volume 13 issue 4 october/november 2015...

SHIP AND OFFSHORE REPAIR JOURNALSORJThe Official Journal of the International Association of Shiprepair Agents

Volume 13 Issue 4 October/November 2015

Volume 12 Issue 6 –

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.

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EDITORAlan Thorpe, A&A Thorpe, Office Suite 3, Enterprise House Kings Road, Canvey Island, Essex SS8 0QY, UK. Telephone: +44 (0)1268 511300 Email: [email protected] EDITORPaul Bartlett Telephone: +44 (0)1844 273960 Email: [email protected] EAST BUREAUContact: Ed Ion Telephone: +65 6222 6375 Mobile: +65 9111 6871 Email: [email protected]

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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.

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6 Repairs/Conversions

12 Shipyards

18 Offshore

23 Services

28 Paints & Coatings

32 Underwater Repairs

34 Scrapping

36 Machinery Repairs

50 Emissions

52 Ballast Water Treatment

54 Southern Europe

67 Norway

70 Chemical tankers

71 Agents

72 Dockgate

71 Agents Contact DirectoryFRON

T CO

VER

WelcomeWelcome to the October/November edition of SORJ (Ship and Offshore Repair Journal). The main section in this issue is Southern Europe, which remains one of the most active shiprepair and conversion areas of the world. This issue also looks at the many developments in the Machinery Repair and Maintenance industry as well as the important areas of Emissions and Ballast Water Treatment. The latest large scale repair projects and the news about shipyards on a world-wide basis is also discussed.

Alan Thorpe

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Odfjell contract for ASRYAs part of Norwegian chemical tanker operator Odfjell’s plans to upgrade the propulsion systems on 19 of its chemical tankers, Bahrain’s ASRY has won the contract to, initially, convert three vessels, with the work being undertaken during scheduled drydockings. Work on the first tanker, the 37,000 dwt Kvaerner-class Bow Clipper, one of 11 sisterships, was undertaken during August. The 49,500 dwt Bow Summer, the first of eight Poland-class vessels, will undergo conversion in October, followed by a second Kvaerner-class tanker Bow Cardinal in November.

The conversions, which involve fitting new energy efficiency propeller blades and rudder bulbs, as well as modifications to main engines, turbochargers and shaft generators, are being undertaken to reduce fuel consumption and emissions by up to 20%/vessel. Initial trials on Odfjell’s 37,000 dwt Kvaerner-class chemical tanker design carried out by model tests at Norway’s Marintek indicated reduced fuel consumption of 15%. Sea trials before and after the conversion of Bow Clipper showed an overall efficiency gain of more than 20% leading the Bergen-headquartered owner to additionally upgrade its eight Poland-class 49,000 dwt vessels.

The propulsion system upgrade was developed by Odfjell in co-operation with MAN Diesel & Turbo, Grenna Motorfabrik and ABB Turbocharging AS. Work includes the retrofitting of the highly efficient Kappel propeller, fairing cones and rudder bulb, shaft generator gearbox and Odfjell determined propulsion settings. Prior to the upgrade the chemical tankers were rated D+ by RightShips energy rating, part

of its Ship Vetting Information Services (SVIS); following conversion this has been upgraded to A+, RightShips highest energy rating, making the tanker on par with the latest eco-design vessels currently being delivered from shipyards, and making the vessels among the most energy efficient chemical tankers in service today.

Helge Olsen, Senior Vice President, Odfjell Management AS, Shipmanagement said that the conversion of the remaining 16 vessels will be completed by 2017. He said, “Shipyards have not yet been decided on for the remaining vessels. Contracting for the remaining vessels will be based on a competitive bidding model and most likely to be split between different yards based on vessel positioning.”

Odfjell has a fleet repair agreement with ASRY, so the Bahrain yard could get more of this work.

Two large contracts for FAYARDThe conversion to LNG power of Furetank Rederi’s 17,557 dwt chemical tanker Fure West has been won by Denmark’s FAYARD, Monkebo. This project, backed by the European Union (EU) and developed with the Zero Vision Tool, will mark the second MaK engine dual fuel retrofit. In 2014, Caterpillar successfully completed the dual fuel engine retrofit conversion on Anthony Veder’s 6,621 dwt LNG tanker Coral Anthelia. The design work has been carried out by Sweden’s FKAB and the engine work is to be carried out by MaK’s Danish supplier – Pon Power. She is expected to be re-delivered by the end of 2015.

The MaK M43 C diesel engine on-board the tanker will be retrofitted to a 7 cylinder M 46 dual fuel unit, with an output of 900 kW/cylinder of rated power. Additionally, Caterpillar is also supplying the complete gas system for the tanker, including bunker stations, two LNG tanks measuring 4.15 m by 24 m and the vaporizer.

With a bore of 460 mm and stroke of 610 mm, the M 46 dual fuel engine was designed for electric drive propulsion systems as well as mechanical propulsion systems. Although designed for unlimited operation on LNG, marine diesel oil and heavy fuel oil, the M 46 DF will reach industry-leading efficiency in gas mode. The M 46 DF was strategically engineered to allow for the retrofitting of current M 43 C engines. Additionally, existing M 32 E engines can be retrofitted to the MaK M 34 DF dual fuel platform.

Meanwhile FAYARD has won the contract

Repairs/conversions

The Bow Clipper in ASRY

The Wind Innovation in FAYARD


Repairs/conversions

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from Holland’s C-bed Floating Hotels to convert the 8,000 dwt offshore jack-up wind installation vessel Wind Innovation to a specialised floating accommodation vessel. She will be ready for operation January 2016.

C-bed Floating Hotels has contracted Wärtsilä to design and engineer the conversion. The vessel’s passenger capacity after the conversion will include 80 single cabins available for charter cabins with an option of 90 beds. All single cabins with its own bath/toilet, internet, TV, desk and wardrobe. The hotel facilities will include info/reception, restaurant, welfare cinema, game room, fitness room, TV lounge, offices, and meeting room.

C-Bed Floating Hotels is a worldwide pioneer within offshore accommodation and project services. C-Bed employs 250 maritime specialists in the Netherlands, Denmark and on-board the vessels at sea. It specialises in offering tailor-made solutions for the benefit of offshore operators across the wind, oil & gas, and construction markets. C-Bed’s highly developed concept allows extensive project, storage, and office facilities at sea and minimises costly daily travel time between shore and offshore installations for the offshore operating staff.

The company has extensive experience

from more than 15 individual offshore accommodation projects during the past six years and the fleet comprises the three vessels: Wind Solution, Wind Ambition and Wind Perfection. All vessels are fully owned by C-bed.

DSD completes craneship projectDuring September, Shanghai Salvage’s 143 m, 18,330 dwt craneship Wei-Li slipped her lines at Damen Shiprepair Dunkerque (DSD) to make the short trip up to Rotterdam after 10 days of maintenance and repairs. The ship required special dock bed arrangements, not least because of the 3,000 t crane mounted on her stern and her unconventional hull form.

A total of 225 blocks were required, along with an additional 56 steel pillars of up to 7 m in length to support the stern. Wooden wedges also had to be added to the lateral blocks to take account of the unusual hull

shape and to ensure complete stability in the drydock.

The scope of work over the 10 day period included, along with the standard work for class survey, blasting and painting the hull and the overhauling of the internal and overboard valves. The scope of the electrical works was extensive given the tight time frame, with a large number of motors removed and transported back to workshop for overhaul before being returned and refitted. The last ones were fitted and tested on the same day of the vessel’s departure.

The starboard propeller blades were also rebuilt. This required re-welding tips onto each of the blades followed by a full polish for both propellers. Six generator coolers were also removed for overhauling, as were their bearings, and some major repairs were made to the accommodation.

Co-operation with the project team from owner Shanghai Salvage was excellent; thanks in part to the assistance of a local Chinese national attending a nearby university who helped smooth the language differences.

“Ensuring that the Wei-Li was properly supported in the drydock was a complex


Repairs/conversions

project in itself,” commented Khalil Benjelloul, head of marketing and sales at DSD. “With all the blocks and pillars, plus the positions of the vessel’s thrusters, it was not easy to position her in the centre line of the dock. Once accomplished, however, the work proceeded smoothly and after 10 days

of hard work around the clock she was on her way again. It was a pleasure to work with Shanghai Salvage and its representatives.”

The Wei-Li was built by Zhenhua Heavy Industries in 2010 and this summer was involved in the installation of the 11,000 t jacket for the Ivar Aasen project in the

Norwegian sector of the North Sea.

Yacht refit for Burgess MarineUK’s Burgess Marine has secured a substantial winter refit on-board Lord Sugar’s new super yacht, Lady A, at its ship lift facility in Portchester, Portsmouth. The vessel (ex Southern Cross III, Emihar Chios and Indian Princess) was built in 1986 in Japan with interior and exterior styling by Jon Bannenberg. She is 55 m loa, with an 11.8 m beam and a 4 m draft.

The vessel arrived in Portsmouth from San Remo on 5 September and after a short layover in the commercial port, docked on Burgess Marine’s 1,000 t capacity Rolls-Royce Syncrolift on 12 September. Burgess Marine’s ship lift is located at Trafalgar Wharf, Portchester.

The planned package of works includes minor structural, mechanical and electrical modifications, and the installation of new Naiad stabilisers. The refit will also include modifications and improvements to both the interior and exterior styling, and a new external paint scheme.

The project is being directly managed by the Owner’s Team with Burgess Marine acting as the primary contractor in partnership with Shemara Refit. Design and naval architecture support is being provided by Houlder.

Simultaneously Burgess Marine is completing refit works on-board the mega-

The Wei-Li in DSD

The Lady A arrives at Porchester

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yacht Tacanuya, in Portchester, and the new build of the eagerly anticipated Glider Yachts prototype.

Offshore the main market at Dales MarineThe 1,433 gt PSV Vos Innovator, operated by Vroon Offshore, drydocked at Dales Marine Aberdeen for general repairs in the first week of August. The fast emergency rescue vessel has two Schottel STP-550 twin prop azimuths and one electric tunnel thruster giving the vessel excellent manoeuvrability. Spending six days at dock in Aberdeen, she received repair and service work to her port and starboard Schottel azimuths and bow thruster. Routine service and maintenance work was completed to her Caterpillar C18 auxiliary engines, followed by a high pressure wash and paint work to the underwater and topsides.

Oceaneering’s 2,257 gt Ocean Victory, a 43 year old survey vessel formerly known as the Denny Tide, was built by Bollinger Gulf Repair and bought by Oceaneering International in 2013. Whilst working North West of the Scottish coast, the vessel experienced propulsion problems and required inspection. On inspection of the vessel’s propulsion tailshafts, Dales Marine found fishing tackle wrapped around the exposed shaft causing damage to its integrity.The vessel’s rudder was lowered free from the hull and the tailshaft was also removed. The owners requested that a new tailshaft be installed, which would be shipped over from Houston. To keep within the drydocking schedule of the next vessel, the Edda Fram, the stern tubes had to be blanked off and the vessel was towed to Dales Marine’s yard in the West Coast of Scotland for docking. The new tailshaft will be inspected and fitted upon receipt from America.

Operated by Vroon Offshore, the 425 dwt rescue response vessel Vos Trader drydocked in Aberdeen for five days in August. Her underwater and topsides were washed and painted and her main switch and distribution boards were serviced and cleaned. Dales Marine also completed service work to the vessels auxiliary engines and completed fresh water tank cleaning and re-chlorination. Both alternators were disconnected and removed for cleaning and stoving.

Forth Estuary Engineering carried out full demobilisation work on Technip’s 7,480 dwt Normand Ranger plough spread. All deck and crash rails were reinstated as the vessel returned

to Solstad. Forth Estuary’s engineers fabricated the Normand Rangers support base and sea fastenings, ready for transporting a 400 t stern A Frame back to Norway on the aft deck.

Forth Estuary carried out mobilisation work on Technip’s 7,617 gt Skandi Achiever for five days in August. Engineers worked around-the-clock to complete the mobilisation of all sea fastenings and the supply of loose steel and equipment. Scaffolders, painters and insulation engineers completed the demobilisation of the vessel in Peterhead, along with repairs to her tank coatings.

The 2,255 gt Fugro Meridian, a survey vessel operated by Fugro Survey, is permanently mobilised and can be rapidly deployed to survey locations worldwide. Dales Marine Leith fitted the vessel with a Kongsberg SDP11 Class 1 DP system, a full suite of analogue and digital geophysical equipment which includes a 6 t A frame, a 20 t hydraulic deep sea trawl winch with 8,000 m of cable and a 3 t hydraulic winch with 1,500 m operating in water depth and clear deck area of 20 m2.

Dales Marine assisted Wärtsilä with the removal of the tailshaft and the hub was stripped in the drydock and brought into the workshop for overhaul. The body of the hub was then sent to Wärtsilä in Glasgow for machining before it was reassembled and ready for refitting. Dales Marine also changed four main breakers in the switchboard with the assistance of ABB.

Dredger refit contract for IHC ServicesHolland’s IHC Services has secured an order for a substantial renovation project for a vessel owned by Huta Marine Works Ltd in Saudi Arabia. Work on the 15,871 kW Huta 14 self-propelled cutter suction dredger (SPCSD) will be carried out by IHC Middle East based in Dubai, and the Service Operations department in The Netherlands.

The renovation involves the replacement of three large diesel engines, and the electrical installation

for the underwater pump drive. Royal IHC is responsible for the engineering of the rebuild, purchase and delivery of the hardware, supervision during the installation and commissioning of the dredger after conversion.

“The vessel, built in 1986, has a total of four engines but one had already been changed by a previous owner,” says Robert Jonk, General Manager of IHC Middle East & India. “Two dredge pump engines are already out of order and require replacements, and the third engine is about to break down. The submerged dredge pump needs to be changed, and the current parts are now obsolete.”

The renovation will bring immediate benefits to Huta Marine Works, which specialises in dredging, marine infrastructure and harbour construction. Based in Jeddah, the company has a fleet of 15 CSDs, of which 12 were delivered by IHC. The new engines and dredge pump drive on the Huta 14 will result in reduced downtime and enhanced efficiency.

“IHC Services was awarded the contract mainly as a result of good communication with Huta Marine Works, and effective cooperation between various departments and units within IHC,” says Robert. “We have supported this customer on a number of other repair projects, and regularly supply spare parts.”

Now the contract is finalised, four members of staff in Dubai will be involved in the project and eight in Kinderdijk, The Netherlands. The hardware will be delivered to Jeddah in Spring 2016, ready for installation.

IHC Services carries out approximately three renovation projects such as this per year. Following the success of this order, Robert and his team believe there will be greater potential for further renovation and upgrading of other CSDs owned by Huta Marine Works.

Repairs/conversions

The Vos Innovator arrives in Aberdeen


Repairs/conversions

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Greek market a success for N-KOMQatar’s Nakilat-Keppel Offshore & Marine (N-KOM), part of Singapore’s Keppel Offshore & Marine, has recently completed two routine drydocking repairs involving Samos Steamship’s 104,649 dwt oil tanker Samos, and Maran Tankers Management’s 306,344 dwt VLCC Maran Castor. Repairs have also recently been completed on-board three of Dynacom Tankers Management’s crude oil tankers, the 149,993 dwt South Sea, the 146,270 dwt Ice Transporter and a new arrival – the 149,999 dwt Eleni.

The yard also completed drydocking and repairs for three new clients - Eurotankers Incorporated’s 99,997 dwt product tanker Europride, SAL Heavy Lift GmbH’s 9,417dwt cargo carrier Annette and Adams Offshore’s 4,247 dwt OSV Rem Poseidon.

Two Euronav Shipmanagement tankers have recently been drydocked in N-KOM. Major repairs and maintenance works were carried out on the 302,624 dwt VLCC Hakone, ex Maersk Hakone, which includes the overhauling of main engine and auxiliaries, installation of a Marine Gas Oil (MGO) line and lifeboat servicing.

Meanwhile the 157,642 dwt tanker Devon is undergoing major overhaul to its main engine and auxiliaries, hull blasting and painting, installation of MGO lines as well as a MEWIS duct.

This is the eighth MEWIS duct installation to be carried out at the shipyard, and have been mainly carried out for Greek tanker clients in the past. Other repairs projects recently in the yard include Bahrain Mineral Company’s 25,300 dwt barge Fatima I and the 908 dwt salvage tug Karar, as well as Qatar Navy’s pilot boat Q44. N-KOM recently received the Most Improved HSE Standards and Culture Award at Shell’s Shipping and Maritime Contractor Awards 2015 held at a ceremony in London. SORJ

Huta Marine’s Huta 14

The Hakone (left) and the Devon in N-KOM


Genting buys into Lloyd WerftGenting Hong Kong, a leading global leisure, entertainment and hospitality enterprise, has entered into an agreement to acquire Lloyd Werft, a shipyard in Bremerhaven, Germany, in a deal that will see the company invest €17.5m for a 50% ownership of the land and 70% of the new build business. Under the terms of the agreement, Genting Hong Kong will complete the acquisition of Lloyd Werft subject to the fulfillment of certain final purchase conditions.

Lloyd Werft board members Rüdiger Pallentin, Carsten J. Haake and Dirk Petersjohann deeply appreciate Genting’s decision to acquire Lloyd Werft and their future newbuilding plans to expand the Crystal cruise line.

“We will use all of our experience and know-how to serve Genting as their loyal and competent partner in building the cruise ships for Crystal Cruises. We are proud to become a family member of the Genting Hong Kong,” says board member Rüdiger Pallentin.

In order to build and facilitate the cruise ships, a considerable investment programme needs to be carried out on the yard premises.

“This is a fantastic day for Lloyd Werft, its staff, partner firms and for the whole region, as with Genting as a shareholder and with its affiliate Crystal as our designated client for building cruise ships and river cruise vessels, the future of our shipyard looks very positive and promising,” says board member Carsten J Haake.

The management recently gave thanks to former shareholders Ehlerding Beteiligung GmbH and BLG Logistics Group AG & Co. KG

and remaining shareholder Dieter Petram for the reliable support in developing Lloyd Werft over the past years.

Lloyd Werft was founded in 1857 and initially focused on the general ship repair

business, moving into the conversion and newbuilding businesses in the 1970s. The yard, situated on 260,000 m2 and comprising of six docks and a 1,600 m pier, has an impressive track record for newbuilding including cruise vessels for Norwegian Cruise Line including Pride of America, Norwegian Sky and Norwegian Sun, mega yachts such as the MY Luna, pipe-laying vessels and merchant ships. Lloyd Werft also completed the conversions of a number of vessels including the Queen Elizabeth 2 for Cunard Line.

New premises for ReimerswaalHolland’s Scheepswerf Reimerswaal, situated in Hansweert, is set to move to a new ‘greenfield’ site in the port of Vlissingen Oost later this year, where it will be able to drydock larger vessels. The company says that its new yard is expected to be fully operational by 2017.

The shipyard has signed a long term lease contract with Zeeland Seaports to develop a shiprepair yard on the site of the former Dartline ro/ro terminal in the Buitenhaven in Vlissingen Oost. Currently Scheepswerf Reimerswaal operates two floating docks (5,600 t lift and 3,300 t lift) and a 120 m repair quay at its Hansweert facility.

Vessels undergoing repair at this yard recently included Stolt Tankers 5,742 dwt oil/chemical tanker Stolt Kestrel and Hays Ships’ 1,967 gt salvage vessel Kommandor Iona (ex SD Salmoor).

Burgess Marine expandsUK’S Burgess Marine has acquired two UK-based shipyards – Marchwood Slipways, Southampton, and Small & Co Marine Engineering, Lowestoft. Burgess has secured a long-term lease from ABP Southampton for the two slipways at the top of Southampton Water which are currently occupied by Marchwood Slipways. The footprint will be renamed Burgess Marine Marchwood and will be under Burgess Marine’s

Bremerhaven’s Lloyd Werft

Reimerswaal’s current yard at Hansweert

Shipyards


Shipyards

management from October 1st 2015. Brian and Rossalyn Chandler, who currently operate the slipways, will be joining the Burgess Marine team.

The facility provides two rolling slips - one of 500 t and one of 1000 t - both slips can support vessels up to 70 m LOA - and 183 m of jetty with berthing. The site offers opportunities for short, medium and long-term storage, ultra-high pressure water blasting washing and open shot blasting.

Burgess Marine will also be providing its ‘standard’ shipyard services to include project management, structural engineering in both steel and aluminium, mechanical engineering, marine grade electrical engineering and hydraulic repairs and renewals. The site will be managed by Karl Kerry who also manages Burgess Marine Portchester’s 1,000 t syncrolift and yard at the top of Portsmouth Harbour.

Some of the yard›s key customers are Red Funnel, Jenkins Marine, Blue Funnel,

Williams Shipping and the Sandbanks Ferry. The site will continue to be managed on a day-to-day basis by Brian Chandler.

