately depicted on the chart and that it is a decent holding ground in the anticipated Michael Grey weather.

You hope that the weather won’t turn nasty, and the anchor drag and that if this happens, the officer on watch will be sufficiently alert to realise that it has happened. This is often not the case, as there is a temptation to rather relax with the ship no longer under way. Sometimes if the vessel is yawing in wind and tide, it is not immediately obvious that the anchor is no longer doing what it ought.

You hope that if she is indeed dragging, you are able either to weigh anchor and get safely out to sea, drop another anchor or let out more cable, before you end up on a lee shore. With anchor work in such circumstances, it always seems a bit hit and miss and nothing to do with a ship’s anchor windlass ever happens as fast as you would wish. Tension will inevitably be in the air. Is the anchor off the bottom, cable up and down? You hope that it isn’t fouled, and that the engines kick into action when you really need them, and that you can get enough speed on the ship to get clear of the fast approaching shoal or of flying rocks.

Anchoring is in many people’s minds at present, with a far larger proportion of the world’s fleet swinging around their hooks, on account of the dreaded virus and its maritime and commercial ramifications. At least one P&I Club, probably anticipating problems and alert to all the “hopes” about anchoring, has sent out an alert to its members on the need to brush up on their anchoring procedures, not least the need to keep a proper anchor watch and the engines in a state of readiness. Nobody can be unaware of the staggering value of all those cruise ships riding to their anchor during this pandemic.

There were 27 alone in Manila Bay as this was being written.

There are plenty of gruesome reports available of accidents where the hopes of mariners have in fact been dashed. One recent case, illuminated by the UK’s Marine Accident Investigation Branch encapsulates several of the elements - poor holding ground, failure to get under way fast enough, the anchor fouled on a cable, an onshore wind and the ship ending up on the rocks. The last report indicated that the ship was destined for a scrapyard.

There are often other contributing factors to accidents in roadsteads. Charterers or cargo owners have been known to put pressure on inbound bulkers to pump out more ballast than the master would deem safe, either to stay safely at anchor or steer properly under pilotage. Blown about like a very large ping-pong ball, the light ship then drags her anchor out of the sea bed and if

especially unlucky, goes aground. There have been cases where a ship, riding safely at anchor, has been ordered to weigh to come alongside, but in the weather conditions has become fatally out of control in that awful interval between the anchor becoming off the bottom and getting steerage way on the ship with enough room to manoeuvre.

It is interesting to note that the International Association of Independent Tanker Owners (Intertanko) has established a Joint Industry Working Group to look at incidents and accidents involving anchoring and anchoring equipment, with a view to reducing them in future. When you consider the enormous forces involved with the anchoring equipment on-board big ships, when things go wrong there is a lot of scope for serious disaster. That is probably a good, if arguably an overdue, move.

You could argue, perhaps, that after several thousand years of holding a ship in one place by dropping a weight on the bottom and hoping for the best, something more certain and precise might now be appropriate. Are the anchors which are used today on your average merchant ship really fit for purpose? They don’t seem to have changed their designs much for decades, in spite of the huge growth in ship sizes.

It was some years ago on a visit to the Isle of Man, I called in at Bruce Anchors, who were doing a lot of advanced work for the offshore industry, where the demands upon anchoring equipment are arguably a lot greater. They showed me how anchors could be designed to suit the sea bottom in which they were to be used, whether it was sand, or clay, silt or even rock. They used models to demonstrate how an anchor can be constructed to afford the maximum bite and thus hold the greatest weight. I can remember one design that had almost an aerofoil section that would “fly” into the sandy bottom when weight was put on its cable. But I also recall that they found that while the offshore industry, and even navies, were interested in buying their equipment, those operating commercial merchant ships were unimpressed.

Perhaps there were good reasons for this conservatism. There was a lot of money in oil rigs at that time, while margins in commercial shipping were much as they always are. And it is one thing to fasten a semi-submersible to the seabed, a ship is a far more mobile object, which needs a sensible way of stowing the anchors when not in use. These clever anchoring devices clearly needed more radical

Badly positioned anchors will inevitably lead to a chain reaction

Volume 17 Issue 5 – Page 65

Dockgate arrangements. Meanwhile we must just hope that all these ships, riding to their anchors, during this great COVID-19 hiatus, will do so safely.

