T&T SHIPBUILDER & REPAIR NEWS ISSUE #030 – MARCH 2010.
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T&T SHIPBUILDING & REPAIR (S&R) CLUSTER
Diversifying our Economy, one Ship at a time©... Hello S&R Stakeholders, T&T Shipbuilding and Repair News now available on ISSUU.COM To read your favorite issues of T&T SHIPBUILDER & REPAIR NEWS, we are pleased to announce that our monthly publications are also available for online viewing and download on our website: www.issuu.com/shipbuildingandrepair/ T&T Coast Guard Ship featured in Maritime Reporter and Engineering News The March 2010 issue of the world’s leading maritime publication Maritime Reporter and Engineering News features a cover photograph of one of six 30 meter Fast Patrol Vessel (FPV) in action. The six vessel fleet was recently delivered by Austal Shipyards to the T&T Coast Guard. To view the March 2010 issue online, please click the following link: http://dwp.marinelink.com/pubs/nwm/mr/201003/ For over 65 years, Maritime Reporter and Engineering News has provided coverage of the global maritime industry to a readership of over 38,094 decision makers. T&T Shipbuilder and Repair News and Website Link on WWW.INVESTTNT.COM The familiar ‘WE ARE NEXT’ website operated by the Evolving TecKnologies and Enterprise Development Company (eTecK), which is an investment promotion agency of the Ministry of Trade & Industry’s Investment Directorate, Government of Trinidad and Tobago (GORTT) now features our latest monthly maritime issues together with a convenient S&R Cluster website link. To visit their comprehensive website, please click the following link: www.investtnt.com/ We wish you and your family a Happy Easter! Sincerely, T&T Shipbuilding and Repair Cluster. Wilfred de Gannes. Deputy Leader.
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T&T SHIPBUILDER & REPAIR NEWS ISSUE #030 – MARCH 2010.
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I WANT TO BE A NAVAL ARCHITECT Naval architecture might be described as the science of ship design and can offer a career of fascinating challenge to well educated and motivated young people. There are, after all, some 90,000 seagoing ships in the world and somebody had to design them. Countless numbers of smaller craft engaged in fishing, or in the leisure sector. Each has been the subject of a careful design process so that it ends up “fit for purpose”. Worth remembering too the remorseless hostility of the sea, which requires very different design criteria than is needed for structures being built on shore.
Ship design for Platform Supply Vessels. Image courtesy Rolls Royce.
Naval architecture is itself a blend of many different talents. Its roots are in the old shipwrights, who took trees and out of their wood created seaworthy ships. They would rely on experience and a good eye, but today’s naval architects have a whole panoply of scientific knowledge behind them. They need marine and structural engineering skills, they require to be very computer literate and with a strong grounding in mathematics and physics. And because ship design is a practical and intensely commercial field, they will need to have a broad understanding of the economic and financial background that governs all technical decision making in the maritime industry. They must also be aware of the power of the sea. Every ship might be thought of as a “federation” of systems which keep it afloat, propel it through the water, provide habitability for those aboard and space for the cargo or passengers which earn its living. The naval architect must be capable of making the delicate compromises between these systems to provide the optimum blend.
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There are a number of routes into naval architecture. One of the traditional paths is from the shipyard drawing office, where gradually professional qualifications can be gained at night school and part-time study, alongside practical experience in the shipyard. There are in many countries full-time naval architecture courses at higher education institutions where, for instance, the student will spend the third year of a four year course in an industrial placement. Professional standing will of course come only with a combination of qualifications and experience.
NUPAS-CADMATIC 3D ship design & engineering software.
The opportunities for qualified naval architects are many and varied. Shipbuilders and independent design consultancies rely heavily on their professional skills. Classification societies employ large numbers of them, while ship operators and managers, shiprepairers and navies, need their technological expertise. Many have gone on to build their professional careers in management and some have the satisfaction of having designed amazing ships. Naval architecture is a profession that never stands still, is constantly looking for new technical solutions, exploring new techniques and materials, and seeking solutions to all the shipping industry’s challenges. ********************
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T&T SHIPBUILDER & REPAIR NEWS ISSUE #030 – MARCH 2010.