Meanwhile, Burgess Marine has completed the acquisition of Small & Co Marine

Engineering, Lowestoft.

The business operates a 76.5 m x 14.5 m drydock and a 70 m lay-by berth strategically located on the East Anglian coast in the ABP-owned and operated Port of Lowestoft. This transaction represents the first acquisition post RJD Partners investment in Burgess Marine in January of this year.

Small & Co employs about 50 full time staff and is a major marine engineering force in the ship repair industry not only in the North Sea and East Anglia, but also further afield across the Thames Estuary and the East Coast. Nicholas Warren, the managing director of Burgess Marine, said, “We’ve been working on this transaction for many, many months and it’s great to finally get it across the line. We’re prepared to make a long-term investment in this business and

in this port. We’re looking for a long-term lease from ABP and we’re looking forward to securing the longevity of the yard, the business and the team that’s “employed here”.

ASRY wins Coast Guard newbuilding orderBahrain’s ASRY has marked the commen- cement of erection of a new Landing Craft being constructed for the Bahrain Coast Guard (BCG) with a keel-laying ceremony.

“As we lay this keel, we are seeing progress on the project continuing on schedule, with over 50% of steel cutting already

completed, and steel panel assembly well

underway,” confirmed ASRY New Construction & Engineering Senior Manager, Sauvir Sarkar, who is overseeing the project. Proceedings also included a tour of the steel production facility and a presentation in which a full progress report was presented to Brigadier Ala Abdulla Seyadi and his team. In the presentation, the interactive communication between ASRY and the BCG was highlighted, as several improvements to the project have already been made as a result of the regular cooperative meetings between the two parties development teams. Lt Col Jahangir Sarwar, BCG’s project manager, also praised the benefits of these fruitful interactions.

The Landing craft, to be delivered in the first half of 2016, marks ASRY’s first newbuild contract since launching the New Construction & Engineering division, which is tasked with growing the new construction programme at the yard. It will be approximately 34.5 m in overall length, with two 500 Kilo watt engines, having a top speed of 10 knots and cargo deck capacity of 40 tonnes. ASRY already has experience in the new construction sector having built offshore support vessels, ASD tugs and power barges.

Cammell Laird wins Polar Research vessel contractThe UK Government has announced that Birkenhead’s Cammell Laird has been selected as the preferred bidder to build a state-of-the-art £200m polar research ship that will maintain the UK’s position firmly at the forefront of climate and ocean research. The decision follows a 12-month competitive tender process that involved bids from companies in the UK, Europe and the Far East. The winning project will secure jobs and apprenticeships and provide

The graving dock at Small & Co, Lowestoft

The Marchwood facility in Southampton

ASRY’s new landing craft


a significant economic boost to Merseyside. The shipyard is expected to cut steel in autumn 2016 and deliver the next generation polar research vessel ready for operation by 2019.

Cammell Laird Chief Executive John Syvret said, “The new contract, which will be finalised later this year, is expected to secure 400 jobs at Cammell Laird and a further 100 jobs within the local supply chain. Cammell Laird has a very successful apprenticeship scheme and would plan to recruit 60 apprentices throughout the term of the contract. Being selected as the preferred bidder in a global tender to undertake such an exciting and major infrastructure project is fantastic news for our workforce, the local region and the UK. We look forward to helping the UK explore the depths of the ocean and push the boundaries of UK science.”

The new polar research ship, which will operate in both Antarctica and the Arctic, will be able to endure up to 60 days in sea-ice to enable scientists to gather more observations and data. The ship will be the first British-built polar research vessel with a heli-deck to open up new locations for science and will be one of the most sophisticated floating research laboratories operating in the Polar Regions. Tonne for tonne, the UK will have the most advanced oceanographic research vessel fleet in the world. Robotic submarines and marine gliders will collect data on ocean conditions and marine biology and deliver it to scientists working in the ship’s on-board laboratories. Airborne robots and on-board environmental monitoring systems will provide detailed information on the surrounding polar environment.

Funding for the new polar research ship was announced in April 2014 as part of the Government’s science capital programme. Cammell Laird has been selected by the Natural Environment Research Council (NERC) through a full competitive procurement process.

NERC Chief Executive Professor Duncan Wingham said, “This new research ship,

which is expected to become operational in 2019, will be equipped with on-board laboratory facilities and will be capable of deploying robotic technologies to monitor environmental changes to the

polar oceans and will help UK

scientists continue to lead the world in understanding our polar regions.

“Changes in both the Antarctic and Arctic marine ecosystems affect the UK’s environment and economy, particularly in industries such as fishing and tourism. The Natural Environment Research Council funds polar research so that as a nation, we can develop policies to adapt to, mitigate or live with environmental change. This new polar ship will be a platform for a broad range of science, researching subjects from oceanography and marine ecology to geophysics.

The new vessel follows in a long line of Royal Research Ships, including the RRS Discovery which recently departed from London to Southampton after docking on the Thames to mark NERC’s 50th anniversary. The new ship will be operated by the British Antarctic Survey (BAS) and will be available to the whole UK research community, including for postgraduate training.

Chalmers buys NicoThe sale by Renaissance Services of group company Topaz Engineering Limited to Chalmers Holdings Limited fulfils the Oman-listed parent’s objective of divesting the ship repair and marine service business to focus its core business off offshore support vessel ownership and operation. The deal brings to an end a period in which the engineering subsidiary was up for sale and during which time Geoff Taylor, ex-boss of Drydocks World Dubai, was hired out of semi-retirement to streamline the ship repair division.

The acquisition by Chalmers Holdings gives it more fire power in its targeted sector: it aims to expand activity in EPC work in the oil and gas sectors. The company intends to

spend between $8-10m at one of the Topaz facilities, in Mussafah shipyard in Abu Dhabi, where there is 165 m of quay. John Thomas, Chalmers Engineer Chief Operating Officer reveals that the money will be spent on dredging the approach channel to a depth of 8-9 m, enabling the float-out of larger offshore modules in due course. A new jetty will be built to provide more space alongside and a new office is also part of the plan.

Altogether, five Topaz facilities have been sold. They include the shipyard in Mussafah, a repair yard in ADPC where the recently refurbished 2,000-tonne floating dock is now sited, large workshops in Fujairah and Dubai Maritime City, and another workshop at Al Quoz in Dubai. Meanwhile John McFadyen, who has been heading Topaz Engineering since Geoff Taylor was taken on as Chief Operating Officer at Topaz Marine, will continue to manage the business under its new ownership.

Speaking recently on behalf of Renaissance when the deal was announced in Abu Dhabi, Topaz Marine Chief Executive Rene Kofod-Olsen said that the holding company’s board was pleased to have fulfilled its aim of disposing of the engineering division. They were also pleased that Topaz Engineering had been sold to sound new owners, he said.

In a statement for Chalmers Holdings, a spokesman said that this was a highly symbiotic acquisition, since the combined strengths of the two companies would give a unique position in the marine and offshore industry with a total workforce of 2,500.

“The 66,000 m2 waterfront yard will further enhance our capabilities and also provide a strong base to service the oil and gas industry,” he said. “This will give us a robust platform for potential growth, and ability to support our existing and future clients more efficiently.” SORJ

Shipyards

John McFadyen

An artist’s impression of the new UK polar research vessel

Al Blagha Group, P.O. Box# 28007, Dammam Port - 31437, Saudi Arabia.Tel: +966 13 859 8696, Fax: +966 13 847 5076Email: [email protected]: www.dammamshipyard.com

Your partner of choice for rig and vessel repairs, conversions and upgrade work without leaving the Kingdom of Saudi Arabia.

• Located at the King Abdulaziz Port of Dammam,

Kingdom of Saudi Arabia.

• Two IACS certified docks, up to 215 meters LOA.

• ISO 9001 – ISO 14001 – OHSAS 18001.

• 600 M Linear Quay.

• Full Equipped Machine, Mechanical & Electrical workshops.

• ABS & BV certified hull & steel workshop.

• Certified 6G welders.

• Blasting and Painting-corrosion & passive fire protection.

• General labour services to perform any job.

Specialised – in Tank Cleaning, demolition and removal.


North Sea shuttle tanker arrives in GdanskThe 123,581 dwt, 2000-built North Sea shuttle tanker Hanne Knutsen recently arrived at Poland’s Remontowa Shipyard, Gdansk during October for conversion into an FSO for use to Total in Martin Linge field on the Norwegian Continental Shelf. The vessel has been time-chartered to Total E&P Norge AS for eight years, with an option on a further four years and is expected to leave the shipyard in July 2016.

The project involves the division of existing cargo tanks, installation of new piping, and installation of new electrical and electronic systems, an aft offshore loading system, replacement of existing helideck with a new helideck. Prior to the arrival of Hanne Knutsen at the yard Remontowa started prefabrication of sections required for the conversion, so as to ‘fast track’ this project. The design work for the conversion has been developed by the Galati, Romanian office of International Contract Engineering (ICE).

Meanwhile, work is continuing at Remontowa on-board the Greater Stella FPF-1 – a Petrofac-owned semi-submersible drilling rig being converted into a floating production vessel for

operation in the Greater Stella Area production hub in the North Sea. This major conversion project started in November 2012 and has been delayed. The rig is now expected to enter service in the first quarter of 2016 as opposed to the second half of 2015.

New PFP coating from JotunJotachar JF750, the industry’s first mesh-free Passive Fire Protection (PFP) epoxy coating system for structural steel, is rapidly setting new standards in the oil and gas sector – in terms of both its benefits and sales volumes. Launched just two years ago by Jotun, the ground breaking performance coating has already attracted substantial orders from some of the biggest names in the industry.

Jotun has confirmed that “many millions of kilograms” of Jotachar JF750 have already been installed since launch, now protecting key assets. One recent project award will consume over half a million kilograms for a major Middle-East operator choosing Jotachar to protect two large offshore units against a broad

range of fire scenarios, including jet fires.“These significant volumes are an indication

of the interest Jotachar JF750 has generated in the market,” states Global PFP Sales Director Performance Coatings, Andy Czainski. “Third party data and customer experience has shown that Jotachar reduces risk, time and cost during installation and increases safety during operation. Major Oil & Gas companies are approaching us to protect their high-value assets.”

Adding to a long list of third party approvals and certifications, Statoil, known to possess one of the industry’s most stringent safety standards, recently approved Jotachar JF750 in their governing document TR 0042.

“Although Jotachar was already a tested, proven and certified technology, winning the confidence of the most conservative and safety conscious operators, endorsements of this importance open up new opportunities with some of the industry’s best-known companies,” states Czainski, pointing out that Jotachar’s capacity to withstand the highest heat flux jet fires exceeding 350 kW/m2 – the only mesh-free PFP epoxy to be successfully tested to this extreme requirement – has been critical in gaining such third party assurance.

“There is a drive in the industry to provide protection for higher risk assets against the most

Jotachar JF750 helps users reduce cost and save time while protecting steel structures against a broad range of hydrocarbon fire scenarios, including jet fires

OffshoreKeeping Ships ShipshapeConversions + Upgrades · Innovation + Imagination

Refits + Modifications · Repairs + Maintenance · Re-Engining

Blohm + Voss Repair GmbH


Hermann-Blohm-Str. 2

20457 Hamburg · Germany

Phone: +49 -40 - 31 19 - 3106

Fax: +49 -40 - 31 19 - 33 05

w w w . b l o h m v o s s . c o m

email: [email protected]

EUROPORT 2015 (Rotterdam, The Netherlands)Tuesday 03.11.15 - Friday 06.11.15) We are looking forward to welcoming you at our booth in Hall 7, Stand 7300.

Keeping Ships ShipshapeConversions + Upgrades · Innovation + Imagination

Refits + Modifications · Repairs + Maintenance · Re-Engining



Hermann-Blohm-Str. 2

20457 Hamburg · Germany

Phone: +49 -40 - 31 19 - 3106

Fax: +49 -40 - 31 19 - 33 05

w w w . b l o h m v o s s . c o m

email: [email protected]

EUROPORT 2015 (Rotterdam, The Netherlands)Tuesday 03.11.15 - Friday 06.11.15) We are looking forward to welcoming you at our booth in Hall 7, Stand 7300.


intense high heat flux jet fire scenarios. Jotachar has proven that it is more than capable of exceeding these extreme requirements through rigorous independent tests, actually outlasting the high heat flux test facility during a recent witnessed test,” he adds.

While increased safety and reduced risk continue to be the primary objectives among operators, the current cost focus in the oil industry underlines the appeal of technologies that are proven to help meet project budgets and schedules. Recent project wins confirm this, says Czainski.

“With oil hovering around the US$50 mark, reducing downtime is more critical than ever. This is especially the case on maintenance projects, where operators are seeking every opportunity to fast track their assets back to production. In this climate, a fire protection system that is proven to cut application time by up to 60%, while improving safety, is very attractive to asset owners and installers alike. We are excited about the opportunities in the near future,” declares Czainski, “as Jotun look to solidify its position as a leader in mesh-free PFP epoxy coatings.”

Launched in 2013, Jotachar JF750 helps users reduce cost and save time while protecting steel structures against a broad range of hydrocarbon fire scenarios, including jet fires.

The Jotachar system does not require mesh reinforcement, meaning the required coating thickness for any fire scenario can be applied in a single day, greatly reducing potential downtime. When compared to traditional mesh containing products, independent tests show that Jotachar can cut material costs by more than 20% and application time by 60% (on a typical 6,000 m2 project).

In addition to certification by all major Classification Societies, Jotachar JF750 is also approved under the Underwriters Laboratories listing scheme for up to 240 minutes protection. Jotachar is fully compliant to the latest revision of Norsok M-501, widely considered to be the industry’s most rigorous durability test standard, proving corrosion resistance, material durability, mechanical and fire performance after exposure.

GAC carries out SPS offshore NigeriaA massive semi-submersible drilling rig has completed its latest Special Periodic Survey and is now back in active duty off the coast of Angola. GAC South Africa was appointed

to take care of the rig during its five-week stay at the deep water port of Ngqura.

Weighing in at 37,756 gt, measuring 117 m x 78 m x 37 m and with accommodation for up to 180 people, the Maersk Deliverer needed plenty of room. It found it at Ngqura, South Africa’s newest port, which has an entrance channel depth of 18 m, a turning basin of 600 m in diameter and 18 m Port Chart Datum.

GAC South Africa was appointed by Maersk Drilling to coordinate supplies, provisions, spare parts and accommodation for experts required for the rig’s survey. Eric Barnard, Managing Director of GAC Shipping, says green credentials were high on the agenda throughout the works as Ngqura is part of an environmentally protected area. The relatively isolated location of the port,on the east coast of South Africa 25 kms north of Port Elizabeth, presented a challenge in terms of procurement and housing the Maersk project team as well as more than 200 third party contractors for the duration of the survey.

“A core focus of GAC when working projects such as this is to secure as much of the local procurement requirements of our client, the majority of which was highly technical or specialised nature. That presented its own issues with Ngqura not being a big industrial city. Every challenge was met with a successful outcome and this is largely due to the solid efforts of our staff including the Operations Manager, Rene Kruger and Marine Representative, Elfranco Arries.”

GAC Shipping mobilised Marine Representatives to tend to all agency related aspects of the project, and worked with the team of oil & gas logistics colleagues at GAC Laser to tend to all of the logistics requirements. A 5,000 m² warehouse was rented within the Ngqura Industrial Development Zone to serve as a storage area for over 400 inbound airfreight shipments and another 300+ coming in by sea freight. The warehouse also served

as the base for the GAC project and logistics team.

Project Coordinators were kept busy around the clock. To take care of personnel brought in for the survey, GAC arranged accommodation and daily transport for more than 200 contractors over two shifts. As no transport is available from Ngqura, it had to be mobilized from Port Elizabeth.

GAC was also asked to arrange and oversee the delivery of bunker fuels to the Maersk Deliverer by ship-to-ship transfer before departure. When it transpired that the two local suppliers licensed for such an operation at Ngqura were unable to meet the demand, due to the large quantity required, GAC obtained a temporary bunkering license on behalf of the bunker supplier.

Thanks to careful preparation and coordination of the many complex elements involved, the rig’s survey was completed ahead of schedule and under budget. Maersk Drilling’s Project Manager Morten Mose says GAC’s competitive rates, excellent track record on previous projects and ability to offer turnkey solutions were what helped win the contract. “From the tender process, it was clear that

Offshore

Maersk Deliverer alongside berth B100 at Ngqura port for her five year Special Periodic Survey (SPS)


OffshoreGAC’s business philosophy was a strong match with ours. That was confirmed by the professional way in which GAC undertook its duties through to conclusion of a successful project and partnership between GAC and Maersk Drilling.”

RINA acquires SeaTech Italy’s D’Appolonia, the independent engineering consulting company of RINA Group, headquartered in Italy, has strengthened its expertise in the marine offshore oil and gas sector by acquiring a majority stake in Fano-based SeaTech Srl.

SeaTech provides analysis and design services, manages projects for offshore pipelines, subsea systems and structures and met-ocean monitoring systems, and also provides engineering supervision services on site.

Roberto Arpanet, CEO, D’Appolonia, says, “Having SeaTech as part of the group helps us to consolidate our engineering expertise in the oil & gas sector, especially in the growth area of subsea systems and deep-water exploration.”

SeaTech provides specialised engineering services to main contractors and major engineering companies operating in the oil and gas industry. Founded in 2000, today SeaTech has a turnover of €2.8m. SeaTech will be 68% owned by D’Appolonia with the remaining shares held by the founders. Examples of its work include: in 2000 SeaTech’s

specialists worked for Saipem in the Blues Stream project that at the time held the record for installation water depth (2,150 m), and was the first pipeline protected by polypropylene anticorrosion coating. In 2003 SeaTech performed its first design of subsea structures (FLETs and PLETs) on behalf of Saibos, for the Kizomba B project.

From 2004 to 2012, SeaTech was involved in the Kashagan project that was at that time the largest reservoir discovered in the world and had particular technical peculiarities due to the hostile environment, both onshore and offshore. In 2013 SeaTech carried out the FEED of Bahr Essalam Phase 2 project for Tecnomare. In 2015 Seatech delivered to Edison the met-marine and structural monitoring system for the Vega platform.

New shuttle tanker for AETSingapore’s AET Shipmanagement has named its newest vessel, a 120,000 dwt DP2 shuttle tanker, Eagle Bergen. She is the second of two vessels built by South Korea’s Samsung Heavy Industries (SHI) to the standards required to operate on the Norwegian continental shelf. She is fixed on long-term charter to Statoil ASA.

The new vessel is owned and commercially managed by a joint venture company – AET Sea Shuttle AS – which is formed between AET,

(the majority partner) and ADS Shipping Limited of Norway. She is technically managed by OSM Maritime Group, a sister company of ADS.

AET chairman, Datuk Nasarudin bin Md Idris said, “This is a momentous occasion for AET. It represents the culmination of much hard work and the cementing of relationships between our company and two very special partners: Statoil and OSM Maritime Group. AET continues to broaden its operating footprint and capabilities. Alongside our traditional crude oil operations and our lightering activities, we now operate DP capable vessels in the Brazilian Basin, the US Gulf and the North Sea.”

The chairman of ADS Shipping and OSM Maritime Group, Bjørn Tore Larsen commented, “We are delighted to be investing in Eagle Bergen and Eagle Barents, and being a part of a team that brings a new, major player into the North Sea market. Like AET, we also believe in the strategic importance of creating long-term partnerships that build value for all those involved. Aligning ourselves with companies that share our business outlook will create synergies and mutual advantage for us all. I look forward to a long and fruitful partnership with AET and Statoil.”

Eagle Bergen and Eagle Barents are amongst the most advanced vessels of their type to operate anywhere in the world. They are twin skeg, twin engine and fitted with a range of eco-innovations to reduce their impact on the natural environment including a fully fitted ballast water treatment system, SOx scrubber system and VOC emission reduction system.

Brasa completes FPSO conversionSBM’s Brasa Shipyard in Niteroi, Rio de Janeiro, Brazil has completed the topside installation work on the converted FPSO Ciadade de Marica. The FPSO arrived in Brazil in July under tow from China’s Chengxi Shipyard (Guangzhou), where the marine conversion work was undertaken along with some topside installation.

The FPSO was formerly the 2000-built 308,491dwt tanker Eli Maersk. Meanwhile, the Chinese yard is carrying out the same conversion on the FPSO Ciadade de Saquarema before she is towed to Rio de Janeiro for topside installation work later this year. This FPSO is the 1999-built 308,491 dwt tanker Elisabeth Maersk.SORJ

The FPSO Ciadade de Marica in Brazil


Seven Seas’ restructuring “We will be a service partner capable of arranging anything, anytime, anywhere,” declared Lars Rosenkrands, Seven Seas chief executive as he announced a restructuring of the ship supply company recently following a year under the new ownership of the Dubai-based Supreme group. “Our new brand is a reflection of the changes we have been making to the company over the past year and is in line with what our customers have been asking for. The company’s new wave logo is not only symbolic of the maritime industry,” he explained, “but also displays elements of ‘ying and yang’ philosophy and reflects the interconnected world in which we operate.”