Boxes on the beach You get a bit blasé about yet another ‘biggest container ship in the world’ and frankly, while the new 23,964 teu HMM Algeciras, a picture of which I have just seen, is obviously enormous, you would be hardpressed to suggest that she was much more spectacular than some of the previous holders of the title. She is pictured carrying the biggest load ever carried on a container ship, with 19,621 teu on-board as she entered Rotterdam, which is, when you think about it, very impressive.

This ship, first of 12 sisters for HMM, is gleaming new, but it is worth considering the matter of wear and tear on her cargo lashing equipment a few years down the line. In the past, if containers fell overboard in heavy weather, it was put down to parametric rolling or boxes with excessive weights in them. But increasingly, coastal states are holding the ships and more notably, their masters, responsible for such incidents and the resultant mess on the beaches and subsequent recovery of the lost cargo.

The Australians had just finished clearing up the detritus of one container stack loss off the coast of New South Wales, which took the best part of a year, when the APL England lost another 50 in a storm in May. No mucking about this time. On arrival in Brisbane the ship was detained, while the master was charged with a variety of offenses ranging from pollution to being in charge of a ship with deficient equipment, the

The massive HMM Algeciras

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inspectors having found that lashing equipment was corroded and worn.

There was an A$22m bond against the ship, which will be used for the clean-up and recovery operations. They know, from harsh experience, that it isn’t a cheap business and the Aussies want the money up front.

So, in a sector that isn’t exactly highly profitable, it is clear that these container losses will no longer be tolerated by coastal states and much more effort is going to be required to ensure that the boxes stay on board between ports, if prosecutions are not to become routine.

Lift off There are far too many fatal accidents involving ships’ elevators, which have become normal installations on vessels with towering superstructures. Mostly it seems to be people tasked with their maintenance who fail to carry out correct procedures and get themselves crushed in lift mechanisms. It also tends to be those on-board ordinary cargo vessels which are the source of these grim statistics, as the multiple and sophisticated installations on-board passenger ships will have specialists looking after them. On most ships, it will be just another thing for the Third Engineer to sort out, if there is no electrician on-board.

Years ago, on a big channel ferry with an old shipmate who commanded her, I asked why we were sweating up about 100 steps on the stairs to the bridge, when there was a perfectly good elevator.

My chum told me that he had never used a ship’s elevator since a very embarrassing incident several years before, when his chief engineer, desperately needed to deal with an emergency in the engine room, had been trapped in the lift.

SORJ

Agents Contact Directory International Association of Shiprepair Agents

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

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

Baltic States

MARINE MARKETING INTERNATIONAL LTD

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

Australia

HEMPSTEAD MARINE SERVICES

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

LITHUANIA, LATVIA, ESTONIA, POLAND, RUSSIA, UKRAINE

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

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

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

Zhoushan Qingdao Dalian

Yiu Lian Dockyards( Zhoushan) Qingdao Beihai DSIC

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

Benelux

ESMA MARINE AGENCIES B.V.

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

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

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

Volume 17 Issue 5 – Page 67

Agents Contact Directory

ADVERTISE WITH US THIS YEAR SORJ

Cyprus

WSR SERVICES LTD

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

• WAROM (China) - Marine & Offshore Lighting Products • Winkong (China) - Afloat, Underwater & Voyage Repairs • Zebec Marine (India) - Design, Engineering & Consulting Solution

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

China

Denmark / Finland

AIMSS V.O.F

Thoornseweg 92, 4854 EH Breda, The Netherlands Tel: +31 76 737 0002 Email: sales@aimss.nl Web: aimss.nl Contacts: Sami Golestanian E: sg@aimss.nl | Mobile: +31 6 28 96 38 48 Onno Kramer E: ok@aimss.nl | Mobile: +31 6 27 28 90 98 Shipyards • ASL Batam (Indonesia) • Asmar - Punta Arenas, Talcahuano & Valparaiso (Chile) • Cammell Laird Birkenhead (UK) • NASCO Group Zhoushan- ZTHI on Changbai Island & NASCO on Ce’zi Island (China) • Oman Drydock Duqm (Oman) • SAS Durban (South Africa) • Tersan Yalova (Turkey) • TNG Veracruz (Mexico) • Unithai Chonburi (Thailand)