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WÄRTSILÄ AND SAMSUNG HEAVY INDUSTRIES SIGN CO-OPERATION AGREEMENT TO FOR ENVIRONMENTALLY GAS-FUELLED SHIPS Wärtsilä and Samsung Heavy Industries (SHI) have signed a co-operation agreement to develop gas-fuelled merchant vessels. The intention is to jointly develop nextgeneration ships with efficient and competitive propulsion machinery concepts that meet or exceed the demands of future environmental regulations.
Fuel flexibility enables owners and operators to opt for the most suitable fuel, taking account local environmental restrictions, fuel price variations, and fuel bunkering availability.
The focus of the Wärtsilä/SHI joint study will be on utilizing liquefied natural gas (LNG) as fuel for operating vessels. This is especially relevant in Emission Control Areas (ECAs). Wärtsilä’s input will be related to the propulsion machinery, with particular reference to large bore, dualfuel engines combined with mechanical propulsion solutions. SHI will concentrate on the design of highly efficient vessels incorporating fuel storage facilities and gas-powered propulsion machinery. Merchant vessels to be evaluated include crude oil tankers, for which both optimum propulsion concepts and the performance benefits achieved using LNG as fuel, will be assessed.
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"Compared to conventional engines running on heavy fuel oil (HFO), Wärtsilä’s dualfuel engine technology offers 20–25% lower CO2 emissions, 90% lower NOx emissions and almost negligible SOx and particulate emissions,” says Mr Jaakko Eskola, Group Vice President, Wärtsilä Ship Power. “We are the market leader in dual-fuel engine technology and deliveries, and our engine portfolio covers the majority of merchant vessel propulsion needs. In gas mode, our dual-fuel engines already comply with the IMO’s Tier III regulations which come into force in 2016.” For many decades, engines running on HFO have been, and still are, the market standard for propulsion and electric power generation in merchant vessels. While HFO represents the cheapest available source of primary energy, future environmental regulations will require technologies with lower levels of emissions. ECAs, wherein emissions of NOx, SOx and particulates by marine engines will be regulated, have been announced under IMO Tier III, and the number of ECAs in different regions of the world is expected to rise. Increasingly tough environmental regulations will open up opportunities for new solutions incorporating cost-efficient technology, and this could trigger a substantial shift towards gaspowered dual-fuel vessels. The need to invest in emissions-abatement technology will make the use of liquid fuels increasingly expensive in the future. From a price perspective, LNG is already competitive with liquid fuels, but further investment in the supply chain is necessary to encourage widespread use in the shipping industry. SHI will be developing a highly efficient and environmentally friendly gas-fuelled ship with a new hull form and propulsion systems. It will include a fuel gas storage and supply system, known as Samsung FuGaS. As well as identifying the major vessel parameters, SHI will provide input for the specifications regarding the propulsion system and fuel storage and handling systems, in addition to assisting with economic evaluations. “We have delivered hundreds of vessels from virtually every ship category to customers worldwide, and we lead the industry in both the number of ships built and dock turnover time, a key measure of efficiency,” says K. S. Lee (Vice President, Project Planning Team at SHI ). “We are also the leader in constructing next-generation LNG vessels using dual-fuel engines, a very fuel-efficient and environmentally-sound solution which requires significant technological expertise. As an advanced shipbuilder for environmentally friendly vessels, we look forward to transferring our competence in LNG technology from LNG carriers to LNG-powered merchant vessels.” ********************
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T&T SHIPBUILDER & REPAIR NEWS ISSUE #030 – MARCH 2010.