“Our new tag-line is ‘Keeps You Sailing’”, he continued. “This reflects the new direction of the company which is built on supporting our customers through a suite of integrated maritime solutions, allowing them to focus on the things that matter – running their business. To do this, we have now separated our portfolio of services into five distinct units.”

These comprise the company’s traditional business split into three divisions – Seven Seas Ship Supply, Seven Seas Marine Spares and Stromme Cleaning Solutions, which focuses on cargo hold and vessel cleaning. A fourth division, Wave Shipping, adds port agency to the portfolio whilst a fifth, Cubisol, will oversee the IT requirements and supply chain management for the company’s own activities as well as those of its customers.

The newly structured company is embarking on an ambitious expansion strategy which will include wider geographical coverage as well as closer ties with shipbuilders and repairers. “We are satisfied with our market position in Europe and the Middle East,” Rosenkrands said. “We see a lot of opportunities in Asia. In our primary business – whether it be port agency or ship supply – if you look at where growth is happening, a lot of it has been and will continue to be in Asia Pacific. We see a lot of opportunities in Africa, and we’ve been expanding there.” North and South America also represent target markets, he added.

Two countries in which Seven Seas does not yet operate but where Rosenkrands and his executive team see opportunities are South Korea and China. Tie-ups with newbuilding yards usually involve the storing of new ships on behalf of their owners or managers. But Rosenkrands pointed out that China is now also the source for most of the technical stores that are sold around the world.

“We are already buying from China,” he

commented, “but the next step for us would be to establish our own sourcing operation. If you’re establishing a sourcing operation, the next step of selling things out of Chinese ports with a partner would be logical.”

In addition to geographical expansion, the company aims to expand its existing client network. Rosenkrands revealed its current make-up. “Our client base, whether it’s for marine spares or general ship supply, is really across all shipping sectors. We have a lot of shipowners who do their own management – very substantial ones – within all kinds of shipping, from containers to tankers, bulkers, cruise and very specialist sectors.”

“We also have a very good portfolio of offshore clients,” he continued, “everything from support vessel operators to catering companies which operate in that space. Two other large client bases are the technical ship managers where our portfolio counts as being the biggest in the world and marine catering managers which is also a very fast-growing sector.”

Rosenkrands explained that the five distinct business units will create a more simplified structure, allowing improved customer response and service standards. “This more customer-focused structure provides for greater agility in responding swiftly to our customers’ supply chain requirements,” he said. “We see agility as a very strong differentiator in an often dynamic, complex and highly competitive marketplace.”

Speaking about Wave Shipping, Rosenkrands said that the company sees a lot of synergy between ship supply and the port agency sector. Seven Seas is already providing many “integrating solutions”

which facilitate more control for its clients and more transparency and consistency “around everything that goes on in port,” he said.

The marine spares division, run out of Germany, has traditionally focused on European-manufactured spare parts, Rosenkrands explained, and has until now

Services

Lars Rosenkrands


had a western hemisphere focus. However, a new strategy will see the division expanding globally, “with Asia a next stop on that journey.” Meanwhile all of the company’s services will be underpinned by Cubisol, the maritime IT division. “This new business stream will be the backbone to all our customers’ shipping solutions,” he continued, “providing qualified decision support, enhanced communications and supply chain integration, with a focus on reducing the total cost of operations.”

The Supreme group acquired the company a little more than a year ago in June 2014 and Rosenkrands joined soon afterwards. Supreme specialises in global supply chain management for defence organisations, governments and commercial clients around the world. For half a century, the company has worked with military and international peace-keeping forces to ensure that troops in conflict zones are equipped with the supplies necessary to undertake and complete successful missions.

The acquisition of EMS Severn Seas, as it was then known, was a logical step. There was a small element of cross-over in a few naval clients, Rosenkrands admitted, but broadly speaking, the companies have two distinct client bases but one core business focused on effective supply chain management.

“They saw an opportunity to take their own expertise and move into a related sector,” he explained. “They have been an incredibly supportive owner of the company. We’ve benefited from a lot of knowledge within that group. Considerable investments have already been made in Seven Seas expansion and the setting up of new services.” Some of the new business units are now headed by executives who have come over from Supreme.

Customer consultation and feedback over the last twelve months has revealed a demand for more transparency, not only from those companies with strict ethics and compliance programmes looking for business partners who can follow their policies, but transparency in terms of forward planning and budgets. Rosenkrands and his team see a need for more standardisation – many of the company customers are struggling with data quality issues.

Stena contracts for V&A HydraulicsBirkenhead’s V&A Hydraulics has completed two specialist projects for ferry operator Stena

Line to support cargo loading functions and the release of a fast-rescue boat.The company was tasked with upgrading a ‘tweendeck ramp on the Stena Mersey, which is manoeuvred to help the vessel accommodate hundreds of cars and lorries.

V&A managing director Vic Seddon said the work, carried out at the Twelve Quays ferry terminal, added to another project for Stena Line delivered on the Superfast X at Holyhead. “The Stena Mersey has a very high car deck to allow trucks to enter underneath. The ‘tweendeck ramp acts like a car transporter ramp, enabling vehicles to be stacked above and below each other. V&A was brought in to Stena Line at 12 Quays Birkenhead in a maintenance capacity to install and integrate new valves on the ramp. Although the Stena Mersey is only 10 years old, this work was vital to both protect and enhance the operational reliability of the ramp.

“This project added to the work we carried out on Stena’s Superfast X in Holyhead. This involved a troubleshooting exercise in which we provided specialist advice about the hydraulic unit responsible for deploying the fast-rescue boat.”

The Stena Mersey is a ro/pax ferry operated by Stena Line between Birkenhead and Belfast. It has a passenger carrying certificate to carry 980 passengers but carries 550 passengers comfortably and also has four vehicle decks. The Superfast X is a ro/pax ferry which operates between Holyhead and Dublin and commenced service on this route in March 2015.

V&A has carved a niche as one of the most trusted hydraulics installation, service and repair specialists in the UK. Although the maritime sector currently accounts for about 80% of its

work, the firm is also actively targeting areas such as the paper mill, automotive, aerospace and industrial sectors.

Vic Seddon said the knowledge and experience within V&A’s team has enabled it to secure and retain other major clients such as Rolls Royce, Bentley Motors and the Ministry of Defence Royal Fleet Auxiliary. “V&A reaps the benefit of having an extremely stable workforce,” he said. “A number of our team have at least 25 years’ experience in the field, which is backed by the dynamism and ambition of our younger workforce. Very few companies can match V&A’s skill set, experience and expertise. Within the maritime industry our knowledge of older equipment especially on-board ships, which are typically 15 to 20 years old, is invaluable.

“V&A’s key services include the installation, service and repair, pressure-testing and flushing of hydraulic pipework and we pride ourselves on being able to offer customers bespoke solutions to suit their individual needs.”

Emergency repair by FlynnBirkenhead’s Flynn has responded to an emergency call-out for a specialist compressor for a cargo vessel operating in the Philippines. Flynn responded rapidly to Germany’s W Bockstiegel’s urgent demand for a Carlyle Carrier 5F60 compressor for its vessel Nils B following the breakdown of the ship’s

Services

Stena’s Superfast X


Services

refrigeration compressor in Manila.Flynn is an official supplier of some of

the industry’s biggest refrigeration, air-conditioning and compressor manufacturers including Bitzer, Bock, Grasso, Gram, Copeland and Danfoss. Flynn managing director Alex Flynn said the firm arranged for its express air freight company to collect the product the same day the order was received and swiftly transported it to the Philippines. The compressor reached the Nils B, more than 10,500 kms (6,500 miles) away, in under 48 hrs, in a manoeuvre demonstrating Flynn’s speed of the response, flexibility and global reach.

“We received the order confirmation on the morning of June 4th,” said Mr Flynn. “We had the specific Carlyle Carrier 5F60 compressor, which was required and we made fast and strategic arrangements to deliver the equipment immediately. The compressor was sent on two flights – the first of which was on June 5th to reach a connecting flight the following day. It was successfully delivered to the customer on June 6th. If required we would also have also provided engineering services in Manila to install the compressor. However, on this occasion, the ship’s crew had the expertise to fit the compressor themselves.

“Flynn is ideally set up to deal with emergency equipment requests because of the thousands of products we stock in our 697 m3 warehouse. This includes new and reconditioned refrigeration compressors, spares, packaged air-conditioning and refrigeration controls. The Carlyle Carrier 5F60 compressor, in particular, is efficient and versatile. It is used for comfort cooling,

industrial processes, low temperature food storage and many other commercial and industrial applications. The 5F compressor range has more than 50 years of proven reliability in the toughest environments around, and is compatible with the modern refrigerants used today.”

Flynn has also landed a fresh series of deals with Norwegian Shipping Company Solstad. It has secured contracts to supply the 16,511 gt Normand Oceanic and the 14,506 gt Normand Installer vessels with Bitzer compressors. Flynn Refrigeration managing director Alex Flynn said it has now supplied more than 20 Solstad vessels since it began trading with the Scandinavian firm in 2013.

Mr Flynn said the level of repeat business from Solstad provided a strong endorsement of its high quality service. “Although we only started trading with Solstad two years ago we have quoted and supplied 23 of their vessels in that time,” he said. “To achieve such strong repeat business in such a short space of time provides an excellent testimony to the standard of the service Flynn provides. “The Normand Oceanic and Normand Installer both required Bitzer CSH compact screw compressors. The CSH range comprises compact compressors which are ideal for use in air-cooled liquid chillers and heat pumps. They offer a high level of energy efficiency – both under full and part-load conditions - and are renowned for their operational reliability.”

Both the Bitzer CSH9573-240Y, supplied to the Normand Oceanic, and the CSH9593-240Y, supplied to the Normand Installer, have maximum pressures of 19/28

bar but the latter is significantly heavier, weighing in at 1,370 kg as opposed to 1,320 kg. The Normand Oceanic, an offshore support vessel, and the Normand Installer, an anchor-handling and offshore construction vessel, are both operated by Solstad - a Norwegian offshore and supply shipping company which operates 50 vessels in total.

These two orders complemented Flynn’s contract to supply Solstad’s 4,276 dwt Normand Flipper with a Sabroe CMO 24 – a reciprocating compressor designed for use in even the toughest industrial, marine and offshore applications. As well as Bitzer and Sabroe, Flynn, which has more than 30 years’ experience of supplying marine air-conditioning and refrigeration products, has successful partnerships with a number of other industry-leading manufacturers, including Danfoss, Copeland and Gram.

Lukoil introduces iCOlubeTo optimise vessel’s engine performance and efficiency, Lukoil Marine Lubricants developed the iCOlube system which had its UK official launch on September 8th 2015 in London.

On a glorious evening in the UK capital, Lukoil Marine Lubricants hosted an amazing night of entertainment, socialising and intelligent lubrication when it formally launched its iCOlube product at Kensington Palace, in the historic Orangery. An audience of over 120 key industry guests were treated to a variety of entertainment including magician Laura London, singer Stephen Ridley and musicians Escala all hosted by the humourist talents of Nicole Arbour.

Technical presentations were supported by interactive touch screen simulations of the iCOlube system giving a real time demonstration of how the system tailors cylinder oils perfectly to prevailing engine requirements and fuel type. The night was perfectly rounded off with fantastic food and intelligent lubrication in a variety of forms!

This intelligent cylinder oil lubrication unit tailors the alkalinity reserve to engine load and fuel. The feed rate always stays at optimum level while only the fuel sulphur content needs to be entered. This way, it maintains best engine conditions, reduces oil costs, saves fuel and is environmentally friendly. SORJ

The Normand Installer

Volume 12 Issue 5 – Page 69Page 68 – www.shipandoffshorerepair.com

WE KNOW HOW.Lloyd Werft Bremerhaven is your reliable partner for conversions and new buildings.


IP uses ‘big data’ to aid hull coatings selectionShip operators have long been sceptical about marine coatings companies’ predictions on fuel savings. Now, it is claimed, the introduction of a science-based predictive tool by Akzo Nobel subsidiary International Paint (IP) promises true transparency. Developed over four years with third-party involvement from University College London (UCL), Netherlands model-testing facility MARIN, the University of Newcastle and more than 30 ship owners, Intertrac Vision provides an instant assessment of the return on investment from the comparison of different IP-based fouling control coating systems prior to application.

The predictive tool has taken four years to develop and is an early example of how “big data” can be used to improve ship efficiency. Some 3.5bn datasets and 2.5 terabytes of data have been used, bringing together historical coatings performance information collected over four decades in IP’s own Dataplan, two separate ship tracking databases and wide-ranging daily ship performance data. For the moment, Intertrac Vision is available for container ships, tankers and bulk carriers on an individual ship basis, but cruise vessels and LNG tankers will also soon be covered in the predictive tool.

Dr Tristan Smith, a lecturer at UCL’s Energy Institute, has been closely involved. He explained the background. “While all technology providers, including those producing hull coatings, have long since offered insight into the fuel and CO2 saving potential of their solutions, ship owners have maintained a degree of scepticism around performance prediction. The lack of accurate and transparent supporting data underpinning statistics quoted has contributed to this mindset.”

“As one of several academic contributors to Intertrac Vision, we aim to support this initiative by bringing the industry a step closer to a new

era of robust, rigorous analysis that can help improve the rationality in hull coatings selection,” he added. “This should enable ship owners to explore the ‘what if’s’ and performance prediction uncertainties in such a way that they can then make more informed decisions based on the key variables.”

Intertrac Vision is available on a free, ship-

specific basis. Specially trained IP personnel will work together with customers, using the iPad-based tool, to compare different hull coating options and surface preparation strategies. This will provide outcomes including predicted fuel consumption and emissions reduction over a specified period. An added benefit is that if the chosen coatings spec involves an upgrade to one of IP’s top-of-the-range Intersleek products, owners will also be able to see the number and monetary value of carbon credits earned as a result of their coatings choice.

UCL’s Smith said that he and his team had been shocked that ship operators still relied so heavily on noon reports. His team’s performance monitoring, using high-frequency data collection, had revealed the inaccuracy of this system. He explained that, as a research group, those involved from UCL has been careful to maintain high standards and complete independence. Data has been collected in line with ISO 19030, a soon-to-be introduced standard on hull and propeller performance measurement.

Dr Barry Kidd, Manager of Hydodynamics at AkzoNobel’s Marine Coatings business emphasised the relevance of where a vessel had been trading. Ship type, size, speed, activity level and hull condition were all important factors, he said, but the ocean regions in which a vessel had been operating gave markedly different fouling risk profiles.

“The original Intertrac system was the industry’s first tool to analyse where a vessel had historically traded and uniquely overlaid the fouling challenges that it had been subjected to in those areas,” he said. However, further research had been necessary to deliver scientific models which provide instant, definitive and transparent information that predicts comparative performance, he

added. “Intertrac Vision delivers this, enabling ship owners and operators to make informed decisions regarding fouling control coating selection prior to application with a full in-depth economic and environmental analysis.”

Jotun celebrates 10,000 SeaQuantum applicationsDuring July, Jotun and Dalian Ocean Shipping Company (a wholly-owned subsidiary of China Ocean Shipping Company, Cosco Group), celebrated the 10,000 th application of SeaQuantum, Jotun’s premium anti-fouling, to its 297,336 dwt VLCC Cosrich Lake.

According to Zhao Jinwen, Vice Managing Director COSCO Dalian, SeaQuantum plays an important role in the company’s efforts to improve fuel efficiency and reduce emissions. “We are very pleased to receive the 10,000th

application of SeaQuantum,” he said. “COSCO Dalian is committed to building the largest, specialised and most fuel-efficient fleet of bulk liquid carriers in China, and Jotun’s SeaQuantum technology helps us achieve our goal.”

GeirBøe, Jotun’s Vice President Marine Coatings says the Cosrich Lake project represents a genuine milestone for Jotun. “Based on proven performance and trust from our network of global customers, SeaQuantum has strengthened its position year by year to become the industry’s leading anti-fouling brand,” he says. “We will continue to support the industry’s efforts to reduce fuel costs and corresponding emissions with our full range of SeaQuantum products, optimised for different trading conditions.” Bøe’s colleague, Dr. Jian Wang Technical

Paints & Coatings - anti-fouling

Cosco’s tanker Cosrich Lake


Director (Jotun Shanghai) said that Cosrich Lake was coated with a full system of SeaQuantum Ultra S, which is specifically designed for vessels that are slow steaming or have low activity. “We are very proud of having applied SeaQuantum to the 10,000th vessel and we are delighted that COSCO Dalian was part of this memorable occasion,” he says.

Over 350 ships for HempaguardJust two years after its launch, Hempel has announced that its revolutionary award winning anti-fouling product Hempaguard has now been applied as a full vessel coating to more than 350 ships.

Hempaguard was launched two years ago after a five-year development programme, and is Hempel’s first product to use its proprietary ActiGuard technology that integrates silicone-hydrogel and full diffusion control of biocides in a single coating. So confident is Hempel of its performance that the company offers the industry’s first performance satisfaction guarantee. To date, feedback from customers confirms that their vessels have remained significantly cleaner, and for longer, than they’ve

experienced with any other anti-fouling product.

Claes Skat-Roerdam, Marketing Manager, Fouling Control, Hempel A/S commented, “We are delighted with the success of HEMPAGUARD, it really is a strong endorsement of the protection properties of our product. The combination of silicone-hydrogel and biocide science has revolutionised anti-fouling technology to deliver excellent fouling resistance – including up to 120 days during idle periods - plus fuel savings of between 4 and 6% on average. The fact that more than 350 vessels have now been coated with HEMPAGUARD proves the value of our new coating.”

The coating was introduced to the shipping industry against a backdrop of rising bunkering costs, tightening environmental regulations and the introduction of mandatory Ship Energy Efficiency Management Plans (SEEMP). In October 2014, Hempaguard, won Shipping Efficiency’s prestigious Environmental Technology award for making “a significant contribution to environmental impact reduction or prevention to ships.”

Meanwhile, Hempel A/S has announced that CEO Pierre-Yves Jullien will be succeeded by Henrik Andersen, Group COO of ISS A/S, by March 1st 2016. Henrik Andersen has been with ISS A/S since 2000, since 2011 as Member of the Executive Board, first as Group CFO and from 2013 Group COO, EMEA and following a recent

change been appointed in his current position as global Group COO. Prior to returning to Copenhagen in 2011, Henrik spent seven years in the UK starting as CFO and from 2008 to 2011 as CEO for ISS UK and its 43,000 employees. During his tenure, ISS UK grew from £500m to £925m in turnover and more than doubled earnings.

New ICCP applications from Reo UKPower quality specialist Reo UK has launched the Reotron SMP-CP, a range of transformer-rectifier power supplies designed specifically for impressed current cathodic protection (ICCP) applications. Using the latest in primary switch mode technology, the SMP-CP provides an economical and reliable solution to remote cathodic monitoring and control.

Traditionally, the maintenance of ICCP systems relies on engineers frequently performing extensive field surveys on systems to assure everything is working correctly. This factor alone can generate high costs for businesses, excluding any servicing that may be necessary.

Offering a cost-effective alternative to survey costs, the SMP-CP range allows accurate measurement of ICCP applications and is controllable from true zero to maximum voltage or current. Internal regulation electronics ensure a steady output and units are configured to return to their programmed operation after any power interruption. “The controllability of voltage prevents over-protection of installations, which in turn lowers the risk of surface bubbling and corrosion caused by gas formation,” said Steve Hughes, managing director of Reo UK. “The use of the integral keypad, external potentiometers, or even industrial Fieldbus interfaces makes controlling the voltage easy.”

Compatibility with Fieldbus interfaces allows SMP-CP to integrate easily with SCADA-based systems, while also being suitable for retro-fitting in older systems to provide remote monitoring to existing installations. “Industry 4.0 produces a new dilemma for businesses, in that there is an increased pressure for transparency of intelligence, requiring additional accuracy and control,” continued Hughes. “With control accuracy of 1%, the Reotron SMP-CP is our solution to that dilemma.”


The Reotron SMP-CP range of transformer-rectifier power supplies


More of the James Clark Ross coated with Ecospeed One year after the bow area was coated with Ecospeed, the rest of the underwater hull of Royal Research Ship (RRS) James Clark Ross was given the same treatment in Frederikshavn, Denmark. The ship is one of two ice-strengthened research vessels operated by British Antarctic Survey (BAS). The other, RRS Ernest Shackleton has been sailing with Ecospeed on her hull for six years without requiring repainting. Despite battering its way through ice up to 2.5 m thick with a high content of gravel and volcanic lava adding to its abrasiveness, the hull coating remains virtually intact and undamaged. This is in strong contrast to when the Shackleton’s hull was still covered with a conventional ice-going underwater hull coating and almost the entire hull was practically stripped to bare, unprotected steel in between dockings.