A. P. & A. LTD (CHINA)

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

JML SHIPYARD AGENCY

Norra Hamngatan 38, 457 40 Fjällbacka, Sweden Tel: +46 525 310 83 Contact: Jens Larsson, Managing Director Mobile: +46 702 20 37 41 Email: jens@jmlshipyardagency.com Contact: Markus Larsson, Partner Mobile: +46 702 20 37 43 Email: markus@jmlshipyardagency.com

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

Germany

COMBITRADE GMBH Caffamacherreihe 7, 20355 Hamburg, Germany Tel: +49 40 80 80 110 600 Fax: +49 40 80 80 110 699 Email: combitrade@combitrade.de Contact: Andreas Schou (+49 172 453 5135) Eike Lohmann (+49 151 742 30009) Shipyards Represented EUROPE A&P Tyne (UK) A&P Tees (UK) A&P Falmouth (UK) Aviles Shipyard (North of Spain) Desan Shipyard (Turkey) Eiffel Industries Marine (France Atlantic Side) Gibdock (Gibraltar) La Nuova Meccanica Navale Srl (Italy) MTG Dolphin (Bulgaria) Nauta Shipyard (Poland) MIDDLE EAST Heisco (Kuwait) AFRICA Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – (Durban – Capetown – East London) (South Africa) SINGAPORE ST Engineering Marine (Singapore) INDIAN OCEAN Colombo Dockyard (Sri Lanka) FAR EAST CHI Dalian (China) CHI Nantong (China) CHI Shanghai (Changxing + Huajing + Donggou) (China) CHI Zhoushan (China) CHI Guangdong (China) CSSC Guangzhou Huangpu Shipyard (China) Zhoushan Xinya Shipyard, Zhoushan (China) Jinhai Shipyard, Zhoushan (China) Fujian Huadong Shipyard, Fuzhou (China) Beihai Shipyard, Qingdao (China)

CUD, Weihai (China) CSSV Guangxi Shipbuilding, Qingdao (China) CSBC Koahsiung (Taiwan) CSBC Keelung (Taiwan) Mitsubishi Heavy Industries (Japan) Hyundai Mipo Dockyard (Korea) ORIENT SHIPYARD CO. LTD (HQ) Busan & Gwangyang Shipyard (Korea) Sam Kang Shipbuilding & Conversion (Korea) CENTRAL AMERICA Caribbean Drydock (Cuba) Caribbean Dockyard (Trinidad & Tobago) SOUTH AMERICA SIMA, Callao (PERU) Cotecmar, Mamonal (Colombia) Tsakos Industrias Navales (Uruguay) Special Services Edilcom Ou – worldwide (Thickness Measurement, Flying Squad), Entirely Shipping & Trading - Romania (afloat voyage repair/main engine overhaul), Marine Technical Services (MTS) - worldwide (Port Repair, Voyage Repair), Marcontrel – worldwide (Port Repair, Voyage Repair and Electric Cargo Crane Automation), Marship (afloat repair with own berth/voyage repair in European ports/yards), STEP Consolidated – workshops in Brazil, Portugal and South Africa(Port Repair, Voyage Repair incl Flying Squads) M.M. Shipping - Whole Indian Coast (port/voyage repair/spares supply) Seagull Marine – SE Asia (Port Repair, Voyage Repair, specialised in PBCT propeller), Kwang-Youn-Gi Engineering Co. Ltd – Taiwan (Repair workshop with flying squad), Alnmaritec (Aluminium-Workboats), Port Marine Contractors (PTY) LTD – South Africa (Port Repair, Voyage Repair), Pasras - Balboa (port repair, specialised in ship’s automation / main engine remote & safety) Pro Nautas. Leer (Germany) (nautical equipment, SAT communication & IT on board) Loewe Marine, Bremen (Germany) (newbuilding & repair, rudder & stearing gear, ECO design) Bacviet, Haiphong (Taiwan) (port and voyage repair incl spare parts) New Hai An Marine Engineering, Shenzhen (China) (port repair, afloat incl steel renewal, piping & electrical repairs & tank cleaning) Shanghai Marine Technology (China) (specialized in port repair, voyage repair) Hatchtec Marine Service, Shanghai (China) (specialized in hatch cover/deck crane/windless/winch/roro/grab) Boilerman International Service, Shanghai (China) (boiler repair/heat exchangers) Kingfisher Marine Service, Shanghai (China) (supply & general service, supervision & engineering) SeaTec Ship Service, Shanghai (China) (3d-scan, project design, service repair, maintenance, supervision, engines, boilers) worldwide diver support and port repairs