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SCHEDULING FLEXIBILITY THROUGH EXTENDED DRY DOCKING A new Extended Dry Docking (EDD) option for container vessel, general cargo ships and multi-purpose dry cargo vessels has been introduced by Germanischer Lloyd (GL) to acknowledge longer lasting coatings. GL offers owners and operators the chance to extend the dry-docking period from five to seven-and-a-half-years. This option provides maximum scheduling flexibility while maintaining the highest standards of quality and safety. Owners who previously would have had to look for an available dry-docking facility each five years can now have their ship inspected at dockside. The new scheme reflects advancements in coating technology, such as self-polishing coatings, which have a longer life and reduce organism growth on hulls. While the Extended Dry Docking offers tremendous flexibility and savings in positioning and docking costs, it also reduces the off-hire times and allows owners to bring additional scheduling options to the table during charter party negotiations. "We are convinced that owners who implement the current technological options, and who maintain a stringent planned maintenance programme, can take advantage without undermining quality or safety," says Mr. Matthias Galle, GL Vice President for Classification and Technical Matters. "Our discussions with the Liberian, Marshall Islands, Antiguan and Singaporean flag states, as well as with the German maritime authority BG Verkehr, formerly SBG (See-Berufsgenossenschaft), indicate that, with some reservations, they are in general agreement on this point." To assure the highest levels of quality and safety, only ships meeting GL's entry requirements are allowed into the programme. These requirements include flag state programme approval and the fitting out of the ship with GL class notation IW (in-water). All ships must have a GLapproved planned maintenance system for the hull (e.g. GL HullManager) as well as for machinery. In addition, the ship must be fitted with a shaft bearing and sealing system of approved design with implementation of regular monitoring procedures. For newbuildings, the hull dry film thickness must be a minimum of 300Âľm, excluding antifouling, and the ship must be fitted with anodes prepared for seven and a half years and/or have an impressed current system installed and maintained. For fleet in service ships, ballast water tanks must maintain a "good" condition according to IACS Rec. 87, and the vessel must be free of any condition of class concerning underwater parts. In all cases, GL reserves the right to suspend the programme at any time if it is determined that an out-of-water inspection is necessary. In addition, this new scheme only works together with owner, flag state and class. In the case of a change in owner or flag, the EDD approval may be waved and a dry-docking is immediately due/required. The GL EDD programme places great importance on planned hull maintenance, and ships for which a system has already been implemented will require GL approval as a condition of acceptance. For those ships without a planned hull maintenance system, GL Maritime Software offers GL HullManager. The tool supports the management of asset integrity for the
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ship's hull, the implementation of an inspection strategy, the input of thickness measurement results from GL Pegasus, the marking and assessing of findings in 3D, the attachment of photos to the 3D model, the synchronising of onboard and onshore databases, and the planning of repairs. It also offers a variety of ways to present results, using colour coding to indicate problem areas. With GL HullManager, EDD programme participants benefit from detailed knowledge of where and when inspections and repairs must be performed, early warning of degraded hull condition that helps to avoid costly surprises in dry-dock, and an overview of fleet status that allows avoidance of similar problems with sister vessels. For owners and operators with a need for more detailed knowledge of GL's EDD programme, GL Academy offers a half-day seminar for fleet managers and superintendents. During this seminar, programme requirements, criteria and all necessary documentation will be presented in detail, and an example of the complete process from initial application for entry into the programme through to acceptance will be explained. The first training dates will be available in early May of 2010. ***********************
"Vision without execution is hallucination.� - Thomas Edison
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ULSTEIN GROUP – TURNING VISIONS INTO REALITY Ulstein Group started in Ulsteinvik, Norway as a small, family-owned shipyard engaged in ship repair in 1917. Over the years Ulstein Group has evolved into a trendsetter in ship design, shipbuilding and solutions within systems and services.
It all began very modestly in 1917 on the seashore at Naustneset in Ulsteinvik, Norway.