This excellent result led BAS to coat the bow area of RRS James Clark Ross with Ecospeed last year. Coating the entire hull was not an option during the docking in 2014. The owners however, absolutely wanted to start protecting their vessel as soon as possible. RRS James Clark Ross can steam at a steady two knots through level sea ice one metre thick. The bow area has to endure a constant impact with the ice and needs the best possible protection. For this reason they decided to have Ecospeed applied on those areas of the hull first. In August of this year the rest of the hull was coated. During this yearly scheduled docking of the vessel the bow area was shown to still be in excellent condition despite the impact with thick ice during its expeditions.

Waterjetting made easyA diesel engine driven, fully enclosed, road trailer mounted, Ultra High Pressure water jetting unit, that combines powerful performance 24.4 l/min at 3,000 bar (6.5 g/m at 43,500 psi), with exceptional ease of operation and maintenance, has been launched by leading UK manufacturers Hughes Pumps.

Hughes Pumps Ultrabar 30 DRT UHP is ideal for ship repair and maintenance, an extremely compact and lightweight unit that’s simple to operate and maintain, it combines a number of innovative engineering and design features that deliver exceptional performance.

In a shipyard, for example, a typical contractor size pump (60 l/min at 1,000 bar) could be used for a wide variety of applications, such as the removal of marine growth, barnacles, paint and rust on boats and ships – decks, hull and ballast tanks, plus for cutting and surface preparation.

Water jetting is very versatile and will clean virtually any surface and remove any type of deposit. It can be as delicate or aggressive as required by adjusting pressure, flow, and type of nozzle, standoff distance and traverse speed. It uses low

volumes of water and, unlike other methods such as grit blasting, there is minimal clean up after the job is done. Depending on the application, fresh or seawater

can be used

as the cleaning medium.Hughes Pumps’ is the leading UK specialist

manufacturer of water jetting pumps and equipment for heavy-duty cleaning and surface preparation applications. The company is also delivering critical flushing and subsea cleaning solutions to hundreds of metres depth for some of the World’s leading contractors, delivering exceptional performance and reliability in some of the harshest environments imaginable. SORJ


A new Ultra High Pressure water jetting unit has been launched Hughes Pumps.

Ecospeed being applied to the James Clark Ross

Advanced Polymer Coatings Avon, Ohio 44011 U.S.A.+01 440-937-6218 Phone+01 440-937-5046 Faxwww.adv-polymer.com

MarineLine® Serves Both Chemical and Product TankersThe MarineLine® cargo tank coating serves a wide range of carriage needs, handling CPPs, DPPs, PFADs, Bio-Fuels, Methanol (up to 50°C), along with thousands of other chemicals, including aggressive cargoes.


GAC EnvironHull sets up in ValenciaGAC EnvironHull has set up an operational base in Valencia to offer eco-friendly, diver-free hull cleaning solutions at ports in Spain, marking the debut of the HullWiper ROV system in southern Europe.

The development is in response to growing demand on the back of the recovering Spanish economy and increasingly stringent environment regulations in place.

Launched in late 2013 in the United Arab Emirates, the HullWiper Remotely Operated Vehicle (ROV) system has since been rolled out to other countries in the Middle East, Scandinavia and the Far East. It is now being offered to vessels at Valencia, through GAC EnvironHull’s local partner, Burriel-Navarro.

Valencia, Spain’s third largest city and one of the biggest ports in the Western Mediterranean, was selected due to its strategic location supporting numerous shipping routes and operators. From there, GAC EnvironHull will offer eco-friendly and efficient hull cleaning to ships sailing the Balearic Seas. This move represents the company’s first step into the Mediterranean area, with further potential expansion in Spain and beyond in the pipeline.

“As in so many regions around the world, there is a growing demand in the Mediterranean for safer cleaning operations,” says GAC EnvironHull’s Managing Director Simon Doran. “This is the latest stage in the expansion of our operations to help meet that demand with HullWiper’s unique features.”

Drillship repair by HydrexThe transit flap of a 225 m drill ship came loose and started swinging dangerously. This caused damage in the aft bulkhead and a leak in the ballast tank situated behind the moonpool hull. The vessel was located in Trinidad but was about to start a contract in Grand Isles, Gulf of Mexico. A fast solution was needed to prevent further damage and allow the ship to arrive in Grand Isles on time.

Hydrex mobilised a team of diver/technicians to Trinidad. After an inspection of the damage, they disconnected the transit flap. It was then lowered to the ocean bottom and towed away. In Trinidad the divers also took all the measurements needed to design

a repair plan for the second phase. Because of the instable condition of the flap, it was essential to keep to the highest safety standards, especially during this first part of the operation.

The drill ship then sailed to the Gulf of Mexico. The limited time frame did not allow for a permanent repair to be carried out at that point, so a temporary solution was proposed and accepted. The vessel once again met up with a Hydrex team. All the equipment was put on board the vessel before it sailed on to Grand Isles to start its contract.

This part of the operation consisted of the installation of five doubler plates over the damaged

areas in the aft bulkhead.

Constructed with the exact measurements taken during a detailed inspection, they were positioned and secured underwater by our certified diver/welders. All water was then emptied from the damaged ballast tank. The crew of the drill ship performed an inspection of the tank and confirmed that the compromised hull was once again fully sealed. According to one of the crew

members, “the team did a fantastic job and the final welds amazed everyone on how clean they turned out.”

HullWiper delivers a safe, fast and cost-effective clean hull to optimise vessel performance with minimal impact on the marine environment. Despite its compact size of just 3 m x 1.5 m x 0.80 m, the high-speed ROV can clean up to 2,000 m² of hull/hr without causing any damage to anti-fouling surfaces, thanks to brushless technology which uses adjustable pressure water jets to remove marine fouling. As no divers are involved, cleaning can be done alongside during loading or discharging operations, and any risk to life is significantly reduced. HullWiper cleans about five times faster than conventional cleaning methods with divers, and hence, reduces cleaning time by approximately half. The entire process is in line with the GAC Group’s stringent Health, Safety, Security and Environment (HSSE) and compliance policies, as well as all local and regional environmental regulations. Residues and harmful marine growths captured during cleaning are disposed of in an environmentally-friendly manner instead of being discharged into the sea as done using traditional methods.SORJ

GAC EnvironHull’s eco-friendly Hull Wiper arrives in Spain

Underwater Repairs

GAC EnvironHull’s eco-friendly Hull Wiper arrives in Spain


Demolition

EU forces the pace on scrappingFundamental changes are taking place to the global ship scrapping business which could well catch some ship operators by surprise. New regulations in Europe have far-reaching implications for owners relying on a useful end-of-life cash injection arising from a demo sale. They also have significant implications for repair yards and could potentially generate another income stream in due course.

The global demo market is in poor shape, however. There is a vast global surplus of steel and prices have crashed. Demolition prices are down by at least 40% compared with this time last year. China, where most of the cheapest steel originates, doesn’t need its own production because of the slowdown there and is flooding world markets. Some say the Chinese are selling at below cost simply to offload domestic steel output.

Against this backdrop, European countries are seeking to introduce tighter regulations on ship scrapping, a move which some experts believe will result in a two-tier market. The European Ship Recycling Regulation, introduced at the end of 2013, lays down responsibilities for owners and ship scrap yards – or, to be politically correct, ship recycling facilities – both in and outside the European Union (EU). It applies to all ships flying an EU flag as well as ships flying other flags at an EU anchorage or calling at an EU port.

Global Head of Practice Ship Recycling at class society DNV GL, Gerhard Aulbert, explains that there are two key features of the European regulations. The first is a requirement for vessels to carry an inventory of hazardous materials (IHM). New EU-flagged ships will have to carry IHMs on board from the end of this year. From 2016, all EU-flagged ships sold for scrap will require an IHM. Existing ships flying both EU and non-EU flags will have to carry IHMs by the end of 2020.

Specially trained auditors will need to sign off shipboard assessments of possible hazardous materials on board. Whilst this is likely to be a service offered by class societies, it is also possible that shiprepair yards could establish their own IHM service and audit facilities. Specialist consultancies may also be established for the purpose. Ship operators will be required to

provide recycling facilities with details of hazardous materials on board in advance of their ships’ arrival at recycling facilities so that an appropriate recycling plan can be prepared.

The second key feature of the European regulations is that recycling facilities across the world will be required to undertake a benchmarking process to ensure that they are approved by the EU to undertake recycling activities. Recycling yards will have to comply with various standards and will, some believe, compete with each other for the right to break up EU-flagged vessels. Others, however, are not so sure. They suggest that the resources necessary to upgrade many scrap facilities, particularly in the Indian subcontinent, are not available. They may decide not to buy European ships for recycling, but there are plenty of others elsewhere, some argue.

It is, unquestionably, a very complex issue. For very poor communities in poor countries, scrapping ships has been an essential component in their fragile economic framework. Generally, the steel is needed for their slow development whilst uses are found for the many other products which result from breaking up ships.

The activity is labour-intensive and, although work-place standards have been deplorable in many yards, standards are rising. But there no access to the levels of capital required to undertake major upgrades. Meanwhile, critics of the EU regulation argue that simply preventing ships from being recycled at these yards could worsen the plight of many impoverished communities.

For ship operators, this has important implications. The regulations mean, for example, that they will not necessarily be able to choose scrap buyers offering the best price per light displacement ton because such facilities may not be on the EU’s approved list. Yards unlikely to make it on to this list include those which use “beaching” as a means of breaking ships.

Industry sources estimate that facilities running ships onto the beach represent about 70% of global ship scrap capacity. Therefore, ultimately, there could be a global shortage of approved ship-recycling capacity which could lead to dramatically lower prices and a two-tier market in which ship operators choose to scrap their ships at substandard yards because they can get a better price. Some even believe that, like motor cars, ship owners choosing to scrap ships at EU-approved facilities could end up paying approved ship recycling facilities to break up their ships.

Two of the four leading recycling yards in India have recently undergone an audit by Japanese class society ClassNK which has awarded them Statements of Compliance. However, this does not mean that the two facilities comply with the new EU regulations; rather, that they comply with the requirements set out in the IMO’s Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships. This was adopted in May 2009 but so far only three countries have ratified it – France, Norway and Congo.

Moreover, ClassNK’s assessment of the shipyards looked only at the facilities themselves, and did not address two other critical factors – the provision of IHMs, and the safe disposal of hazardous waste at appropriate facilities which operate in an environmentally safe way outside of the shipyards themselves.

The Norwegians have recently added to fears that a two-tier ship recycling market could develop. The Norwegian Shipowners’ Association (NSA) has urged its members not to scrap ships at yards which use a “beaching” procedure. This is defined by the NSA as “the recycling of ships without the use of fixed installations for collection and handling of dangerous and polluting waste”. In practice, however, experts say that most of the scrap facilities in the Indian subcontinent would fall into this category. Bangladesh, for example, has virtually no waste handling facilities.

DNV GL’s Gerhard Aulbert

by Paul Bartlett


The NSA claims that by urging its members to abide by the principles of the IMO’s Hong Kong Convention, even though it is as yet so poorly supported, a clear message is being sent both to ship operators and to recycling facilities. Environmentally acceptable ship recycling should be a priority for everyone, the Norwegians believe.

However, experts familiar with conditions in Bangladesh, Pakistan and parts of India, point again to the absence of resources necessary to upgrade recycling facilities. So, whilst the aim of raising recycling standards is a laudable one, it is a more complex issue than it seems at first sight. Whilst the Europeans generally and the Norwegians in particular opt to take the high ground, the rest of the world could well shrug their shoulders and continue to run their ships up the beach.

The ASF notices the improvements of facilities in AlangThe Asian Shipowners’ Forum (ASF) visited ship recycling yards in Alang, India recently and took the opportunity to hold dialogue with SRIA, following the first meeting in March this year in Singapore, to exchange views on future actions to be jointly implemented. Purpose of this visit was

to get the first-hand look at current status of Indian ship recycling facilities and to confirm actions that should be taken next for achieving green ship recycling.

Throughout the visit, the ASF was convinced that advanced recyclers, some of which had recently obtained Hong Kong Convention Statements of Compliance issued by ClassNK, operated their services with close attention given to ensure the safety of workers and environmental protection in accordance with the Hong Kong Convention. Delegates also recognised how momentum is gradually and steadily building up, following certification of facilities at some yards.

The ASF observed concerned parties are successfully upgrading operational safety and environmental friendly procedures of ship recycling in India. Yards were found to be open-minded to stakeholders’ suggestions, including training courses set by Gujarat Maritime Board, yard operators and labour unions. The ASF emphasised on these positive developments for further upgrading the facilities and operations after various countries showed positive support on India’s behalf in recent years.

The ASF met Atul Sharma, Deputy General Manager (Environment), GMB and discussed ASF evaluation of Indian recycling yards, explaining its ship recycling policy. These talks were considered highly successful as GMB was receptive to hear the ASF views and to continue pursuing efforts so that correct status of Indian recycling yards are more globally recognised.

Bob Hsu, Secretary of the ASF’s Ship Recycling Committee (SRC), on behalf of Dr Frank Lu, the SRC Chairman, emphasised “Seeing is believing!! Improvements of ClassNK’s certified ship recycling yards are particularly recognised and surely enhance our confidence to voice to the public that assessments of each ship recycling facility should be implemented individually without any prejudice.”

“Look at India,” he further added, “the ASF repeatedly emphasised on these occasions necessity of early entry into force of the Hong Kong Convention.”

Bearing in mind the fact that current unfavourable image of ship recycling practices in India remains as a stereotype, the ASF agreed with SRIA that all necessary actions will be jointly taken to dispel that image so that the international community accurately recognises the current status of developments in India.

In order to ensure availability of a sustainable ship recycling capacity that assure environmentally sound and safe ship recycling manner in response to high global demand of recycling for more than a decade, ASF continues to visit recycling yards as well as holding dialogues with recyclers in major recycling countries. SORJ

The use of beaching in a shipbreaking yard

Demolition


Machinery RepairsFirst ever printed nozzle ringSingapore’s Tru-Marine has successfully printed the world’s first nozzle ring for marine turbochargers using exotic super metal alloy. The premature erosion of nozzle rings has been a commonly reported problem, creating unplanned down times and emergency service attendance. In such situations, spare part replacements are usually unavailable and come with long lead times at high costs.

An industry leader with nearly four decades of turbocharger reclamation expertise, Tru-Marine has developed proprietary processes in 3D printing. The company offers nozzle ring repairs by way of layerwise building which enables reconstructing worn out areas directly onto the original component.

Damaged nozzle rings can now be reclaimed to ‘like-new’ condition as and when the vessel

calls for it, either as an intermediary option, or as a reconditioned spare part, within a fraction of the time required by commonplace repair methods.

The parity of high quality raw materials and cost cannot be achieved with conventional metalworking production that requires economies of scale. With additive manufacturing like 3D printing, production is initiated in piece rate, resulting in lower production costs and minimal material wastage since material that is only required is used. Components can be made of multiple metal alloys or exotic materials to improve their physical properties in the areas that are necessary. 3D printing also gives rise to simpler designs that do not incorporate fasteners or welded seams, thus enhancing performance and reducing production and delivery times.

By using exotic metal that surpasses current casting standards, Tru-Marine promises improved heat and corrosion resistance as a value gain. Exotic alloys have a high

ultimate tensile strength such that when they are processed using additive manufacturing, near perfect densities of greater than 99.5% are achieved, as porosities show up as insignificantly small with negligible effect on strength.

In addition, the capability for geometric complexities with 3D printing also allows for the perfect match of every intricate profile in accordance to the technical specifications of each nozzle ring model.

Yielding positive results in tensile strength and microstructure laboratory examinations, the 3D printed nozzle rings have been tested to be suitable for turbocharger applications. This breakthrough comes with the support of government agencies and local research institutions, lending greater confidence and acceptance of the repair innovation.

Tru-Marine has been at the forefront of innovative technology to develop relevant reclamation solutions for the economic recovery of worn turbochargers. Its foray into additive manufacturing in place of traditional welding methods started with the laser cladding of turbochargers with thin shafts as well as the new generation type that are produced in high performance alloys.

The company’s research and development (R&D) capabilities date back to over two decades, where it first collaborated with research and tertiary institutions to develop the welding repair of turbine blades using gas tungsten arc process. Over the years, Tru-Marine has established progressive in-house R&D efforts to extend its product and service lines using indigenous technologies. It has a strong reputation for bringing about disruptive technology that proactively phases out market practices that have become sub-optimal in productivity and relevance. The new capability in 3D printing has once again strengthened the Group’s lead in the innovative reclamation of turbochargers.

Oil-to-seawater propeller shaft conversions made easyThordon Bearings’ Marine Business Development Manager, Scott Groves, outlines the 12-steps shipowners need to take for a successful COMPAC conversion. “The EPA Vessel General Permit rule for vessels trading in US waters along with the soon-to-be-ratified

Tru Marine’s 3D printed nozzle compared to the original eroded nozzle


Machinery RepairsPolar Code is resulting in a surge of interest in the seawater lubricated propeller shaft bearing system, forcing newbuild and repair yards to become more familiar with the concept, much to their chagrin. “Despite requests from shipowners, many newbuild and repair yards remain reluctant to offer a seawater lubricated propeller shaft bearing solution as an alternative to oil-based systems due to their unfamiliarity with the concept. And if they do, they charge a premium as it deviates from their standard designs.

“Shipyards are definitely a deterrent to the wider take up of the environmentally safer system as they baulk at the prospect of having to provide guarantees on ships featuring ‘new’ machinery. But neither polymer bearings nor seawater lubrication are new technologies. Polymer materials were introduced to the marine industry in the 1970s while seawater lubricated propeller shafts date back to the very origins of steam-powered propulsion.

“A key aspect of Thordon’s business development strategy is to ensure that shipbuilders are fully conversant with the concept. Chinese and European shipbuilders, having the most experience with the Thordon COMPAC system, find that building a ship with water lubricated propeller shaft bearings is actually less complicated than an oil lubricated system; it has fewer components and takes less time to install. But conveying this message to the wider shipbuilding fraternity is a challenge.

“But things are moving in the right direction as two large containerships for Matson Navigation were recently ordered from a South Korean design house with COMPAC seawater lubricated shaft lines specified.

“Currently 95% of the global commercial fleet uses oil-lubricated white metal propeller shaft bearings, although shipowners are beginning to eschew these leaky beasts in favour of the more environmentally acceptable solution. This is certainly the case with commercial newbuildings, for which we have received record orders.

“We are also seeing an increase in the number of oil to seawater conversions and have converted about 20 commercial ships operating a sealed oil lubricated system to an open seawater lubricated system. These include six Algoma bulk carriers, five Canadian Steamship Lines bulk carriers and five 141,000 dwt ConoccoPhillips tankers. We also have a number of conversion contracts pending.

The introduction of the new VGP rule has certainly helped towards opening up the market, since vessels operating in US waters will be unable to continue to do so unless they convert from mineral oil to an environmentally

acceptable lubricant (EAL). What’s more, the performance of these new, often costly synthetic lubricating oils has yet to be verified, so many owners consider the seawater alternative as the less risky option.

To help owners, operators and builders become more aware of the technical and commercial considerations they need to make when converting from an oil-based system, we have introduced the Thordon Bearings 12-Step Guide to Conversion. These are:• Carry out a comprehensive review of

engineering and suitability. This can reduce costs

• Drain oil, remove shafts, clean and verify dimensions, inspect forward and aft sterntube and remove original white metal bearings

• Machine the shaft liner • Heat liners (as required) in order to shrink

fit to the shaft which can then be installed horizontally or vertically

• Machine shaft liners to correct size and surface finish

• Prepare shaft for application of Thor-Coat shaft coating, making sure that the shaft between the liners is thoroughly clean. Coat shaft with Thor-Coat corrosion protection system

• If bearing carriers are required, correctly position carriers and install. Coat stern tube housing with anti-corrosion paint

• Machine COMPAC bearings• Interference fit COMPAC elastomeric polymer

bearings by freezing. Bearing is cooled in liquid nitrogen and fitted to the stern tube. The single tapered key design affords bearing

removal with shaft in place • Refit propeller shaft. Shaft is fitted back into

stern tube, care is taken to protect shaft coating from damage from chains, etc

• Fit seal and confirm integrity. Connect inlet water pipes to the forward seal

• Supply clean water to bearings by Thordon’s Water Quality Package

“To minimise costs, we recommend that shipowners do carry our extensive front end engineering and design work and tie the conversion into the propeller shaft survey cycle, allowing for sufficient docking time.