GERMANIA SHIPYARD AGENCY GMBH

Schauenburgerstr. 35, 20095 Hamburg, Germany Tel: +49 40 300 877 99 Fax: +49 40 303 826 07 Email: germania@shipyard-agency.de Web: www.shipyard-agency.com Contacts: Christof Gross, Eliane Tietz, Oliver Kirmse Shipyards North America/Central America/Caribbean Chantier Davie Canada Inc. Quebec ,Canada Detyens Shipyard Charleston,USA MEC Repairs, S.A., Panama Seaspan Vancouver Drydock, Canada Seaspan Victoria Shipyards Company Ltd, Canada TNG Talleres Navales del Golfo, Veracruz Mexico South America

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 68 – www.shipandoffshorerepair.com

Agents Contact Directory SPI Astilleros S.A.; Argentina Far East DSIC Changxingdao Shipyard Co., Ltd. Dalian Huarun Dadong Dockyard Co.,Ltd, China PaxOcean Engineering Zhoushan Co Ltd, China PaxOcean Shipyard Pte. Ltd, Singapore PaxOcean Asia – Pertama, Indonesia Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd, China Yiu Lian Dockyards Limited, Hongkong Yiu Lian Dockyards (Shekou) Limited, China Zhoushan IMC YY Shipyard Persian Gulf Drydocks World – Dubai LLC, UAE Med/Black Sea Bulyard Shipbuilding Industry EAD, Bulgaria Carell S.A., Greece Chantier Naval de Marseille, France San Giorgio del Porto Genoa, Italy Sefine Shipyard, Turkey Europe Atlantic/Baltic Astander, Santander, Spain Astican, Gran Canaria, Spain Baltyard, Gdynia Bredo Dockgesellschaft mbH, Germany Blohm+Voss B.V. & Co. KG Harland&Wolff HI. Belfast, UK HSOG LTD. UK Oresund Drydocks, Sweden Pregol Shipyard Kaliningrad Afloat Companies Bludworth Marine, USA BMT Repairs, Spain Drydocks World Global Offshore Services, UAE DSK Co., Ltd Korea, afloat repairs, engine service, drydocking Greentec Marine Engineering Co., Ltd; Turnkey installation, design or supervision for BWTS and Scrubber HON Marine, Malaysia Longkong Marine Engineering Co., Ltd, China Oceantrans Marine Services Co. Ltd, China Offshore Inland Marine & Oilfield, LLC, USA On Site Alignment, Supervision for Alignment and shaft works MarineService Hirthals A.S., Denmark Metalock Brasil ROG Rotterdam Offshore Group, Netherlands Subsea Global Solutions Halifax, Canada Subsea Global Solutions Vancouver, Canada Subsea Global Solutions Miami, USA Subsea Global Solutions Los Angeles, USA Subsea Global Solutions Seattle, USA Subsea Global Solutions Tampa, USA Subsea Global Solutions Houston, USA Subsea Global Solutions Panama Subsea Global Solutions Curacao Netherlands Antilles Subsea Global Solutions, Trinidad and Tobago Trident BV. Netherlands Trident Italia Trident Malta Trident Spain Trident UAE UMA Marine Group, India VICUS DESARROLLOS TECNOLOGICOS S.L., shipdesign and performance upgrades Spares and Equipment Brightsun Marine Pte. Ltd, Singapore LAB S.A., scrubber maker SunRui Marine Environment Engineering Company, China Senda Shipping Engineering & Service Ltd, China