A complete company One of the major differences between Ulstein and most of its competitors is that Ulstein is engaged in the design, construction and production of ships, development of electrical and control systems and shipping. This provides broad technical expertise and the ability to integrate systems so that the needs of ship owners can be met in a satisfactory manner. To participate in the financing of vessels together with their customers is a clearly defined strategy of Ulstein Group. This strategy has been defined to bring new designs and products to the market. The group has received considerable revenues that have established a basis for long-term investments in the group’s development through shipping. A conspicuous characteristic of the Norwegian shipbuilding industry over the last 15-20 years is the fact that the construction of steel hulls has been moved abroad, especially to Poland and Romania. The construction of steel modules at Ulstein’s division at Vanylven, Norway, has declined greatly as a result of this. Despite this, they are still operating in Vanylven, primarily concentrating on superstructures and this makes it possible to start the outfitting and finishing of vessels early at the yard in Ulsteinvik. Own design division In 1999 it was decided that Ulstein Group should develop its own design division. This sounds like a plain and simple plan, but there were certain problems associated with Vickers. Vickers protected themselves by strictly limiting Ulstein Group’s use of ship designs. Ulstein would be allowed to develop ship designs, but not allowed to sell them. Vickers could in this way prevent any competition between them and the other shipbuilders and equipment manufacturers.
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This was an arrangement that would last for five years. Ulstein Group spent a lot of energy during this time on strengthening this division. In 2002 Ulstein Design was spun off into a separate company. They increased their knowledge and expertise and developed new types of ships and building methods during these five years. Ulstein Design became the new brand name. This five-year time limit expired in February 2004. The creation of Ulstein Design has proved to be a profitable investment. They have for example implemented a modular system for designing, outfitting and building ships. This means that they divide the ship into modules. Examples of modules are engine rooms or accommodation modules. In this connection it is important that these modules can be developed in different variants that provide greater flexibility – the design repertoire is greater and a module can also be used across the different sizes and types of ships. In this way the company can save time, increase quality and thereby increase its competitiveness. Revolutionary ship designs The latest development of bows on new ships – the ones that are rounded – is a result of the group’s investment in design. Ships with an X-BOW ® are ships that have attracted a lot of attention in Norway and abroad, both in the offshore and conventional shipping sectors. With the new bow one seeks to reduce the force of the oncoming water: a conventional bow throws the water upwards and forwards, especially during high seas. This results in increased energy consumption and slamming (pounding and hammering by the sea), resulting in vibrations throughout the vessel. The new bow shape slices through the waves in such a way that it eliminates slamming and the fuel consumption is reduced as a result of this. This gives the vessel an added environmental benefit. It also improves the working environment on board since there is a significant reduction in vibrations, noise, movements and the associated acceleration. Principal characteristics - A novel hull shape, with a redistributed foreship volume and substantially reduced flare - A raised foreship, which normally incorporates accommodations - Patented internationally by Ulstein Introducing a new bow Drawing on their decades of ship design experience, Ulstein Group started a design project at the beginning of the new millennium. The challenges experienced when combining wavepiercing technology with foreship were solved by introducing a larger volume distribution – which allows for submersion. A backward-sloping bow slowly emerged on paper. Vision possible Early sketches of a vessel with a backward-sloping bow were presented in an Ulstein Group magazine and ship owner Bourbon Offshore Norway encouraged further work on the concept. This developed into the first design on an anchor handling tug supply vessel (AHTS) ULSTEIN AX104 in 2005. The first vessel of this type, “BOURBON ORCA”, was delivered in Page 12 of 24