Bronze liners and bearing carriers are required largely due to the corrosion protection of the shaft and stern tube. But the costs of bronze can be offset with the operational savings to be gained.

“For a start, there is no need to purchase, store and dispose of costly synthetic oil-based EALs; there is no aft seal, the primary cause of sterntube failure and emergency dockings, contributing to 43% of all oil-lubricated stern tube incidents; and zero risk of any financial penalty associated with operational oil pollution. There are also opportunities for vessels operating seawater-based systems to benefit from reduced port fees of between 5 and 21%. We emphasise the point to our customers that there is little or no spare parts business with Thordon products and that this is what we want. And our customers like that.

Based on the performance experience we have gained from owners that have adopted the system for newbuilds – many of whom have not had to replace bearings or seals in over

To date more than 20 vessels have been retrofitted with a Thordon COMPAC solution, including the Algoma bulk carrier Gordon C Leitch

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1/1 Repair and conversion LNG 210x297.indd 1 14-07-15 06:19


15 years of operation – we have calculated that the payback time is three/four years with operational cost savings amounting to US$400,000 over the life time of the vessel. We really can’t see a synthetic oil-based EAL system offering the same financial and environmental benefits as the seawater-lubricated system, but first shipbuilders and repairers have to overcome their aquaphobia.”

Dredger contracts for AlewijnseHolland’s Alewijnse Marine Systems and international dredging and marine contractor Van Oord have signed a long-term service level agreement covering the Van Oord cable-laying vessels Nexus and HAM 601.

The contract begun during early September 2015 and will run for three years.

The partnership involves the management of the on-board electrical systems, whereby Alewijnse Marine Rotterdam will be the first point of contact for delivering material, advice and personnel for electrical service and maintenance projects over the period of the agreement.

Alewijnse was the first choice of Van Oord in awarding the service level agreement for the Nexus and the HAM 601, as it was responsible for the electrical installations on both vessels when they were first built. Jaap de Jong, Director Ship Management at Van Oord, “With this strategic partnership in place we optimise our supply chain which will give way to operational improvement and cost reduction in our fleet management.”

This order from Van Oord further reinforces the position Alewijnse has

developed in the maritime market for service, maintenance and inspections, and once again demonstrates the wide range of skills and capabilities that it brings to corrective maintenance and the sizeable contribution that it can make to the success of its customers.

Ben Bonte, director of Alewijnse Marine Rotterdam, added,

“Over the next years

we are confident that we can prove that we have what it takes to execute this service level agreement satisfactorily. And beyond we see an exciting future with Van Oord.”

ISO certificate for Marine PropellersHolland’s Maritime Propeller Repairs (MPR), together with its sister company Maritime Propulsion Services, has succeeded in acquiring the ISO-9001 certificate. During a thorough audit by Bureau Veritas, both companies proved to have their affairs well arranged. “It was rather intense to get both companies certified at the same time,” according to director Gert Hendriksen, “but it was a worthwhile project.”

On July 2nd Marcel Arends, senior lead auditor at Bureau Veritas (BV), came to MPR’s workshop in Drunen. He had been at the main office in Zutphen a month earlier, and now it was time for the MPR-workers to receive their audit. Living up to his motto, ‘severe but sincere,’ he submitted the heart of MPR, its workforce, to a rigorous inspection. His conclusion was that the company should pass without any areas of concern!

This was a well-earned reward for the staff of MPR and MPS. After the main office audit, the companies took a risk by changing the design of their ISO-system drastically. “It was not obligatory, but the system got more transparent and easier to work with,” Hendriksen comments on this step.

“The auditor advised us to make these changes and we immediately saw the benefit of them. He helped us to keep the system practical and workable. The repair-activities have always been subject to strict procedures. MPR is certified worldwide by all relevant class-organisations, and ISO-9001 pushes us one step further. Not only the repairs, but also the organisation surrounding and enabling it, has been described and recorded clearly now. I wanted that done properly because I think it is important; customers appreciate it more and more when their suppliers have this ISO-9001 certificate. That is a nice advantage on the side.

“Is this certificate reason enough for a party? Yes, we will celebrate eventually,” Gert Hendriksen admits with a smile. “But the work has to be finished first. Business is active and customers do not like to wait.”

Seawater lubricated shaft bearings have fewer components and take less time to install than an oil-lubricated shaft bearing

Alewijnse engineers work on the Ham 601

Machinery Repairs

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Keppel Shipyard is the trusted name for ship repair and conversion. It is the market leader in FPSO, FSO, and FSRU conversions, as well as turret, mooring systems and topside modules fabrication.

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Machinery Repairs

Turbocharger overhaul by RoystonMarine engineering teams from Royston Limited have carried out the overhaul of turbochargers on two offshore supply ships operated by Tidewater Marine in the oilfields off the coast of South West Africa. Royston engineers completed the full overhaul of Napier NA297 turbochargers on the Melton Tide firefighting and offshore support vessel and the success of this work led to more recent service work being undertaken on the Netherland Tide, multi-purpose support vessel.

Two Napier turbocharger installations on the Melton Tide, powered by dual Wärtsilä 9L26 engines, were serviced at Walvis Bay, Namibia. The work on the two CAT C280-16 engine-powered Netherland Tide involved four turbocharger overhauls while berthed at the Sturrock Drydock in Cape Town, South Africa. In each case the two-man Royston team was responsible for the supply of parts, strip inspection, overhaul and on-site repair of the turbochargers as part of a regular service interval.

Close liaison and co-operation with the vessel superintendent enabled temporary engineering workshop facilities to be established on the dockside, including specialist

cleaning and lifting equipment to ensure that the refurbishment work was carried out to the highest standards. As part of the work undertaken on both vessels, special crack detection inspections were carried out on the turbine wheels to identify any hairline fractures present.

In addition, digital clock gauges were used to measure blade clearances on the rotor shaft running gear to ensure that Napier OEM specifications were maintained. Where necessary, adjustments to the extremely tight clearance specifications were made using special shims. Royston’s longstanding Napier approved service provider status means it is capable of maintaining all OEM product certifications and approvals.

As part of this role, Royston has made a substantial investment in the bespoke overhaul tool kits, spares and equipment that are needed to ensure that all Napier turbocharger repairs, rotor balancing and servicing are carried out in complete compliance with required specifications and technical standards.

Royston engineers are fully Napier trained and the company’s authorised status means that only genuine parts are used in turbocharger repairs so that OEM engineering standards are maintained in all repair situations, ensuring the highest component quality and optimum turbocharger performance.

As an example of this capability, parts

required for the overhaul of the turbochargers on the two Tidewater vessels were supplied promptly and efficiently from the UK to the vessel, enabling the work to be completed on schedule – with the successful completion on the Melton Tide leading directly to the re-engagement of Royston for the work carried out on Netherland Tide.

New service agreements for ABB TurbochargingABB Turbocharging has signed long-term service agreements with three leading marine and offshore transport firms covering a total of 400 turbochargers globally. The service contracts span a period of several years and include turbocharger monitoring, regular servicing and preventive maintenance.

Each of the three companies - DOF Group, Teekay, and Torghatten ASA has signed a Maintenance Management Agreement (MMA) with ABB Turbocharging in Norway. DOF Group is an international group of companies which owns and operates a fleet of 70 supply and subsea vessels. Teekay is one of the world’s largest marine energy, transportation, storage and production companies. Torghatten

Tidewater’s Netherland Tide


Machinery Repairs

ASA is a Norwegian shipping company with ship operations which include car and passenger ferries.

Through signing these service agreements, ABB Turbocharging takes full responsibility for planning and scheduling turbocharger servicing. The agreement also includes monitoring for early warning of upcoming service requirements. Customers gain a good overview of their service needs, leading to decreased engine downtime and more predictability in operating expenses.

“Timely and preventive maintenance is significant in optimising turbocharger product lifetime, so we are delighted that these customers have chosen our MMA agreement, enabling us to work more closely with them for maintenance of their turbocharging products,” says Truls-Magnus Lindseth, Head of Turbocharging Scandinavia.

“The agreements validate the importance of relationships between customers and original equipment manufacturers. With ABB scheduling service intervals and using original parts plus the insight from our product database which tracks turbocharger running hours and service interval history, customers can expect greater predictability and minimal downtime,” Lindseth continues.

Investing in proactively planned and scheduled OEM maintenance is an increasing trend amongst end-user turbocharging customers as they seek ways to improve cost management. More than 400 customers globally have already entered into similar

service contracts with ABB Turbocharging to ensure optimised performance of their products.

Within the ABB Turbocharging network of over 100 service centres in more than 50 countries, there are three located in Norway: Bergen, Oslo and, most recently, Tromsø.

One of the Torghatten ferries


Machinery Repairs

Schottel’s new Rudderpropeller factoryIn order to strengthen its market position, Germany’s Schottel has opened a new Rudderpropeller factory. The factory has been built near the company headquarters at a total investment volume of €45m and over a construction period of about two years. It includes four production shops (up to 270 m long and 18 m high) and a three-storey building for administration, social and technical purposes – all amounting to 23,000 m² of production and office space.

The new site accommodates a total of 290 jobs in production and administration, including 20 apprentice positions. The factory has been designed using the latest methods and is so versatile that it can be adapted to changing requirements over the long term. With the new site, Schottel has increased its production capacity by roughly 30%.

The key aspects for the design of the new production facility were efficiency, product

quality and environmental friendliness. Professor Dr.-Ing. Gerhard Jensen, CEO of the Schottel Group, explains the construction criteria, “We refer to the new factory as the most efficient Rudderpropeller factory in the world because efficiency has been achieved in every conceivable area here. It begins with the connection to the existing traffic system and continues on to well thought-out logistics. This includes a completely roofed incoming goods and shipping area and an intelligent flow of materials based on an optimum overall layout of the factory. Quality assurance is directly next to incoming goods and shipping, and the distances for employees in production and production-related areas are short – despite the large size of the factory. Further efficiency gains and flexibility are, of course, also achieved through the versatility of the new machine tools.” Beyond this, Schottel places great importance on a work environment that is healthy and motivating.

“Optimum working conditions,” notes Jensen, “are provided to employees in terms of ergonomics and the illumination of the workspaces: The combination of daylight and

an automatically controlled lighting system also ensures energy efficiency. Modern ventilating and venting with corresponding filtering provides safe and oxygen-rich air. In addition, the ventilation system operates with heat recovery. Even the heat of the compressors is used for the heating of paint booths and drying booths. At the same time, the energy supplied to the water in the test bed is routed through a heat pump and used for heating offices. A photovoltaic system also supplies the plant with environmentally friendly energy.”

Schottel also invested heavily in a new machinery park. Thanks to the mechanical production facility, the company is able to efficiently produce all of the essential parts of the Rudderpropeller in-house. The largest multi-axis turning/milling centre for the machining of structural support tubes (with a diameter of up to 5 m) and gear box housings (with a machining height of 5 m) offers a payload of 120 t. As with many other machines, it is possible to equip the machine and to machine workpieces simultaneously. The cranes for lifting range from 10 to 50 t are also noteworthy. They

can also be retrofitted for up to 100 t should this become necessary in the future.

Schottel has always stood out for its range of manufacture. The new machine tools also increase the amount of manufacturing in-house. “This safeguards our know-how while ensuring availability and consistently high quality,” says Professor Gerhard Jensen.

Besides the plant in Dörth, Schottel has further manufacturing facilities in Wismar (Germany) and Suzhou (China). They are all modern facilities and are regularly updated to the state of the art. For example, the modernised mechanical manufacturing facility was commissioned in Wismar in July 2015. At the Suzhou plant, newly expanded production and service capacity is available – including an electric and hydraulic workshop and new CNC long bed lathes

with turning lengths for Schottel’s new production facility


shafts measuring up to 10 m.Added to this, the new site of the Schottel

subsidiary HW Elektrotechnik – with around 4,200 m2 of shop and office space – is nearing completion. Here, amongst others, the electrical equipment for the Schottel marine propulsion systems and controllers will be manufactured in the immediate vicinity of the Dörth plant. Product quality, energy efficiency, a healthy work environment and a forward-looking design were also important guidelines here.

The headquarters of the Schottel Group will continue to be in Spay/Rhine. The company’s service division will obtain new capacity here; the former production site will be used to accommodate the service warehouse, which was

previously split across different sites. There will be a larger repair area with separate mechanical production facilities. A paint shop as well as a test and development shop will also be available. With short lines of communication and efficient logistics, Schottel will thus be able to respond to customers’ wishes even more quickly in the future.

Ship owners are facing big challenges

to meet new international emission, safety and environmental regulations. Expanding environmental zones, minimised operating costs and pollution emissions as well as crew comfort play an important role here. At the same time technical aspects like a high overall efficiency, course keeping stability and precise positioning in the DP mode are significantly influencing the future of the shipping industry.

Schottel is meeting these developments with a highly efficient thruster optimised for open sea and coastal operating conditions: the Schottel EcoPeller (SRE).

The new SRE combines proven Schottel quality and technology with the latest, hydrodynamic insights from CFD simulations and model tests. As a result, the new EcoPeller offers top value for the overall efficiency and course keeping stability of the ship and thus enables future owners to achieve lower fuel consumption – not to mention low operating costs and low emissions.

The SRE is based on the Schottel SCD design principle: a vertical electric motor integrated into the Rudderpropeller. This eliminates the upper of the two angle gears

as well as any necessary shaft lines. On board, the EcoPeller offers unbeatable comfort thanks to extremely low vibration and low noise levels.

Besides a plant-side, ready-for-installation assembly with a highly efficient electric motor from Schottel, the EcoPeller will optionally be available with additional electric motors according to customer needs. The EcoPeller will be available in mid-2016 in a variety of sizes for power ratings between 1,000 kW and approximately 5,000 kW, each as FP and CP variants.

Sulzer’s Norwegian service centreThe Stavanger Service Centre in Norway offers a complete range of services for pumps and rotating equipment used within the oil and gas sector. Recently the centre has moved to new premises, with improved facilities that will enable more efficient workflows to accommodate the workload which has

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increased in recent months. Specialising in solutions for pumping

applications, the new facility will expand the portfolio of services on offer to include turbomachinery services, which will enable the service centre to become a single source supplier to the oil and gas sector.

Mel Hallas, General Manager of Sulzer’s Stavanger Service Centre, explains, “This move will allow us to expand the services on offer to our customers. We have been able to reorganise our repair processes and storage facilities such that we have increased our working capacity by 40%, without compromising on the quality of repair. In addition, we have access to an international network of services for rotating equipment that allows us to deliver a complete range of maintenance solutions to all of our clients.”

The new facility, which is located at Klepp Stasjon, only 15 kms from the original site, has an internal floor space of 1,400 m2, increased overhead and jib crane capacity as well as increased storage and dedicated cleaning and testing areas. The new offices have been completely transformed to create an excellent working environment for the sales and project management teams that support the engineers on the shop floor.

Supporting customers around the clock, Sulzer provides cutting-edge maintenance

and customised service-solutions for rotating equipment by optimising operational efficiency, providing innovative solutions, building long-term customer relationships, offering a transparent and collaborative advantage with partner services as well as delivering rapid-service turnaround to

minimise business interruption.Mel Hallas concludes, “We are committed

to providing our customers with the best products and services at the highest quality standards in the industry. This relocation has enabled us to improve our service offering, reducing the overall downtime for components while also providing a more cost effective solution without any compromise on quality. The savings that we have managed to achieve will be passed onto our customers, ensuring that Sulzer continues to lead the field in this very competitive market.”

Early detection of Cat finesParker Kittiwake has announced a breakthrough in the early detection of catalytic (cat) fines with the launch of its Cat Fines Test Kit. In minutes, this simple on-board test identifies the presence of abrasive silicon and aluminium catalytic fines, which can become embedded into engine components and cause abrasive wear, causing irreversible damage to a vessel’s fuel system if left undetected.

When fuel is stored for extended periods of time, cat fines – leftovers from the refinery cracking process – settle out of the fuel and build up as sediment in storage tanks. If the tanks are not drained regularly, this

Machinery Repairs

Sulzer’s new service centre in Norway

Parker Kittiwake’s Cat Fines test kit


sludge can enter the fuel system and cause substantial damage to fuel pumps, injectors, piston rings and liners. The quality of fuel brought on board is increasingly difficult to predict. Until now, the detection of cat fines in fuel oil was only possible by obtaining a fuel sample, which is then sent for laboratory analysis. The Parker Kittiwake Cat Fines Test Kit provides accurate results on-board and in a matter of minutes, providing ship owners with an accurate picture of the level of corrosive elements present almost instantly, potentially preventing critical damage before it occurs.

The Cat Fines Test Kit is a simple to use, chemical bottle test which determines the level of cat fines present in a representative sample of fuel oil, allowing the operator to identify the ingress of abrasive and potentially damaging components in the fuel oil before it enters the system. The test kit can be used in conjunction with both laboratory testing and a range of other on-board condition monitoring tools, ensuring that operators have reliable and accurate data readily to safeguard against potentially catastrophic damage.

Earlier this year, leading fuel testing and inspection company Veritas Petroleum Services raised concerns that even when the ignition and combustion characteristics of a fuel have tested well and no chemical contaminant has been observed, cat fines can still remain undetected in the fuel and consequently enter the system, causing a total loss of propulsion. In parallel, underwriters are increasingly insistent on enforcing compliance with the guidance they issue on reducing the risk of cat fines, which means that owners who do not take sufficient steps to reduce their exposure to this hazard will find their claims much less likely to succeed.

Larry Rumbol, condition monitoring market development manager, Parker Kittiwake explained, “As more emission control areas (ECAs) come into operation, there are growing concerns around fuel quality and the number of engine wear situations related to cat fines are increasing. Research has shown that even small cat fines particles of below 10 micron contribute to wear, and we also know that high wear cases had bunkered fuel oil within the limits of the ISO 8217:2005 specification, which dictates a maximum of 60 ppm. This is why cat fines are causing such problems

for shipowners.” He continues, “The use of non-ISO

compliant fuel, faulty fuel purifiers, or rough weather kicking up fines from the bottom of settling tanks are all capable of introducing these particles into the fuel system. The Parker Kittiwake Cat Fines Test Kit provides an accurate and easy-to-use forewarning of these destructive particles and give a vessel’s crew maximum opportunity to take corrective steps.”

For more than two decades, Parker Kittiwake has designed, developed and

manufactured condition monitoring and test equipment for lube oil, hydraulic oil and fuels. Engineers use Kittiwake equipment to gain vital insights into the health of their vessels’ engines or to measure fuel quality and compatibility. The Cat Fines Test Kit is an important addition to the company’s comprehensive suite of condition-based maintenance (CBM) products, underlining Parker Kittiwake’s commitment to developing tools and technology that addresses the challenges faced by today’s ship owners and marine engineers. SORJ

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Key messages from ICSIn advance of the United Nations Climate Change Conference in December, the global shipping industry, as represented by the International Chamber of Shipping (ICS), has launched some key messages to government negotiators, explaining the impressive progress the industry is making to reduce its carbon footprint.

According to ICS, the global industry is already delivering carbon neutral growth having reduced total CO2 emissions by more than 10% since 2007, despite an increase in maritime trade.

CO2 emissions from international shipping now represent just 2.2% of the world’s total CO2 emissions compared to 2.8% in 2007 (UN IMO Green House Gas Study, 2014). “These are genuine reductions through fuel efficiency, without the need for complex virtual measures such as carbon offsets,” said ICS Secretary General, Peter Hinchliffe. “With bigger ships, better engines and smarter speed management, the industry is confident of a 50% CO2 reduction by 2050 when the entire world fleet will comprise super fuel-efficient ships, many using clean fuels such as LNG.”

But in the run-up to the Paris Conference, the shipping industry recognises that governments expect more. Shipping’s global regulator, the UN International Maritime Organization (IMO) has already set a mandatory target whereby all ships built from 2025 (including those in developing nations) must be 30% more efficient than ships built in the 2000s. This applies to over 95% of the world merchant fleet, under

new regulations which came into force worldwide in 2013.

ICS says that IMO is the only place that can ensure that the entire world fleet will continue to deliver further CO2 reductions, regardless of a ship’s flag, whilst respecting the United Nations Framework – Convention on Climate Change (UNFCCC) principle of “Common But Differentiated Responsibility.”

ICS stresses that the 10% CO2 reduction achieved since 2007

is across the shipping sector globally, not just ships registered in richer countries which are the only nations required to make commitments for land-based CO2 reductions under the current Kyoto Protocol on climate change. “The entire world fleet is about 20% more efficient than in 2005. With the support of the shipping industry, IMO has already achieved a great deal and is the only forum that can deliver further significant CO2 reductions from international shipping,” said Peter Hinchliffe.