Greece

A. P. & A. LTD (GREECE)

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

T J GIAVRIDIS MARINE SERVICES CO LTD 1 Kanari Str. & 79 Akti Miaouli 18537, Piraeus, Tel: (0030) 210-4516 195, (0030) 210-4180 593 Fax: (0030) 210-4182 432 Email: info@giavridisgroup.gr Web: www.giavridisgroup.gr Contact: Mr John Giavridis Mobile: +00306936201988 Contact: Mr Nikolaos Giavridis Mobile: +00306936766165 List of Shipyards and Ship Repairers Represented AFRICA Elgin Brown & Hamer Pty. Ltd - Durban (South Africa) Elgin Brown & Hamer Pty. Ltd. - Capetown (South Africa) Namibia Drydock & Ship Repair (Pty.) Ltd. - Walvis Bay (Namibia) AMERICAS Breakwater International (U.S.A.) Detyens Shipyard (U.S.A) Offshore Inland (U.S.A.) Marine Hydraulics International (U.S.A.) Talleres Industriales S.A. (Panama) Proios S.A. (Argentina) Tandanor Shipyard (Argentina) Vancouver Drydock Co. - SEASPAN GROUP (Canada) Vancouver Shipyards Co. Ltd. - SEASPAN GROUP (Canada) Victoria Shipyards Co. Ltd. - SEASPAN GROUP (Canada) ASIA Cosco Shipping Heavy Industry Group (China) Cosco Shipping Heavy Industry Dalian Shipyard Cosco Shipping Heavy Industry Zhoushan Shipyard Cosco Shipping Heavy Industry Shanghai Shipyard Cosco Shipping Heavy Industry Nantong Shipyard Cosco Shipping Heavy Industry Guangdong Shipyard Cosco Total Automation Co. Ltd. Keppel Offshore & Marine Group (Singapore) Keppel Shipyard Ltd. - Benoi (Singapore) Keppel Shipyard Ltd. - Gul (Singapore) Keppel Shipyard Ltd. - Tuas (Singapore) Keppel Philippines Marine Inc. Keppel Subic Shipyard & Engineering (Philippines) Keppel Batangas Shipyard (Philippines)

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

RESOLUTE MARITIME SERVICES INC. 233, Syngrou Avenue, 171 21 N. Smyrni, Athens - Greece Tel: +30 211 182 9000 or +30 211 182 8991 Fax: +30 211 182 9002 Email: main@resolute.gr Web: www.resolute.gr Contact: Alex Scaramangas & Nikos Pappas Principals Asry (Bahrain) Dakarnave (Senegal) Lisnave (Portugal) Gemak/TGE Shipyards (Turkey) CAPPS International UK Co-operation with Ciramar (Dominican Republic) CL Marine - Caribbean Dockyard (Trinidad and Tobago) Dalian Daeyang Shipyard (China) Daishan Haizhou Shipyard (China) Fujian Huadong Shipyard (China) Signal Ship Repair (Mobile, Alabama, US Gulf

WSR SERVICES LTD 4, Kifisias Avenue, 1st Floor, 15125, Marousi Tel: +3021 0428 2552

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

SEADOCK MARINE AGENCIES LTD

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

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Agents Contact Directory N-Kom Paxocean Engineering Zhoushan

Italy

CAMBIASO RISSO SERVICES SAM

BANCHERO COSTA & C.