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2006 and received a number of awards, including the Norwegian Design Council’s design award, the Engineering Feat of the Year, Offshore Support Journal´s and Skipsrevyen´s “Ship of the Year” Awards, and a nomination for the Seatrade Award. Later versions of ULSTEIN X-BOW ® vessels have also received similar distinctions. Turning vision into reality Some years have passed since the bow concept first was launched in 2005. Positive feedback from users has caused a huge demand, and today over 40 X-BOW ® vessels have been delivered or are under construction around the globe. The bow concept originally was limited to offshore vessels (AHTS, platform supply vessels, offshore construction vessels and seismic vessels), but it has also been introduced into the heavy offshore and short-sea shipping segments. X-BOW ® is patented in Norway (Norwegian Design no. 79215), and is patent pending internationally. TECHNOLOGY
Optimised hull shape The shape of the hull has been minimized with a view to high top speeds, low resistance and reduced fuel consumption. Great emphasis is placed on the crew’s comfort and safety during work and rest periods. Comfort - Elimination of slamming and bow impact - Soft entry in waves - Low acceleration levels - Reduced vibration levels - Available crew rest time increased - Safer workplace due to smoother motions Environment - Significantly more energy efficient shape in waves - Higher transit speed - Reduced power consumption - Improved fuel efficiency - Increased operational time - Increased schedule keeping Page 13 of 24
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Inverted bow - Larger and higher volume distribution - Less spray - Slender hull lines - Safer workplace due to increased protection provided by hull CONCEPT COMPARISON X-BOW® versus conventional bow X-BOW ® is a backward-sloping bow that starts at the extreme front of the vessel. This allows for the sharpest possible bow shape. Result: A continuous and sharp bow shape, which smoothly divides both waves and calm water. Increased volume above and up front allows the vessel to efficiently respond to large waves. A conventional bow has a forward-sloping bow shape that starts at the extreme front of the vessel and drops down and back. The actual start of the bow at the waterline is moved back, and the bow shape at the start of the waterline is less sharp. Result: A bow that pushes the waves down and forward - this absorption of energy slows the vessel. Comparison testing – offshore vessels
Comparison testing of equivalent offshore vessels with the X-BOW® versus a conventional bow. The wave height is 2.8 metres with a wave period of 10.5 seconds and a speed of 15 knots.
The photo to the left shows the X-BOW ® vessel. With a sharp hull shape, there is no spray and there´s a soft entry into the waves. As the waves are parted efficiently, wave energy transfer is minimized. This means that speed losses are reduced. The photo to the right shows the conventional bow vessel. The waves and speed are the same, but there is spray generation, high bow impact and slamming, and a blunt hull shape. The waves are pushed forward, and wave energy is moved against the hull. This makes for greater speed losses.
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Fuel consumption Comparison study of short sea container vessels with X-BOW ® versus a conventional bow in conditions expected in service has been performed. With a design speed of 18 knots, the results show 7-16% fuel reduction, depending on ship speed and sea state. Speed loss in waves With reference to the attainable speed in waves and the speed loss in waves of a vessel with an X-BOW ® compared to a vessel with conventional bow, the trend indicates that the X-BOW ® has a significant speed advantage in sea states most probable on a North Atlantic trade route. Waves in the North Atlantic are expected to be above 2.5 metres 74% of the time, and X-BOW ® vessels have an average improvement of 19% in the 2.5-10.0 metre wave height range. ***********************
WELCOME ABOARD! S&R Newest Stakeholder- Pivot Media Caribbean Limited. Pivot Media Caribbean Limited is the Single Source in the Caribbean for all Nautical Publications, inclusive of IMO, ITU, WHO, ILO and Admiralty Lists, along with essential Manuals and Log Books as required by Ship Owners, Ship Managers, Ship Operators, Flag Administrations and Local Ship Agents. This aim of this locally run company is to provide the Caribbean/ Caricom Maritime Sector with an efficient and knowledgeable provider of Nautical Publications, Signage, Manuals and Log Books as required by the various International and National Rules & Regulations which are considered to be essential accessories for the safe operation of vessels within our Region. Additionally, should Clients require a publication or information not listed on their Web site, they offer a research facility which will locate and provide any other such type of publication or information as required.