Chinese contract for Clean MarineClean Marine has signed a contract with the Chinese yard Huanghai Shipbuilding for the supply of exhaust gas cleaning systems (EGCS) on-board two reefer/fishing support vessels, which are currently under construction. The contract also includes an option for delivery of additional EGCS on-board two identical sister vessels.

The vessels are owned by EF Transport (Malta) Ltd, whose fishing fleet is primarily engaged in the North-East Atlantic and is therefore highly exposed to the current IMO legislation.

The installation of Clean Marine EGCS will enable the new reefers to comply with the existing and future emissions regulation without switching to more expensive fuels.

With an EGCS installed, the vessels can burn cheap and readily available Heavy Fuel Oil instead of Marine Gas Oil. Operating costs will stay low and there is no need for complex and risky fuel-switching. From 2020, the global emission level must not exceed 0.5%, which also makes EGCS an attractive solution for vessels trading mainly outside the ECA.

The Clean Marine system supplied to Huanghai Shipbuilding is a “Multistream” scrubber designed to clean 30,000 kg of exhaust/hour. The scrubber will remove both SOx and particulate matter from the emissions from one main engine and two auxiliary engines. The system is a hybrid type which can operate seamlessly in both Open Loop and in Closed Loop (zero discharge mode).

New systems integrator for Parker KittiwakeParker Kittiwake (Procal), part of Parker Hannifin Corp and the leading supplier of continuous emissions monitoring (CEM) analysers for marine, power and offshore applications, has announced the appointment of Score Subsea and Wellhead Ltd (SSWL) as an official systems integrator.

The contract allows Procal to expand upon its existing international distribution and service capability, underpinning both companies’ commitment to support global emissions reduction and improve air quality both at sea and on land.

Parker Kittiwake Procal’s CEMS have the ability to monitor gases from the combustion of residual and distillate fuels such as SO2, CO2 and NOx. The agreement covers installation of new equipment, as well as the servicing and recalibration of existing analysers, across the full range of Procal process and stack gas emissions analysers, in the marine, power and offshore sectors.

Score Subsea and Wellhead has more than 68,000 m² of purpose-built facilities to accommodate, service and test all equipment at its base in Peterhead, Aberdeenshire. Combined with access to more than 30 worldwide offices as part of the Score Group, the contract will allow Procal to provide 24/7 worldwide support to its customers.

Chris Daw, commenting for Procal, said, “As global environmental regulation becomes increasingly stringent and widespread, both at sea and on land, the need for technologies

ICS’ Peter Hinchcliffe

Emissions


such as CEMS analysers to provide an efficient compliance solution has increased. Through this agreement with Score Subsea and Wellhead, we can ensure we provide Procal customers across the world with local expertise, 24/7 support and fully certified mechanical and digital technicians who can monitor, install, or recalibrate our full suite of products.

“Parker has worked with SSWL for a number of years and we have been consistently impressed by the ability of its teams to deliver time-sensitive solutions to a complex array of challenges. With its diverse expertise and extensive knowledge of the marine, offshore and power sectors, our customers are in great hands.”

Procal’s in-situ CEMS analyser can be applied to the most onerous and demanding applications, and effectively fulfil the requirements of both operators and environmental regulators.

John Buchan, commenting for Score Subsea and Wellhead Ltd, said, “With the introduction of ECAs on the Baltic, Western European and North American coasts, as well as the impending worldwide ECA in either 2020 or 2025, international governments are taking a vital step forwards in protecting our planet’s health. Procal is at the

forefront of these efforts, and we believe that given the exponential market for its technology, as well as the global appetite for efficient, proven and affordable compliance solutions, that this is a partnership with decades ahead of it.”

This announcement comes soon after Procal announced that it has doubled its CEMS

manufacturing capacity in direct response to the growth in industry demand following the introduction of the current ECAs in January 1st 2015. The company doubled its revenue as a result of the exponential increase in orders and continues to work with several leading scrubber manufacturers. SORJ

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Emissions

The Procal 2000 analyser


Wärtsilä contract for Bernhard SchulteGermany’s Bernhard Schulte is to retrofit 11 containerships with Wärtsilä’s Aquarius Ballast Water Management System (BWMS). The shipyard/s to undertake this work has yet to be named as negotiations are currently on-going.

The 11 vessels, all managed by Bernhard Schulte Shipmanagement through its offices in Greece, Hong Kong, India and Singapore, include the four 2,600 teu capacity Margarete Schulte, Hannah Schulte, Catharina Schulte and Maersk Norwich (ex Lucie Schulte), 34,000 dwt vessels all built in 2006; the two 4,600 teu capacity Cap Ines (ex Bernhard Schulte) and Cap Isabel (ex Bea Schulte), 50,270 dwt vessels built in 2010; and the five 5,600 teu capacity MOL Globe (ex Hans Schulte), MOL Grandeur (ex Hedwig Schulte), MOL Gratitude (ex Henrika Schulte), MOL Growth (ex Hermann Schulte) and MOL Glide (ex Hubert Schulte), 72,000 dwt vessels built 2011-2012.

The Wärtsilä BWMSs will be delivered from later this year through to 2017, with the first

vessel to be retrofitted being Cap Ines. Bernhard Schulte says that it intends to retrofit BWM systems on-board 38 of its fleet within the next five years.

Optimarin contract for NOCCNorway’s Optimarin has been chosen by Norwegian Car Carriers AS (NOCC) as the supplier of choice for its two newbuild vessels currently under construction at Hyundai Samho HeavyIndustries in South Korea. Optimarin will provide 667 m³/h capacity systems for

the state-of-the-art 6,500 car capacity

Pure Car Truck Carrier (PCTC) sisterships, which are scheduled for delivery in late 2016 and early 2017.

Optimarin CEO Tore Andersen says his firm’s established track record, in what is still a young industry, played a key role in securing this latest contract. “We’ve been exclusively focused on producing simple, reliable and flexible BWT solutions since our formation in 1994,” Andersen comments, “We’re now in a position where we’ve sold over 350 of our Optimarin Ballast Systems (OBS) worldwide and installed over 270. NOCC was drawn to this expertise, as it was to the fact that our systems have a small footprint – with their modular nature making them simple to install – and a proven track record of operational success from vessels around the world. With the ratification of the IMO’s Ballast Water Management (BWM) convention expected imminently, shipowners, and the yards that provide them with high quality service, need that peace of mind.”

NOCC’s high specification PCTC’s will be amongst the most advanced vessels in their segment, with heavy capacity ramps (150 t) and flexible cargo solutions whereby four of their

12 decks will be hoistable, enabling them to carry a wide range of high and heavy items. In addition, some decks will feature special safety zones, allowing the DNV GL classed ships to transport vehicles with new energy solutions, such as pressurised hydrogen and natural gas in their tanks. “These company and industry flagships will lead the way in their segment, so it’s appropriate they have the best solutions onboard, and that includes for BWT,” Andersen stresses.

“Our technology is simple, with few moving parts, but hugely effective, utilising a combination of back-flushing filters and UV irradiation to destroy the harmful organisms that can stow away in ballast. It’s the market leading solution for ships up to 60,000 dwt and we’re delighted that NOCC is cementing that position with these two new orders. The news caps a strong month for the Stavanger, Norway based firm, which just last week confirmed a retrofit order for 11 systems for an unnamed Asian shipowner in the container segment. Our technology is equally as suited to the needs of yards and newbuilds as it is to the challenges of retrofitting into existing vessels,” concludes Andersen. “This flexibility positions us well to meet the needs of an industry that now needs to confront the threat posed by untreated ballast head on. We look forward to helping it do that in a safe, reliable, efficient and environmentally friendly manner.”

Optimarin’s OBS solution is IMO approved, has USCG AMS acceptance and is currently undergoing a full programme of USCG approval testing. The system is certified through DNV GL, BV, RMRS and CCS.

Meanwhile, Optimarin has secured a fleet agreement for the installation of 10 of its flexible, reliable and environmentally friendly systems with an unnamed Asian shipowner. The contract, covering a group of 6,700 teu container vessels, was secured thanks to the firm’s retrofit expertise and market proven technology.

The first of the Optimarin Ballast System (OBS) units has already been installed, with two further systems following at the beginning of next year, and two more in spring 2016. Goltens Green Technology, which entered into an agreement with Optimarin last year as a ‘preferred retrofit partner’, will manage all design and supervision from its Singapore office.

“This is a major contract, with a global leader in shipping,” states Tore Andersen. “Due to confidentiality clauses we can’t say who it is, but we can say that this firm, like many others we have reached frame agreements with, has chosen our system due to our unparallelled

The Wärtsilä’s Aquarius Ballast Water Management System (BWMS)

Ballast Water Treatment


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expertise in retrofitting and the reliable performance of our proven BWT solution.”

Optimarin, which fitted the world’s first commercial BWT system in 2000, has now fitted over 270 OBS units worldwide, from an orderbook that has seen over 350 orders placed. The modular, reliable and easy to install and maintain nature of the system has made it the leading retrofit choice for vessels up to 60,000 dwt. “Our solution combines simplicity with innovation, utilising a combination of automatic back flushing, self-cleaning filters and UV irradiation to neutralise all organisms, bacteria and pathogens in ballast water,” Andersen comments. “We’ve been developing this technology for the past 21 years and that experience is a compelling proposition for owners and yards that, with the ratification of IMO’s Ballast Water Management (BWM) convention on the horizon, need solutions that they can trust… and need them soon. This is particularly true in Asia,” he adds, “where we’re now working with shipowners of the stature of Pacific Radiance, Chellsea and EMAS, while winning newbuild contracts from yards such as ASL Shipyard, Sembcorp Marine, Keppel Singmarine, China Merchant Heavy Industries

and Oshima Shipbuilding.”

The 10 vessels, each requiring 1,000 m3/h system capacities, are managed from Hong Kong and will undergo installation work at Chinese yards. Goltens will use its proven retrofit process, employing precision 3D laser scanning and modelling as the basis for detailed design, prefabrication and streamlined system installation, to carry out the tasks. The two firms are no strangers to one another, having joined forces on nearly 60 worldwide retrofit assignments so far.

Andersen says this shared experience leads to fast-track, problem free installation, with most projects – where prefabrication and preparatory engineering work is completed –

concluded within a week. Optimarin, which recently completed work on extensive in-house testing facilities at its headquarters in Stavanger, is currently undergoing a full programme of USCG approval testing for the OBS. The system already boasts IMO approval, USCG AMS acceptance, and certification through DNV GL, BV, RMRS and CCS. SORJ

Ballast Water Treatment

The Optimarin BWMS


Southern Europe

World-wide customer base for LisnaveDuring the first nine months of this year (2015), Portugal’s Lisnave, managed to maintain a significant level of occupation of its drydocks and workload, repairing a total of 79 vessels, belonging to 51 different clients from 19 countries.

Greece and Singapore are the two countries that, during this period have had the largest number of vessels repaired. The Greek market has already exceeded the number of vessels repaired in 2014, with 23 vessels, five more than last year. Meanwhile, Singapore had a total of 27 vessels in 2014 and 13 this year. Germany has had a total of seven vessels so far.

Due to its extensive technical experience, Lisnave repairs all types of vessels, although tankers continue to be the most repaired. Until September, 42 tankers have been repaired, 11 containers and 10 bulk carriers. The remaining 16 repair projects include vessels such as LPG tankers, ro/ro’s, dredgers and barges.

Repeat Business continues to be Lisnave’s identity - in this period the main clients were Italy’s Grimaldi Group with seven vessels repaired, Greece’s Tsakos Columbia Shipmanagement (6) and Singapore’s Teekay Marine (5).

Teekay Marine has drydocked a number of the 12 suezmax tankers it recently purchased from former US-based Principal Maritime Tankers Theses have the 156,493 dwt Beijing Spirit (ex Princimar Joy), the 156,480 dwt Moscow Spirit (ex Princimar Strength), 158,650 dwt, Atlanta Spirit (ex Princimar Hope), the Seoul Spirit (ex Princimar Faith), the 159,966 dwt Seoul Spirit (ex Princimar Faith), the 158,482 dwt Barcelona Spirit (ex Princimar Grace) and the sistership Tokyo Spirit (ex Princimar Loyalty). All vessels are managed by Glasgow’s Northern Marine Management.

Recent repair projects at Lisnave have included: • Cap Jean – 146, 643 dwt tanker, built 1998, owned by Euronav,

Antwerp, Belgium• Negra Matea – 47,144 dwt tanker, built 1997, owned by PDVSA,

Venezuela. Major overhaul and refurbishment. Arrived at yard in March. Her sistership Manuela Saenz underwent similar work earlier

this year• Navigator Saturn – 23,495 dwt LPG tanker, built 2000, owned by

Navigator Gas and managed by Bernhard Schulte Shipmanagement (London) Ltd

• Santa Barbara – 75,600 dwt, 2011-built bulk carrier, owned by Japan’s Mitsubishi Ore Transport Co

• Grande Nigeria – 56,738 gt vehicle carrier owned by Italy’s Grimaldi• Sunshine Express – 50,077 dwt product tanker, owned by Japan’s Fuyo

Kaiun Lowlands Saguenay – 37,152 dwt bulk carrier, managed by Euroship Services Ltd

• Fairlift – 7,780 dwt heavy lift vessel, owned by Holland’s Jumbo Shipping

• Seletar Spirit - 109,001 dwt tanker, managed by Teekay Shipping• Sophie Oldendorff - 70,037 dwt self-unloading bulk carrier owned by

Oldendorff CarriersOther more recent repairs at Lisnave include E.R. Schiffahrts’ 67,566 dwt sisterships MSC Gema and E.R. Berlin, Rederei Harmstorf’s 33,074 dwt Helene, and the 39,544 dwt product tanker Nord Princess, owned by Denmark’s Norden and operated by the Nororient Product Pool, Wallem Shipmanagement’s 47,451 dwt tanker Challenge Pearl, Bernhard Schulte managed 23,503 dwt LPG tanker Navigator Venus and Prime Marine Management’s 74,127 dwt containership Flagship Willow.

Navantia – all yards busySpain’s Navantia Shiprepairers operates a total of five shiprepair yards throughout Spain, four on the country’s Atlantic coast (Ferrol/Fene) and Cadiz/San Fernando) and one on its Mediterranean coast (Cartegena). The Ferrol/Fene shipyard, and to a lesser extent, Cadiz, are among the most successful yards in the LNG tanker repair market – certainly the most successful in the western hemisphere (see the

The Moscow Spirit in Lisnave


LNG Tanker Repair Supplement). Out of the most interesting repair projects in Cadiz was the return of Magical Cruise Co’s 83,338 gt cruise liner Disney Magic to the Bay of Cadiz for the second time in the past two years. However this was the first time she visited the Cadiz yard, as the previous drydocking repair project was carried out at the Puerto Real yard. The vessel drydocked in No 4 Drydock to carry out, apart from the standard drydocking operations, the overhaul of the starboard Promas propulsion unit, tank cleaning operations and the blasting and painting of davits.

The prefabrication and installation of two new sea chests and twelve air distribution boxes was carried out, and all of the associated piping and valves were also installed. As always, with this type of project and client, the yard had to pour significant resources into the logistical requirements of the project, including the organisation and management of residues, material unloading, storage and handling spaces for the important volume of materials belonging to the client.

Other recent drydockings at Navantia Cadiz-San Fernando Shiprepair Unit include Delmas’ 30,369 dwt containership Marivia,

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The British Explorer in Navantia FerrolThe Disney Magic in Navantia Cadiz


Southern Europewhich was drydocked into No.1 drydock at the Cadiz shipyard to carry out, apart from the standard drydocking operations including the extensive blasting of the vessel’s hull, cleaning and inspection of tanks which, in turn, resulted in extensive steel renewal work in water ballast and fuel-oil tanks, as well as in the cargo holds of this vessel. Pipe renewal work and steel repairs on the vessel’s hatch covers was also carried out. In addition to all of the aforementioned, mechanical overhaul work was carried out on several of the vessel’s vital ship systems, such as on the main engine, the bow thruster, the tail shaft and the steering gear.

Also recently in the shipyard was PB Tankers’ 51,004 dwt tanker Gold Point, which was drydocked in No. 4 drydock at the Cadiz shipyard to carry out, apart from the standard drydocking operations, steel renewal work in tanks and also on the bulbous bow of the vessel. Pressure tests were also carried out on main deck cargo line piping and mechanical overhaul work was done on important ship systems, such as on the main engine, generators (two units) and on the bow thruster. Numerous electric motors were also overhauled in the workshop.

Peterson & Sohne Reederei’s 35,653 dwt containership Westermoor was in Cadiz for a relatively short drydocking in order to carry out steel renewal work in ballast tanks and air collectors, as well as on container cell guides in the holds of this container vessel.

The excellent commercial relationship between the Boluda group and Navantia was strengthened over recent months for drydocking repair work on both the two tugs VB Tron and VB Bulldog, the fifth and sixth vessels belonging to the owner’s fleet to repair at the San Fernando yard. Apart from the standard drydocking operations, propulsion units were overhauled on both vessels. However, the VB Tron underwent a larger repair scope including modification and repair work on the Voith protection pods, in addition to steel repair work (due to collision damage) on the stern of this tugboat.

At Ferrol/Fene the final operational tests have been completed on-board the Monforte de Lemos in the Gulf of Mexico, following the conversion and upgrading work in Spain, which comprised the conversion of an Offshore Supply Ship (OSS) into a modern Well Test Service Vessel (WTSV) to operate under a charter contract with Mexico’s Pemex.

Another market of note is the European Shiprepair Alliance between Navantia and BP Shipping, which contributed four of the vessels to the September projects. This Alliance has now reached 11 projects during 2015 compared with nine during the first nine months of last year. Recently three tankers from BP Shipping were in Ferrol/Fene – the 113,553 dwt British Falcon, the 37,321 dwt chemical tanker British Explorer and the 47,210 dwt chemical tanker British Tranquillity. Under this agreement Navantia also repaired the 155,000 m3 LNG tanker British Ruby. Other ships in this shipyard recently included Victoria Ship Management’s 172,517 dwt bulk carrier Nishin Trader.

The mega yacht Arctic P returned to Cartegena to undergo some improvements and project warranty repairs made before summer. Also, repair works have been carried out while a float on Gazocean’s 153,500 m3 LNG tanker Provalys, sistership of the Gaselys, previously repaired.

First chemical tanker repair project at MetalshipsSpain’s Metalships, Vigo has been able to obtain one of its main targets for this year - breaking into the chemical tanker’s market in Norway. According to Metalships’ Pablo de Celis, “Odfjell was the first client to

use the yard with the drydocking of the 17,460 dwt chemical tanker Bow Oceanic early this year. Once again, the yard focused on providing a superb performance. We all knew this repair would be quite significant and many eyes would be looking at us.

“Nevertheless, we felt surprise when we received a firm booking from Knutsen - the 16,512 dwt chemical tanker Louise Knutsen, just a few days after Bow Oceanic’s repair. This was thanks to Odfjell, who recommended our shipyard to them. Consequently, we gave them thanks because they brought another top client to our shipyard. Furthermore, Odfjell is repeating this winter again what clearly shows their trust in us. The worth of mouth is being quite fair with us so the results are getting better than ever”.

On the other hand, Metalships’ presence continued steady in Germany, Benelux and UK. Some potential customers - Briese, Wagenborg, Flinter, Reederei Köpping and Marship tried the yard for first time with a positive result as per their technical department’s feedback.

Boskalis’ 4,906 m3 trailing suction hopper dredger Waterway came back to shipyard during this year. “Boskalis has clearly showed their reliability on our yard by bringing back the Waterway and also trying to bring a few more projects, which we finally couldn’t accommodate due to the high occupancy of the yard. For this year and next, it is our intention to work closer and make a better planning in order to guarantee them dock space every time they need it”.

According to Martijn Cox, Fleet Manager at Boskalis, “For a TSHD the size of the Waterway, we consider Metalships in Vigo is a good location to conduct repairs when operations of the vessel bring her in the vicinity of Vigo. The yard can upsize and downsize labor as the planning so requires and understands TSHD’s, which are always challenging to repair due to the complex equipment on board.”

Some of the major jobs were made on Albacora’s 1,905 dwt tuna vessel, Albacora Caribe, underwent her fifth special survey. Work included sandblasting and painting of fishing deck and 18 fishing cargo holds. Fabrication and installation of new forecastle (40 tons), removal of old forecastle including all deck equipment like anchor windlass, panama chocks, etc. fabrication and installation of the new foremast, handrails and hatch, and extensive piping works on new A/C and Fire Fighting lines.

Köpping Reederei’s 15,317 dwt containership Rachel Borchard underwent extensive steel repairs as part of her third Special Survey. The scope of work included major piping, cell guides and steel repairs, which involved the vessel’s bulbous bow and other forward hull areas. Some 35 tons of steel renewal were renewed.