Agenzia Marittima S.p.A., 2 Via Pammatone, 16121 Genoa, Italy Tel: +39 010 5631 626/629/634 Fax: +39 010 5631 602 Email: shipyard@bcagy.it Web: www.bancosta.it Contact: Fabio Bertolini Mobile: +39 335 8078217 Contact: Daniele Perotti Mobile: +39 335 7366801 Contact: Giovanna Ximone Mobile: +39 335 7366802 Companies Represented Ardent Salvage (The Netherlands) Asaba shipyard (Equatorial Guinea) Astilleros Cernaval, Algeciras (Spain) Astilleros Mario Lopez, Malaga (Spain) Chengxi Shipyard (China) CMR Tunisie (Tunisia) Colombo Dockyard (Sri Lanka) Cromwell & C. (Argentina) Damen Shiprepair & Conversion •Damen Shiprepair Amsterdam (The Netherlands) •Damen Shiprepair Oranjewerf, Amsterdam (The Netherlands) •Damen Shiprepair Brest (France) •Damen Shipyards Den Helder (The Netherlands) •Damen Shiprepair Dunkerque (France) •Damen Shiprepair Harlingen (The Netherlands) •Damen Oskarshamnsvarvet (Sweden) •Damen Shiprepair Van Brink Rotterdam (The Netherlands) •Damen Shiprepair Rotterdam (The Netherlands) •Damen Shiprepair Vlissingen (The Netherlands) •Damen Shipyards Sharjah-Albwardy Marine Engineering (UAE) • Damen Curacao shipyard • Damen Mangalia (former Daewoo Mangalia) • Damen Verolme (former Keppel Verolme) DIANCA Astilleros (Venezuela) EST Engineering Ship Technology (Singapore) Gemak Shipyard (Turkey) General Naval Control (Italy) Guangzhou Dengtai Shipyard (China) Hyundai Mipo Dockyard (South Korea) Hyundai Vinashin Shipyard (Vietnam) Ibercisa (Spanish winches and deck machinery producer) Komas-Korean Maritime Repairs Service (South Korea) Malaysia Marine & Heavy Engineering (Malaysia) MSR Gryfia Shiprepair Yard (Poland) Pregol Shiprepair Yard - Kaliningrad (Russian Federation) Qingdao Beihai Shipyard (China) Riga Shipyard (Latvia) Sasebo Heavy Industries (Japan) Shanghai Shipyard (China) Sociber (Chile) SYM (Barcelona, Spain - Santo Domingo, Dominican Republic) ST Marine Underwater Shipcare, Singapore, Zhoushan Xinya Shipyard (China)

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

STUDIO TECNICO LONOCE

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

Page 70 – www.shipandoffshorerepair.com

Monaco

VICTORIA MARITIME SERVICES CAMBIASO RISSO SERVICES SAM

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

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

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

The Netherlands

ESMA MARINE AGENCIES B.V.

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

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

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

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

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

AIMSS V.O.F

Thoornseweg 92, 4854 EH Breda, The Netherlands Tel: +31 76 737 0002 Email: sales@aimss.nl Web: aimss.nl Contacts: Sami Golestanian E: sg@aimss.nl | Mobile: +31 6 28 96 38 48 Onno Kramer E: ok@aimss.nl | Mobile: +31 6 27 28 90 98 Shipyards • ASL Batam (Indonesia) • Asmar - Punta Arenas, Talcahuano & Valparaiso (Chile) • Cammell Laird Birkenhead (UK) • NASCO Group Zhoushan- ZTHI on Changbai Island & NASCO on Ce’zi Island (China) • Oman Drydock Duqm (Oman) • SAS Durban (South Africa) • Tersan Yalova (Turkey) • TNG Veracruz (Mexico) • Unithai Chonburi (Thailand) Marine Services • Diamond Ship (Taiwan) - Shop Stores Supply • General Shipping (Greece) - Tank Coating, Docking Services & Turnkey Projects • Index-Cool (Singapore) - A/C & Refrigeration Plants & HVAC Turnkey Solutions • Nico International (UAE) - Afloat, Underwater & Voyage Repairs • PBM (Croatia) - Governors & ME Services, Woodward Parts & Services • PMS (Panama) - Afloat, Underwater & Voyage Repairs • Riding Team (Romania & Bulgaria) - Supply of Qualified Welders, Fitters, Technicians, Electricians etc.