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INTERNATIONAL NEWS Wärtsilä and Raytheon Sign Co-operation Agreement - March 25, 2010 Wärtsilä has signed a new agreement with Raytheon Anschütz, a division of Raytheon Co., USA. Raytheon Anschütz is based in Kiel, Germany. The agreement extends the scope of Wärtsilä's offering of integrated system solutions to include navigation systems, which can now be offered by Wärtsilä on a global basis. "The co-operation between Wärtsilä and Raytheon is in line with our strategy of staying at the forefront of systems integration within the marine sector," commented Mr Jaakko Eskola, Group Vice President, Wärtsilä Ship Power. "This close association with Raytheon Anschütz is something that delivers benefits to the global operations of both parties. It gives us the ability to combine our engine and propulsion controls, our alarm and monitoring systems, and the Raytheon Anschütz navigation systems into a seamless integrated package." Wärtsilä intends to make these integrated packages, combining navigation and automation systems, available for all types of vessels. Wärtsilä Services will also, as a result of this agreement, be offering global retrofit possibilities. Raytheon Anschütz will provide their entire range of Integrated Bridge Systems, including Multifunction Displays, Radars, Chart Systems, Conning Display, Gyro Compasses, Autopilots and Steering Controls, Speed Logs, Echosounders, and Communication Systems.
STX Europe signs letter of intent for new shipyard in Brazil - March 15, 2010 To meet the growing market in Brazil, STX Europe will expand its shipbuilding capacity for Offshore & Specialized vessels by setting up a new shipyard. The yard will be located in Fortaleza, in the Ceará state of Brazil. STX Europe entered the Brazilian market ten years ago, and has by continuous effort and excellent cooperation with its local partners PJMR developed a strong position to meet the demanding requirements of the oil and gas industry in Brazil. STX Europe having since acquired the Niteroi shipyard in 2001 successfully delivered more than twenty vessels in the range from platform supply vessels to anchor handling tug supply vessels, ROV and pipe laying construction vessels. The yard has in the last few months received orders for three new advanced PSV offshore vessels, and has now eight vessels in the backlog for delivery up to 2013. To meet the increased demand for building of more complex vessels in Brazil, STX Norway Offshore AS (subsidiary of STX Europe AS) intends together with its Brazilian partner PJMR to invest approx USD 100 million over a period of three years. The project is expected to benefit from domestic financing on favourable terms, supported by governmental resources. The production capacity is estimated to be approx 20.000 tons of steel per year. The total yard area is 320,000 m2. Production start is planned within a two years period. The new shipyard will have about 1,500 employees in addition to subcontractors.
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Baltic Shipwrecks uncovered by Pipeline Probe - March 9, 2010 Previously unknown shipwrecks, some as old as 1,000 years, were discovered in the Baltic Sea on Monday by Russian-led Nord Stream. The probe was surveying the sea bed route the large gas pipeline will take from Russia to the European Union. After using sonar equipment and discovering uneven surfaces along the sea bottom, crews filmed the area and spotted the wrecks. The ships lie outside Sweden's territorial waters but are within its economic zone. 12 shipwrecks were found, nine of them are considered very old, with hulls still in tact. A senior adviser suggested the ships were from the 17th and 18th centuries, even the Middle Ages. The wrecks are not in the set path the pipeline will take, but in the anchor corridor, where the ships laying the pipeline will anchor. Since the ships lie at a depth of 328 feet, there were no plans to recover the wrecks. Over 3,000 shipwrecks have been discovered and mapped in the Baltic, but more than 100,000 are assumed to still be at the bottom. The Baltic Sea is ideal for conserving shipwrecks due to its low temperatures and oxygen levels.
GL Noble Denton Opens Office in Trinidad - March 8, 2010 Technical service provider for the oil and gas industry GL Noble Denton has opened an office in Port of Spain. With upstream and midstream capabilities across the complete asset lifecycle, GL Noble Denton already provides international oil majors, independent operators and E&C companies in the region with technical design, consulting, assurance and execution services. GL Noble Denton is a world class technical service provider for the oil and gas industry. They help to design, build, install and operate oil and gas onshore, as well as maritime and offshore assets to ensure safety, sustainability and superior value.