Other large project involved Remolcanosa’s 1,879 dwt tug Ria de Vigo,

The Bow Oceanic in Metalships, Vigo


Southern Europewhich underwent major repairs. In a first step, they came earlier this year to perform afloat steel repairs then a few months later the vessel returned to Metalships for the installation of Oil Recovery Equipment and KOSED hydraulic crane installation. Work involved:• Cutting, removing and installing 6 m of deck side protection• Removing and relocating two manhole covers and tank vent pipes• Removing and modification of hydraulic lines• Fabricating and installing two crane pedestals (with one manhole each)• Fabricating and installing four rigid arm foundations• Fabricating and installing eight twistlocks for the powerpack container• Installing two hydraulic cranes• Installing two rigid arms• Installing two containers 10´ ISO for powerpack• Modification of the rescue boat deck IWO installing skimmer container• Fabricating and installing four twistlocks for the skimmer container• Installing 1 container 10´ ISO for skimmerApart from this major job, the yard also carried out standard drydocking work plus engine and steel works. Two major mechanical repairs were made this year. First one was on-board of USC Barnkrug’s 8,685 dwt general cargo vessel Elbinsel which main job was:• Removal of the piping on top of the Main Engine under the access to

be opened. • To crop out the access hole in Main Deck for Main Engine removal to

the workshop • Dismounting of cylinder heads, piston, liners, connection rods, turbo

blower, air cooler, pumps, injection pumps, uncoupling from the shaft line.

• Preparation of the Main Engine Block for the maneuvering.

• Removal and transportation of Main Engine from the vessel to the workshop

• Preparation of foundations in the workshop for placing the M.E. on it. • Mounting back again all the parts in the Engine Room• Take alignment of Main Engine.The same work is currently being carried out on-board of Armamento Setramar’s 9,800 dwt general cargo vessel Pietro Benedetti. Pablo de Celis continued, “Regarding the Elbinsel, a broken cylinder liner affected the camshaft. “We have lifted the whole block, 108 tons, to our workshop where repairs continued during a 45 day period. The vessel discovered the problem while she was in Algeciras and despite the number of competing yards in the vicinity of Algeciras, Gibraltar, Cadiz and Malaga, the owner towed the ship up to our yard in Vigo.

“According to the customer our two visits on-board the ship (first visit was made within 12 hours after receiving the enquiry) a lump sum quotation and estimated re-delivery time were the key factors in winning the contract in spite of the longer deviation compared to local yards.

“Surprisingly, we faced same situation a few weeks ago with Steramar’s 9,800 dwt general cargo vessel Pietro Benedetti. This time ship was in the Azores and again, we had fierce competition - however, the great job done on-board on Elbinsel helped us to get the contract. Towage took the ship to La Coruña for discharging the remaining cargo and then to Vigo for the repairs. At this time, work progress is going according to planning”.

Regarding yard’s performance in figures, Pablo de Celis said, “We have repaired, up to October, a total of 28 ships in drydock and 11 alongside, compared with last year were 29 in drydock and 10 alongside. Most repeated countries were 12 from Spain, Germany (6), Benelux

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• 5 Shipyards with14 Dry Docks• Good maritime strategic locations• Up to VLCC DD Size• Operating 24/7 • 47 years of maritime experience• An Engineering Hub• Over 2 Kms of repairing Berth• Over 2 Kms of repairing Berth• Adequate draft and easy access from open seas• Achieved Credibility on Safety and on honouring deadlines

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(6), Norway (4) and UK (3). As a result, we managed a 28% increase in turnover compared to 2014 (best year record till now). Likewise, the number of enquiries jumped from 184 to 210, 14% higher than 2014, and we expect to reach 250 enquiries by the end of the year, which would mean an increase of 36%. This has been achieved despite the poor market situation and the large number of competitors in the neighborhood”.

“Therefore, figures clearly show an increase in market’s knowledge about Metalships and also a better brand positioning. “We are really trying to reach every single shipowner/shipping company managing at least one ship, wherever they come from. Therefore, the marketing promotion is quite active and it is making good results although everything is always subject to improvements. Our target for 2016 is to keep up with our presence in Scandinavian countries and break into the Asian market, where our brand could be better positioned. Moreover, we will continue working from sun up to sundown in order to make steady progress in European market. Indeed, we received several recommendation letters from European owners this year what we shared with our whole staff and definitely, it cheers them up”.

Full occupancy at Viktor LenacThis year (2015) has been a very busy and successful year at Croatia’s Viktor Lenac, Rijeka, all docking capacities being practically fully employed during the first three quarters of the year as well as now in October. A total of 50 projects have been completed during this period.

Most of Viktor Lenac’s ship repair clients are repeat clients from Germany, Cyprus, Italy, Greece, UK and Norway, appreciating the yard’s quality of works, experience and expertise, commitment, flexible approach, quick response to additional work requests and keeping schedules.

Extensive ship repair and docking work was carried out on-board US 6th Fleet Flagship USS Mount Whitney (LCC 20) from January to September 2015 marked the year as one of the most important ship repair projects. A complete overhaul and docking of the ship was carried out, class surveys, renovation of accommodations and galleys, shell plating and deck house steel renewal, AC treatment of hull and ballast tanks, cleaning and gas freeing of all fuel tanks, modification of existing spaces into the new auxiliary engine room including installation of three new CAT generators, switch boards and control room. 3D Modelling for all new

spaces and systems was done. New systems have been installed - UPS, vessel control system, reverse osmosis, two electrical boilers, flushing water, and a fuel overflow system.

All existing switchboards have been replaced with new ones. Machining of stern tube, stern tube shaft, propeller shaft, rudder stock housing and rudder stock was carried out during the vessel’s laying in the dock in first third of the schedule. It was carried out a total of 220 tons of steel works, and 52 kms of cables were installed. It was removed and ecologically disposed 21 tons of asbestos. All pipes were fabricated from Cu Ni and Stainless Steel material. The yard also carried out the boiler works, cleaning of all ventilation ducts, inspection of low pressure steam turbine, non-skid application on all main and heli-decks, inclination test, accommodation works (Terazzo & PRC), galleys, ventilation, insulation, etc. The project was carried out according to the US Navy standards and requirements.

Extensive repairs were carried out on the AFH – Ancona’s 12,523 gt ro/ro AF Francesca that was disabled by an engine room fire in January this year. Visentini Giovanni’s 14,398 grt ro/ro Levante underwent comprehensive repairs on main engines.

The shipyard carried out two large and demanding ballast tank anti-corrosion treatment contracts for Navigazione Montanari - the 34,740 dwt chemical tanker Valle di Andalusia and the 40,218 dwt oil/chemical tanker Valle di Navarra.

Recently in the yard is Eastern Pacific Shipping’s 114,542 dwt tanker Ross Sea again at Viktor Lenac after several years. In the summer the owner contracted the yard with its 164,028 dwt oil tanker Nobleway, and in December its third vessel will be drydocked - the 26,427 dwt LPG tanker Cambridge. Also in the yard is Thome Shipmanagement’s 30,553 dwt oil/chemical tanker Mariline owned by Sweden’s Marinvest.

The yard has strengthened its position in the Greece market. It is continuing good co-operation with one of the leading liquid cargo operator in Greece, Minerva Marine, which awarded the shipyard with repair contracts for six tankers for the current year of which five are chemical tankers. The ships involved are the 50,939 dwt Minerva Anna, 50,389 dwt Minerva Grace, 50,921 dwt Minerva Virgo, 50,950 dwt Minerva Rita and the 52,914 dwt Minerva Zen and one Aframax tanker that will undergo repairs at the end of the year.

Norway’s K.G. Jebsen Skipsrederi is the yard’s new client with a repair contract for extensive repairs on-board its two cement carriers - the 16,016 dwt Glory Ocean and 20,200 dwt Glory Tellus, which is currently at the yard.

After two years, Hong Kong/Canadian operator Valles Steamship returned to Viktor Lenac with two vessels - the 107,144 dwt tanker Seanostrum and the 106,638 dwt products tanker Seaborne (coming in November).

The complex conversion of the 10,543 dwt cable lay barge Cable Enterprise was the major project that marked the current year. The barge was delivered in March 2015 on mutual satisfaction of the shipyard and the Owners, Prysmian Powerlink Services Ltd, UK, a subsidiary of Prysmian Group, a multinational company headquartered in Milan, Italy, one of the leading companies in the industry of high-technology cables and systems for energy and telecommunications. The total project value exceeded €22m. The objective of the conversion was to upgrade a “dumb” cable lay barge with dynamically positioning capabilities (DP-2 Class). The non-propelled cable lay barge Cable Enterprise, built in 2000, used mooring system for station keeping and movement undertow whilst in the wind farm site. In the preparatory stage from signing the contract until arrival of the barge in the shipyard, part of classification and

Southern Europe

Viktor Lenac’s facility in Rijeka


Southern Europecomplete design documentation was produced.

The complexity of this project is best explained by the following facts. During the conversion period of seven months, 1,400 tons of steel was installed, aft engine room section to accommodate two diesel engine driven Voith Schneider propellers, forward engine room section with two diesel electric generating sets, powering two Wärtsilä azimuth thrusters, and two tunnel thrusters built in now bulbous bow. Within two new decks on the accommodation block fully equipped Bridge Control Room and additional accommodation facilities have been arranged. A total of 155 tons of pipeline and 145 kms of electrical cables was installed.

The barge has been extended for 10 m. Also, sophisticated cable lay equipment was installed where Viktor Lenac participated in the production and installation of the pickup arm, a special device for stacking cables. The latest generation of equipment and automation systems have been installed, integrated, commissioned and completed with successful DP proving trials. A sophisticated NOx reducing system, compliant with IMO Tier 3 standard, was installed with Urea solution production plant, developed for this vessel.

After having completed her first job after the conversion involving cable laying in an oil field in front of Santa Barbara, California for Exxon Mobile, one of the world’s largest company, the barge that is now 10 times faster than a conventional barge has contracted another job in Europe having a value of US$220m.

With the successful conversion of Cable Enterprise that was the most demanding one from technical point of view, Viktor Lenac has further consolidated its position as one of only a few specialised shipyards for conversion of ships and construction of gas production platforms in the Mediterranean and beyond.

Some 160 projects each year at GemakExceeding 2,000 ships either repaired or converted since 1969, Turkey’s Gemak Shipyard is today capable of undertaking around 160 repair projects each year. Gemak provides services for a wide range of ship types, from bulk carriers to sophisticated gas tankers, dredgers, offshore platforms, semi-submersibles, drill ships etc. and meanwhile enjoying challenging engineering projects of conversions, damage repairs or refits.

A spokesman said, “Gemak Group is proud of having worked for 2,000 ship owners and managers. With its experienced and committed workforce and management, modern facilities, and an excellent track record, Gemak Group continues to be among the leading shiprepair and shipbuilding group in Turkey.

Just recently Gemak Group has delivered the third general cargo vessel conversion to a CO2 tanker for Yara Gas. This vessel, the Yara Gerda, the last in the series, is the largest CO2 carrier on a world-wide basis. She has a capacity of 1,800 m3, Ø7 x 50 m and 470 tons weight of CO2 tanks, which were fabricated with 45 mm thick P355LN2 low temperature steel. The tanks’ design pressure is 19 bars, sitting and leashed on the fabricated bed plates inside the box shaped cargo holds, with double bottom water ballast tanks strengthened to sustain the loads, additional buoyancy tanks have been fitted for stability measures. The vessel’s hatch covers have been sealed permanently to serve as a cargo deck equipped with an advanced cargo pump room and auxiliaries. All construction work were accomplished with in-house capabilities starting from scratch - rolling of steel plates for tanks’ body, hemisphere bending tanks’ ends,

Dredger repairs at Gemak


Southern Europefully automated welding works, PWHT works etc.

Another challenging project, which is currently under progress, is a mid-life refit project of one of the world’s largest cutter dredgers, the 20,260 kW Leonardo da Vinci, owned by Belgium’s Jan de Nul.

According to Cagatay Tanyolac, Head of the Marketing Department for Shiprepairs, “Driven with the power of being a family-owned company, founded by Ismet Uner who is today still the president of the Group and his son Birol Uner, who is running the company as CEO, Gemak Group continued its breath-taking expansion and as of today it comprises Gemak Tuzla Shipyard (established in 1969), Gemak TGE Shipyard (acquired in 2000), Gemak Neta Steel & Pipe Fabrication Yard (established in 2008) and Gemak Altinova Yard (established in 2013) and continues to provide it’s services for drydocking, ship repair and conversion, offshore – oil & gas, industrial projects and newbuilding as one of the most competitive shipyard in the Mediterranean.

“The group is adding each day to its huge resources by means of skilled manpower and engineers while investing more and more in its facilities to provide the best to its clients. With the recent initiation of Gemak Altinova Yard, with dedicated space for ship repair and conversion activities and dedicated space for fabrication of large steel structures such as offshore platforms, floating docks, bridges, large sections of ships, the Group is doubling its production capacity area from 150,000 m2 area to 300,000 m2, piers and jetties from 2 kms to 3,5 kms, drydock capacity of up to 300 m x 53 m (apart from one Panamax floating dock and one Handysize floating dock that are in service) with other drydocks of various sizes that will be allocated very soon. The Group also has the highest crane capacity in region - up to 470 tons SWL, which includes 42 cranes of various types.”

The Group’s history, which includes an excellent track record, and its pioneer position, which is acknowledged during many challenging projects, several accomplished compelling tasks, where safety, quality and timing were paramount, the future of Group is bright and full with many opportunities.

Besiktas 2015 tally will go above 150Since the beginning of 2015, Turkey’s Besiktas shipyard has completed 130 projects, which is expected to be 150+ by the end of the year. Compared to last year, in 2015 there is a slight decrease in the number of vessels due to concentrating on more extensive and profitable repairs and conversions. Therefore - work scopes, budgets and complexity of the projects are larger and more extensive than last year.

Beside routine survey items - silicone hull painting, installation of water flow adjustment

systems and various engine room tank, ballast tank upgrading works, accommodation interior renovations and regional regulation related equipment modifications are also requested by many ship owners.

Recently yard’s most comprehensive project is an extensive refurbishment repairs for a reputable owner’s ro/pax vessel after a heavy grounding damage. The yard has also carried out the conversion of another ro/pax vessel to increase the passenger capacity, maintenance of dredgers, construction of a block for increasing the number of tanks in a chemical tanker and modification works of a sophisticated drill ship.

Additionally, Besiktas has completed a total of five pure car carriers (PCCs), the drydockings in the yard’s graving dock, which can be considered as the most suitable facility for this particular type of vessels in the region.

The yard’s market shares from the different regions around the world and accordingly business volumes are steadily increasing since the beginning of shiprepair activities. The yard has found that


Southern Europe

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Optimising performanceSaving money

most shipowners are advancing their fleets’ drydocking schedules to complete surveys before 2016 in order to avoid BWTS installation for a couple of years more - therefore, all shipyards are quite busy f or 2015.

Conversion work completed at TuzlaTurkey’s Tuzla Shipyard recently completed the last of a three ship conversion for Norway’s Yara International ASA of a trio of general cargo vessel into CO2 carriers. The vessel in question was Yara Gerda, which started life in 2004 as the general cargo vessel Flinterbaltica. In her new guise Yara Gerda can carry 1,800 tonnes of CO2. The conversion work included the fitting of new CO2 cargo tanks and Yara’s own SCR (selective catalytic reduction) system for reducing NOx. In 2013 the Turkish yard completed the conversion of the 2005-built Yara Embla (ex Norrsken) and Yara Froya (ex Boreas).

All three tanker are managed by Norway’s Larvik Shipping AS and operate between Yara’s production sites in Sluiskil, Holland, Porsgrun, Norway; Fredericia, Denmark; Dormagen, Germany; and Wilton, UK to terminals in Hamburg, Germany; Monitor, France; and Billingham and Purfleet in the UK. The entering into service of these three CO2 tankers brings to an end the Norwegian company’s fleet renewal programme, which has seen the replacement of ageing tankers, built in the 1970s.

Damen Galati completes re-engining projectDamen’s Romanian shipyard in Galati recently completed the fitting a new main engine in the new Canadian ro/pax Veteran which it recently delivered to the Government of Newfoundland & Labrador. While on her delivery voyage from Romania to Canada the US$50m ferry suffered failure in one of its three Caterpillar 3512C C main engines. The vessel put into Valetta, Malta for repairs to be carried out.

However, the Canadian owners demanded that a new engine be fitted back at the shipyard in Galati. The Veteran is now on her way to St. John, Newfoundland where final work will be carried out to make the 200 passenger, 60 car capacity ferry ready for her new service between Newfoundland and Labrador.

San Giorgio wins Saipem contractSaipem’s 61,118 dwt drill-ship SAIPEM 10000, which is operated by Portugal’s Saipem Portugal Comercio Maritimo Funchal, has arrived in Genoa to complete refitting works by Italy’s San Giorgio del Porto. The project has already had work completed by France’s Chantier Naval de Marseille, a company 100% controlled by San Giorgio del

The Besiktas shipyard in Turkey

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Southern EuropePorto. The SAIPEM 10000 is capable of operating up to depths of 3,000 m and drilling up to 10,000 m deep.

The work in Genoa involves the normal maintenance of the ship, including the upgrade of the automated systems and it represents the final stage of restyling project started in recent months in drydock No. 8 of Chantier Naval de Marseille.

The contract clearly shows the operational synergies between the yards in Genoa and Marseille, which, together, are able to operate in a market segment for large ships (exceeding 270 m in length), which are unable to use Genoa as a repair port due to drydocks’ dimensions. This project will involve some 20 companies of the ship repair industry with peaks of about 200 workers daily engaged on-board.

Meanwhile, the list of tankers repaired by Chantier Naval de Marseille (100% controlled by Italy’s San Giorgio del Porto) during 2015 include Empire Navigation’s 156,532 dwt tanker Suez George, Tsakos Columbia Shipmanagement’s 105,344 dwt tanker Uraga Princess and Atlas Maritime’s 105,495 dwt tanker Mitera Marigo

Adriatic Shipyard Bijela still looking for a new ownerThe Montenegro-based shiprepairer Adriatic Shipyard Bijela is to carry out the major refit and refurbishment of the former Moroccan owned ro/pax Ibn Batouta. The ferry has been sold by Morocco’s

COMANAV to Albanian ferry operator Red Star Ferries. The vessel is the former Sealink Irish Sea ferry St. Christopher and

has been laid-up in the Spanish port of Algeciras for a few years. Once work is completed the vessel will enter service for her new Albanian owners between the Italian port of Brindisi and Durres, Albania. There has been much debate about the future of this shipyard over the past couple of years.

Adriatic Shipyard Bijela has two floating docks, one with a lifting capacity of 10,000 tonnes and one with a lifting capacity of 33,000 tonnes and can repair vessels up to 120,000 dwt. In 2014 Italy’s Fincantieri was interested in buying the company but pulled out. Currently there are two interested parties, Holland’s Damen and Montenegro’s super yacht repair specialist Adriatic Marinas.

Gibdock wins ‘scrubber’ contractsGibraltar’s Gibdock has secured a breakthrough exhaust gas scrubber (EGS) retrofit project covering five vessels operated by shipmanagement major Norbulk Shipping and owned by global shipping group Vroon.

The contract represents a sizeable debut in specialised EGS work. With all five ships also undergoing special survey drydockings, the job is the Gibraltar yard’s largest single assignment in 2015. The landmark project is also the first ship-series SOx abatement technology retrofit win for any Southern European yard.

Using EGS, shipowners can continue operating on heavy fuel oil instead of more expensive marine gas oil to meet IMO rules on SOx

The drillship Saipem 10000 entering Genoa


emissions that came into force in Sulphur Emissions Control Areas (ECAs) on January 1st, 2015.

“We are the first yard in the region to win a major exhaust scrubber project,” said Richard Beards, Gibdock Managing Director. “Our ideal location means that we are always attractive for owners considering this area. Gibdock’s competitiveness, high quality workmanship and on-schedule redelivery has led to this breakthrough deal, which opens a new chapter in the industry’s EGS installation work options.”

Gibdock’s workload included the 37,500 dwt product tanker Great Eastern, the third of the five Norbulk vessels being fitted with ‘PureSOx’ main engine, auxiliary engine and boiler EGS units from Alfa Laval. The hybrid PureSOx system removes over 98% of SOx emissions from exhaust gases and up to 80% of particulates. EGS installation work on-board Great Eastern included 90 tonnes of newly fabricated steel, the laying of 12,386 m of electrical cabling and 1,134 m of GRE pipes involving 800 v flanges and elbows.