• WAROM (China) - Marine & Offshore Lighting Products • Winkong (China) - Afloat, Underwater & Voyage Repairs • Zebec Marine (India) - Design, Engineering & Consulting Solution

ADVERTISE WITH US THIS YEAR SORJ

Email: tom.lindstrom@lmagency.no Contact: Tom E. Lindstrøm Shipyards Represented Sembcorp Marine Ltd Repairs & Upgrade, Singapore Admiralty Yard Tuas Boulevard Yard Benoi Yard Tuas Road Yard Sembcorp Marine Kakinada, India Fincantieri, Italy Oceanus Marine, Malta

ADVERTISE WITH US THIS YEAR SORJ

ULRIK QVALE & PARTNERS AS

Norway

JML SHIPYARD AGENCY

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

LINDSTRØM MARINE AGENCIES AS

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

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

Poland

A. P & A. POLAND LTD

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

Volume 17 Issue 5 – Page 71

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

Russia

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

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

SYM - afloat repairs & marine services.

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

Singapore

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

Sweden

JML SHIPYARD AGENCY

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

Switzerland

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

Page 72 – www.shipandoffshorerepair.com

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

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

Turkey

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

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

U.A.E

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

• WAROM (China) - Marine & Offshore Lighting Products • Winkong (China) - Afloat, Underwater & Voyage Repairs • Wortelboer (The Netherlands) - Anchors & Chain Cables • Zebec Marine (India) - Design, Engineering & Consulting Solutions

WSR SERVICES LTD

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

United Kingdom

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

AIMSS GROUP LTD

71-75 Shelton Street, London, WC2H 9FD, United Kingdom Tel: +44 20 3488 5528 Email: sales@aimss.co.uk Web: aimss.co.uk Contacts: Sami Golestanian E sg@aimss.co.uk | M +44 74 72 40 40 21 Onno Kramer E ok@aimss.co.uk | M +44 74 75 542 642 Shipyards:

CALVEY MARINE LIMITED

Broomers Barn, Merrywood Lane, Storrington, West Sussex RH20 3HD, United Kingdom Tel: +44 (0) 1903 748860 Fax: +44 (0) 1903 743390 Email: calvey@calveymarine.co.uk

Web: www.calveymarine.co.uk Contact: Steven Black Mobile: +44 (0) 7885 217869 Contact: Suzanne Black Mobile: +44 (0) 7867 785957 Companies Represented AMI Exchangers (Hartlepool) Beihai Shipyard (Qingdao) Beihai Lifeboats (Qingdao) Bredo Shipyards, (Germany) Brightsun Group (Singapore) ` Cassar Ship Repair (Malta) Chengxi Shipyard (Jiangyin) Chengxi Shipyard (Xinrong) Changxing Shipyard (Shanghai) CHI Shipyards (China) Ciramar Shipyard (Dominican Republic) Davie Shipyard (Quebec) Diesel Marine International (Worldwide) Drydocks World Dubai (UAE) Drydocks World Dubai Global Offshore Services (UAE) Fujian Shipyard – Huadong Guangzhou Wenchong Dockyard Greens Power (UK) JinHai Shipyard (Zhoushan) Co.,Ltd.China Lisnave Shipyard (Portugal) Nauta Shiprepair (Gdynia, Poland) North East Ship Repair, (Boston) North East Ship Repair (Philadelphia) Offshore Inland Marine & Oilfield Services (Alabama, USA) Pan Asia Company Ltd, South Korea PaxOcean Graha (Indonesia) PaxOcean Nanindah (Indonesia) PaxOcean Offshore Zhuhai PaxOcean Pertama (Indonesia) PaxOcean Shipyard Zhoushan PaxOcean Singapore Professional Manpower Supply (Panama) Shanhaiguan Shipyard (North China) Seatec Repair Services – (Worldwide) Tersan Shipyard – (Tuzla, Yalova) UMC International, (Worldwide) Vancouver Shipyard - (Vancouver) Victoria Shipyard – (Victoria) Viktor Lenac Shipyard (Croatia) Worldwide Underwater Services Yiu Lian Dockyards (Hong Kong) Yiu Lian Dockyards (Shekou) Yiu Lian Dockyards, Zhoushan, China Young & Cunningham Valves (North Shield)