Acquisition of Freepoint Tug by Statoil and Svitzer Okayed - March 4, 2010 The European Commission granted clearance, on 3 March, to the acquisition of sole control of Freepoint Tug & Towing Services (Bahamas) by Statoil South Riding Point LLC (Norway) and Svitzer Ltd, which is part of the A.P. Moller-Maersk A/S group (Denmark). Statoil South is a provider of oil storage and transshipment services. Svitzer is a provider of towage, salvage and other offshore support services. AP Moller is an international conglomerate, mainly active in maritime transport. Freepoint is a tugboat operator on the island of Grand Bahama.
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MARITIME INDUSTRY WEB LINKS AUSTAL - www.austal.com/ BPTT - www.bp.com/lubricanthome.do?categoryId=970&contentId=7002852 CANTREX ALUMINIUM - www.cantrexaluminium.com/ CATERPILLAR LOCAL DEALERSHIP - www.tracmac.com/ COMPREHENSIVE INSURANCE BROKERS - www.insurance.co.tt/ CONRADO BEACH RESORT LIMITED – www.conradotobago.com/ ENGINE TECH COMPANY LIMITED - www.man-mec.com/ GAC-ALSTONS SHIPPING LIMITED - www.alstonsshipping.com/ LLOYD’S REGISTER - www.lr.org/ MARITIME PRESERVATION LIMITED - www.maritimepreservation.net MINISTRY OF TRADE & INDUSTRY - www.tradeind.gov.tt/ PIVOT MEDIA CARIBBEAN LIMITED - www.pivotcaribbean.com/ PROTEC INTELLIGENCE SERVICES LIMITED - www.protec-tt.com/ SAMSUNG HEAVY INDUSTRIES - www.shi.samsung.co.kr/ T&T SHIPBUILDING & REPAIR WEBSITE - www.tts-r.com/ T&T SHIPBUILDING & REPAIR T&T SHIPBUILDING & REPAIR
- www.flickr.com/photos/ttshipbuildingandrepair/sets/ - www.youtube.com/user/degstt
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THE PHI GROUP - www.phigroup.net TRINIDAD AND TOBAGO COAST GUARD (TTCG) - www.ttdf.mil.tt/ttcg/ WARTSILA - www.wartsila.com/ ULSTEIN GROUP - www.ulsteingroup.com/ ************************ Blue highlighted links indicate additional websites added in this month’s newsletter. Red highlighted links indicate Advertisers for the current issue.
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FOR YOUR INFORMATION
BpTT’s Riley: T&T Oil Bonanza Over Robert Riley, Chairman and Chief Executive Officer, bpTT, has said Trinidad and Tobago’s bonanza is over and the time is now to re-think the future of this country’s gas business and its role in the economy. “We have been talking about true diversification of the economy forever, but we have little to show for all that talk. We cannot let the success of the past get in the way of the future.” To read: “The future of the Gas Business in Trinidad and Tobago – time to rethink” Click: http://www.bp.com/genericarticle.do?categoryId=9031340&contentId=7060974 ************************
CONTACT INFORMATION Mr. Wilfred de Gannes, Deputy Leader, T&T Shipbuilding and Repair Cluster, Post Office Box 2853, Chaguaramas, Trinidad and Tobago. Tel: +1(868) 753-6057 Tel: +1(868) 384-SHIP(7447) Fax:+1(868) 662-6326 Email: degstt@hotmail.com Website: http://www.tts-r.com Trinidad and Tobago Shipbuilder & Repair News is edited by T&T Shipbuilding and Repair Deputy Leader Wilfred de Gannes, and published monthly by the Shipbuilding and Repair Development Company of Trinidad and Tobago Limited. This newsletter is available complimentary via email. © All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise without the prior permission of the publisher. Quotation(s) from the publication is allowable with appropriate credit.
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