ENCOMPASS MARINE LIMITED 26 Flour Square, Grimsby, NE Lincs, DN31 3LP, United Kingdom Tel: +44 (0) 1472 245500 Email: services@encompassmarine.com Web: www.encompassmarine.com Contacts: David Maitland, Jon Thompson Diving & Marine: Kathryn Ridley, Alan Jagger Shipyards Represented ART (Tuzla, Turkey) Asaba Shipyard (Malabo, Equatorial Guinea) Besiktas Shipyard (Yalova, Turkey) BLRT Group • Tallinn Shipyard (Tallinn, Estonia) • Turku Repair Yard (Turku, Finland • Western Shipyard (Klaipeda, Lithuania) Cammell Laird Shiprepairers (Merseyside, UK) Chengxi Shipyard (Jaingyin & Xinrong, China) ENA Shipyard (Martinique) Guangzhou Wenchong Dockyard (Guangzhou, China)

Hidramar Shipyards (Canary Isles, Spain) Hidrodinamik Shipyard (Tuzla, Turkey) ISR Repair & Marine Service (Tampa, USA) Keppel Shipyard (Singapore) Keppel Philippines Marine (Philippines) • Keppel Batangas Shipyard (Batangas) • Subic Shipyard (Subic) Orient Shipyards (Busan/ Gwanyang, Korea) Shanhaiguan Shipyard (Qinhuangdao, China) West Sea Viana Shipyard (Viana de Castelo, Portugal) Zhoushan IMC-YongYue Shipyard (Zhoushan, China) Zhoushan Xinya Shipyard (Zhoushan, China) Diving & Marine Service Companies Represented Atlantis Marine Services (Fujairah, UAE) Blay Marine Tech (Spain) Hellenika (Bulgaria) Komas (Korea) KET Marine (The Netherlands) Keyser Technologies (Singapore) Link Instrumentation (UAE & Singapore) Marine Technical Services (Poland) Maritime Shipcleaning Rotterdam Malin International Ship Repair (Texas, USA) Metalock Brasil (Brasil) Metalock Engineering DE (Germany) NARP Ship Repair (Tuzla, Turkey) South Bank Marine Charts (Grimsby, UK) Talleras Industriales (Panama) Techcross BWMS (Korea) Underwater Contractors Spain (Algeciras, Spain) Underwater Shipcare (Singapore) Zener Maritime (Rotterdam, Mumbai, Singapore) Over 200 diving stations worldwide

EMCS INTERNATIONAL LTD

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

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

Volume 17 Issue 5 – Page 73

Agents Contact Directory

ADVERTISE WITH US THIS YEAR SORJ

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

MARINE MARKETING INTERNATIONAL LTD Unit G15 Challenge House Sherwood Drive, Bletchley, Milton Keynes, MK3 6DP, United Kingdom Tel: +44 (0) 1908 378822 Mobile: +44 (0) 7720 074113

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

SHIP REPAIRERS & SHIPBUILDERS LTD

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

United States

L&R MIDLAND INC.

SEADOCK MARINE AGENCIES LTD

123 Minories, London EC3N 1NT, United Kingdom Tel: +44 (0) 20 7680 4000 Fax: +44 (0) 20 7553 0001 Mobile: +44 (0) 77 10 327 004 Email: sales@seadockmarine.com Web: www.seadockmarine.com Contact: George D. Skinitis Companies Represented Emden Dockyard (Emden, Germany) Chalkis Shipyards (Chalkis, Greece) Metalships & Docks (Vigo, Spain) Ozata Shipyard (Yalova, Turkey) Tersan Shipyard (Tuzla - Yalova, Turkey) Navalink Srl, (Constanta, Romania) Ruitai Shipyard (Nantong, China) IMC YY Shipyard (Zhoushan, China) Stonestar Shipyard (Weihai, China) Hankook Made (Mokpo, Korea) TurboTechnik GmbH & Co. KG (Wilhelmshaven, Germany) Dynamic Co. (Piraeus, Greece) Bulyard (Varna, Bulgaria) Astilleros Cernaval (Algeciras, Spain)

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

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

SIMPLEX AMERICAS LLC

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

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

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

Volume 17 Issue 5 – Page 75

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