Special survey work required a hull washing, spot grit-blasting and coating job, overhauling of sea valves , propeller withdrawal, bonding of stern seals, rudder clearances, bow thruster overhauling, windlass winch bearing renewal, overhauling of boiler safety valves, pipeworks, insulation works and various other routine dry-dock works. These tasks took place at the same time as EGS installation, with the ship redelivered on schedule and on budget in 20 days. Mr Beards said the time taken for redelivery to Norbulk has been shortened as projects have progressed.

To optimise EGS retrofit processes, Gibdock undertakes prefabrication for smaller blocks in its workshops, with transfer to the ‘Pad1’ area, completed in 2014, allowing further

structural and assembly work to be completed alongside Drydock No.1 in a timely fashion for drydocking. “Pad 1 was pivotal in optimising workflow,” said John Taylor, Gibdock Operations Director. “No other regional yard has a comparable purpose-built zone for EGS foundation and structural work before vessels arrive.

“This has been an intense collaboration, involving different Gibdock departments, naval architects, the Norbulk project team, Alfa Laval, and our electrical and piping systems

subcontractors. Optimised planning, materials purchasing, equipment deployment and job sequencing for EGS work are now part of Gibdock’s competitive advantage.”

Beards added, “This is a significant project for Gibdock in 2015. We have added dedicated EGS facilities and expertise to our natural competitive advantages of location and weather, and our hard-earned reputation for quality work delivered on time and on budget.” SORJ

Southern Europe

The Great Eastern in Gibdock’s Dock No.1,showing part of the Pad 1 fabrication and assembly area

The Great Eastern after Exhaust Gas Scrubber installation


Norway by Paul Bartlettand

Alan Thorpe

Norweigans upbeat despite tricky offshore market

Drastic reductions in E&P spending, sweeping job cuts and a fierce drive to reduce costs are three strategies which are focusing the minds of energy company executives across the world. Listed companies, including the oil majors, are only too well aware that maintaining dividends is essential to keep shareholders on side but much of tomorrow’s oil lies in regions with “the four d’s” – deep, distant, difficult and dangerous and is extremely expensive to develop.

It is the regions of high-cost oil production that are inevitably being hit hardest by the dramatic collapse in prices. Heavily energy-reliant Norway is more vulnerable to a price downturn than most. Per Erik Dalen is Chief Executive of Campus Aalesund – an educational hub at the heart of Norway’s west coast offshore cluster. He concedes that low oil prices are most damaging to regions of relatively high-cost production like the North Sea. But like many of his countrymen, he is also pragmatic about the market.

The Norwegians have become used to the peaks and troughs of volatile energy markets over more than four decades. Not only have they pioneered a range of ground-breaking technologies over that time, but they have simultaneously amassed the world’s largest sovereign wealth fund, largely on the back of offshore energy earnings. Nevertheless, dependence on oil and gas is challenging during times of low prices. The Norwegians concede that adjusting to downturns in painful in the short run, but inevitable in a turbulent energy market.

By mid-October, there were more than 70 offshore support vessels laid up in the North Sea, mostly Norwegian owned and operated. More lay-ups and associated job losses are inevitable, sources believe. Nevertheless, despite the challenges, the west coast cluster is thriving and technological innovation is evident across a range of offshore-related sectors. When oil prices rebound, the “four d’s” will mean that Norwegian expertise will be in great demand and no-one in the cluster is planning to let that opportunity slip by.

However, not all offshore players are that pessimistic. Haavard Ulstein, the head of Island Offshore, recently commented, “It’s not all dark outside.” Island Offshore, based on Ulsteinvik on Norway’s west coast, operates a fleet of 19 platform service vessels, three anchor-handlers, three well intervention vessels, with another two sophisticated winterised drillships/well intervention vessels on order from Japan’s Kawasaki Heavy

Industries (KHI), service and construction vessels, and three well service vessels, two of which were converted by Germany’s Lloyd Weft last year for charters with Schlumberger.

Island Offshore recently made history when they successfully drilled a pilot hole for Centrica Energy by means of open water coil tubing. This technology has never been utilised in the offshore industry before and proves to be a safer and cheaper alternative to traditional drilling using a rig.

The offshore community on the west coast is home to no fewer than 13 ship design firms, 20 ship operators, and 169 equipment suppliers, according to Dalen. In marked contrast to operators and service providers in some other offshore regions, the Norwegians are upbeat. Although opinions vary on the timing of an oil price rebound, most expect one before the end of the decade at the latest, and possibly much sooner.

When it comes, it could well be faster, and equally as unexpected as the price plunge late last year. Drastic capex cuts and job losses across the global offshore industry mean that the world’s hydrocarbon energy reserves are falling sharply. And it is these reserves on which oil majors and listed energy firms rely to underpin their balance sheets. Therefore they cannot afford to allow reserves to continue falling for long. Experts believe that scaled back E&P activity is already allowing global reserves to reduce by some 8m every day.

The oil price plunge does not seem to have slowed down the Norwegian quest for improved efficiency and sharper cost control. State energy firm Statoil has pioneered new enhanced oil recovery techniques, for example, which double the yields from many offshore fields to 60-70% in some locations. This potentially raises output levels, extends field lives, or both.

Meanwhile a focus on standardisation is aiming to simplify the legal and documentation process relating to offshore field development. And the supply of significantly cheaper shore-based electricity, generated from sustainable hydro-electrical plants ashore, is being extended to various offshore fields, significantly cutting costs.

Campus Aalesund’s Dalen points out that the offshore focus is traditionally energy-oriented. But, he says, taking a longer term view, roughly 70% of the earth’s surface is ocean, 80% of it is deeper than 800 m, and about 90% remains to be explored. The world’s oceans, he says,

Per Erik Dalen

Haavard Ulstein

Norwayhold huge potential. Mining company De Beers would seem to agree. It is currently building a deep-sea mining vessel at Kleven Shipyard on the west coast.

The ship will be of similar design to others developed by naval architects Marin Teknikk although it will incorporate a range of features specified by De Beers. There will be ample space below deck for specialist equipment and the entire aft deck will be fitted out with gear for underwater mineral exploration. The vessel, which will be deployed in waters up to 150 m deep rich with resources off the coast of Namibia, will have space for 80 people in one-person cabins and will work offshore for three years at a time. Fast crew boats and helicopters will ferry personnel from shore.

Recognising the pressure under which companies are operating in relation to capex, Ulstein Design and Solutions has recently launched an offshore multi-function vessel design which, without mission equipment, is likely to cost little more a third of high-end units built for similar operations. The new S182, which in basic form is likely to cost around $45m, has been designed as a platform which can be adapted for operations including pipe- and cable-laying, shallow-water construction and installation, and dive support. Target markets include South East Asia, the Middle East and Africa.

In the longer term, the Norwegians have good cause to be positive. Despite claims that the North Sea is no longer an offshore region to be reckoned with, new drilling and production technologies are transforming the outlook. Fields previously thought to have been abandoned years ago are still producing and likely to continue doing so for years to come.

New fields are under development. In the Norwegian sector, for example, Statoil is spending some $15bn on the first phase of development at the giant Johan Sverdrup field, one of the North Sea’s five largest fields which is due on stream in 2019. When a similar amount has been spent on the second development phase, the field is projected to produce a peak of around 650,000 bbls/d and is likely to remain in production for at least 50 years. The world’s largest ship, Allseas’ Pioneering Spirit, has already been fixed for hook-up and commissioning of four platforms at the field.

ABB orders a new cable layerABB has ordered the world’s most advanced cable-laying vessel to boost the capacity of its submarine cable operations while achieving greater efficiency and precision. The new ship will be custom-built to ABB specifications and measure approximately 140 by 30 m, will be

constructed at Norway’s Kleven shipyard. Delivery is expected in 2017. “This next-generation vessel incorporating state-of-the-art ABB

technologies will be a key differentiator for our high-voltage cable business, enhancing flexibility and execution ability,” said Claudio Facchin, president of ABB’s Power Systems division. “It will also improve operational efficiency and customer focus, supporting profitable growth in line with our Next Level strategy.”

The new ship will deploy many of ABB’s own leading marine technologies. The award-winning Onboard DC Grid and power distribution solution, for instance, will use a single DC circuit for ship propulsion to reduce power consumption. The vessel will set new standards for reliability and accuracy and will be equipped with roll-reduction tanks and the subsea operations will be executed and monitored by a remotely operated vehicle using cameras and sonar, avoiding the need for divers.

The vessel will also feature a complete ABB Integrated Automation System and three Azipod propulsion units. Together with an energy storage system for marine applications it will cut fuel consumption by 27% and reduce maintenance compared to traditional AC systems. Sensors, monitoring hardware and software will enable data to be sent to shore via a satellite link, to allow the onshore technical support centres to work closely with the ship as part of ABB’s Integrated Marine Operations solution. Advanced advisory software for motion monitoring, forecasting and decision support will also be on-board.

Thanks to dynamic positioning technology of the highest class (DP3), the ship will be able to maintain its position with a high precision. The vessel is constructed in such a way that fire and flooding can be contained and will not compromise positioning and other essential systems. Cable links play a key role in the reliable and efficient transmission of large amounts of electricity, often over long distances. With experience dating back to 1883, ABB is a global leader in high-voltage cable systems with an installed base across applications such as integration of renewables, city centre in-feeds, oil and gas platform power supplies, and subsea interconnections. ABB has commissioned more than 25 high-voltage direct current links and hundreds of high-voltage alternating current links around the world.

DNV GL’s Green Coastal Shipping ProgrammeEarlier this year, DNV GL, together with 25 Norwegian maritime industry partners and the Norwegian authorities, kicked off the Green Coastal Shipping programme, the aim of which is to demonstrate to the world that tomorrow’s shipping industry will be eco-friendly. Now five pilot projects have been chosen to show the way towards a future zero-emission industry.

When the Green Coastal Shipping programme was launched, a fleet of offshore vessels, tankers, general cargo, container, ro/ro, bulk and passenger ships, ferries, fishing and aquaculture vessels, tugs and other coastal vessels running entirely or partly on batteries, LNG or other green fuels was envisaged. Now, the first five pilot projects have been revealed:• Cargo Ferry plug-in hybrid • Next-generation green shuttle tanker • Hybrid ocean farming vessel• Conversion of cargo carrier into battery-hybrid LNG tanker • Pioneering green port project

An artist’s impression of the new ABB cable-layer


The aim of the fourth pilot project is to develop a cost-efficient LNG-distribution concept with a hybrid LNG/battery propulsion solution and zero-emission port operations. Converting an existing vessel may provide a cost-effective option for small LNG tankers. In the initial phase, the technical concept will be developed, the environmental footprint will be calculated, a cost/benefit analysis will be carried out and a further-development plan will be presented. The project owners are Øytank Bunker service and the Norwegian Gas Association.

Remoy Shipping’s experience with dual fuelDuring late 2014, Remoy Shipping took delivery of the platform supply vessel (PSV) REM Eir, the world’s largest dual fuelled PSV from local Norwegian shipyard Kleven Verft. She has a deadweight capacity of 5,900 and a usable deck space of some 1,090 m2. She is on a three year time charter with Statoil.

The main propulsion system comprises two Wärtsilä W6L20DF engines at 1,040 ekW and two Wärtsilä W6L34DF engines at 2,500 ekW. These four engines supply power to two Rolls-Royce 1,200 kW tunnel thrusters and one 800 kW Roll-Royce azimuth thruster, all located forward, and two Rolls-Royce 2,450 kW azipull thrusters located aft.

The vessel has now had some nine months in service and the reports are so far very good when the vessel uses the LNG fuel

system. A spokesman for Remoy Shipping said, “There have been some problems with some cylinder knocking on one of the engines when running on LNG. This problem is currently under investigation by the manufacturer and expected soon to be solved. Some 123 tonnes of CO2 emissions/annum have been saved compred with MGO fuelled engines. Remoy Shipping operates a fleet of 11 platform supply vessels, a seismic source vessel, a seismic support vessel, a coastguard vessel and a research vessel. Remoy recently upgraded the Safety Integrated Management System to ISM and ISO 9000, 14000, and 18000, which is OCIMF – OVMSA compliant. The company is Targeting Level 4 performance”. SORJ

Norway

The REM Eir under construction at Kleven


Unlike the mainstream shipping sectors, contracting in the LPG and chemical tanker trades has been modest. Yet trade volumes continue to grow on the back of expanding natural gas production in various parts of the world. Growth in Middle East output underpins both of these sectors and cargoes heading to Asia have a relatively strong impact on tonne-mile growth. LPG trades are projected to grow by about 6% this year, following expansion of 3.5% in 2013 and almost 8% last year.

According to industry statistics, the Middle East and Africa account for about two thirds of global LPG output, with northern Europe contributing the next largest export volume equivalent to about 14% of the global total. Asian countries are the principal consumers: excluding China (9% of the global total) and India (10%), Asian countries between them buy more than 40% of global output.

Long-haul trades out of the Middle East, in particular, underpin demand for very large gas tankers, with spot rates on the trade to Asia hitting record levels at times this year. Meanwhile, one-year timecharter rates for a 78,000 m3 LPG tanker have averaged just over $50,000/day so far this year, up from an average of about $31,000/day in 2014, statistics from Clarkson reveal. They hit record levels in July this year – a 78,000 m3 vessel running from the Middle East to Japan could have earned a one-year timecharter equivalent of around $130,000/day.

A strong case can be made for fresh investment in the LPG fleet, at least in the smaller sizes. Significant contracting of new gas tankers above 60,000 m3 took place in 2013 when 39 ships of 3.3m m3 were ordered, and last year when contracts for 54 ships with a capacity of 4.5m m3 were signed. However, in the smaller sizes particularly, much of the fleet is old. Industry figures reveal that nearly 200 LPG tankers are more than 30 years old.

Epic Gas is the world’s largest operator of small pressurised LPG tankers with a fleet of some 37 vessels in the 3,500 – 11,000 m3 range, 28 of which are owned. The company’s Chairman and Chief Executive Charles Maltby is relatively upbeat about the future for vessels in this range, according to recent reports. Requirements for such ships west of Suez is growing, Maltby stated recently, although intra-Asian trade has been weaker of late.

Epic Gas has commissioned nine new vessels recently and has a further eight under construction and due to deliver between now and 2017. In view of what he expects to be a firming market for these smaller vessels, Maltby expects that a greater percentage of the fleet will trade on the spot market next year.

Market trends in the chemical sector are difficult to pin down because fleet capacity varies so much depending on whether clean products tankers are trading in easy chemicals or not. However, as in the LPG trades, the chemicals sector outlook is broadly positive because of increased refinery output and industrialisation in Asia. China accounts for about 30% of the 170m tonnes of seaborne global chemicals consumption whilst other Asian countries account for another 16% or so, according to industry statistics. About a quarter of is produced and shipped from the Middle East and Africa.

Statistica, a research organisation, estimates that the Asia Pacific region will account for almost half of total chemicals demand by the end of this decade, up from a little more than 40% in 2010. Elsewhere, the company projects that demand will fall slightly in Western Europe and the Americas.

In terms of the chemical tanker fleet, modest contracting has kept pace with trade expansion but new contracting appears to

have reduced this year. Clarkson statistics reveal that less than 40 chemical and specialised tankers have been ordered in the year to date, compared with totals of 164 last year and 137 in 2013. There are now 232 chemical tankers on order, aggregating 5.2m dwt. This represents about 13% of the fleet in this specialised sector which comprises about 3,500 vessels of some 40m dwt according to Clarkson figures.

Anthony Veder converts to LNG fuelTo convert its 6,621 dwt LPG tanker Coral Anthelia to dual fuel operation, Anthony Veder worked with Cat Marine’s Holland-based dealer Bolier to complete the industry’s first in-hull retrofit—saving considerable time and money in the process. The conversion was carried out in a five-week period. The ship’s M 46 DF engine can now run on LNG, marine diesel oil and heavy fuel oil—reaching industry-leading efficiency in gas mode. Using LNG eliminates the emission of sulphur and particulate matter and reduces emissions of NOx and CO2 by 90% and 20%, respectively.

Anthony Veder wanted to install a dual fuel engine at the time of the ship’s construction, but the technology was not quite ready. When it did become available, the company conducted an R&D project to compare in-hull and outside-the-hull retrofits, with the in-hull process emerging as the clear winner.

Converting the Coral Anthelia’s MaK M 43 C diesel engine to a six-cylinder M 46 DF (dual fuel) platform, with each cylinder offering 900 kW of rated power, required careful planning and collaboration between Anthony Veder and its partners.

Key steps in that phase included pre-determining all the transport openings through which required components could be transferred, as well as laying out 90% of all necessary cabling on board the vessel before arrival at the shipyard. That allowed the conversion team to begin disassembling, then rebuilding, the engine immediately.

Overall planning and operation was performed by Anthony Veder in close co-operation with partners from Bolier, Damen Shiprepair Rotterdam (Van Brink shipyard), Croon Elektrotechniek (electrical contractor), Leemberg (piping contractor) and Eekels (ship automation contractor). Despite the complexity, the team managed to execute the retrofit in less than five weeks. It helped that Caterpillar had strategically engineered the M 46 DF to allow for the retrofitting of current M 43 C engines. Synergies between the two platforms meant the in-hull conversion could occur without moving the engine block or performing extensive machining. SORJ

Chemical/LPG tankers

The Coral Anthelia

Strong story in LPG and chemical tankers

by Paul Bartlett


New agency office for Sembcorp Marine in LondonFollowing the decision not to carry on with Wilmot Marine, Singapore’s Sembcorp Marine, which includes Sembawang Shipyard and Jurong Shipyard, US shipyard agent L&R Midland, who is Sembcorp’s US agent, decided to open a London office and take on the Sembcorp Marine agency.

Former Wilmot director Andrew Hindley, who retired earlier this year, has been acting as agent for Sembcorp Marine, but now the L&R Midland office is up and running and Jon Holloway will head the agency office of L&R Midland (UK) Limited, with Samantha Neo acting as his assistant.

Jon brings with him vast knowledge and experience having spent most of his

career involving in various sectors within the marine and shipping industry. As a Chartered Marine Engineer, Jon has worked with various renowned shipping companies such as BP Shipping, INTERTANKO and BG Group. He has extensive technical experience in ship repair and upgrading projects as well as knowledge on maritime regulatory affairs and maritime standards.

According to Tom McQilling of L&R Midland, “We are confident that, with Jon’s involvement as our representative in the United Kingdom, we can continue to offer value-added services to shipowners and shipmanagers. As such, we are pleased to offer the prompt services of L&R Midland (UK) Ltd.Contact details are as follows:L&R Midland (UK) Ltd3 Bolt CourtLondon, EC4A 3DQContact: Jon HollowayEmail: [email protected] / [email protected]: 44 (0) 20 7356 0990Fax: 44 (0) 20 7936 2237Mob: 44 (0) 77 1214 8881

New offices for SR&SRoderrick Wordie’s Ship Repairers & Shipbuilders (SR&S) has moved address. The new details are:SR&SFirst Floor 3 The Clockhouse Burford Road, Carterton Oxfordshire OX18 3AAUnited Kingdom Tel No: +44 (0) 1367 860050 Email: [email protected] Website: www.shiprepairers.co.uk

OSV specialist joins RoystonRoyston Ltd has sets its sight on further growth with the expansion of its management team. Neil Graham, formerly head of Technical Services at the Dubai-based Topaz Marine, has returned to the UK to take up the newly created post of Technical Director at Royston, with responsibility for expanding the company’s established medium and high speed engine service capabilities – and identifying new opportunities for market growth.

Neil joins Royston with over 35 years of high level marine engineering experience, which includes many varied senior roles as a sea-going chief engineer, engineer superintendent and in regional operations management for shipping companies.

In his most recent role, during six years at Topaz Marine, Neil was responsible for all technical and engineering activities associated with the efficient operation of the company’s specialist offshore support fleet.

During his career he has worked on most types of vessels, including tankers, bulk carriers, ferries and OSVs, with responsibility for all engine types and with experience of dealing with all the leading marine OEMs.

As Royston’s Technical Director, Neil will have full responsibility for the operation and management of the company’s highly skilled engineering teams and will oversee all aspects of the company’s diesel engineering capabilities, customer service contracts and future technical developments.

New Managing Director at SchottelDr. Christian Strahberger will take over as the Managing Director of Schottel GmbH in 2016. Mr. Strahberger (42) is an industry expert with a strong technical and intercultural background. After studying in both Germany and the United States to earn his doctorate in Physics, he began working for Siemens AG in 2001 and later for the mechanical engineering company Voith in 2009. While there he held several managerial positions.

Most recently, he has been serving as Chairman of the Board of Management for the Marine division of Voith Turbo Schneider Propulsion. He has extensive experience in the area of ship propulsion. He will follow long-time Managing Director, Professor Dr.-Ing. Gerhard Jensen. Mr. Jensen built Schottel into a diversified company and equipped its propulsion division with a sustainable global presence. He will manage the activities of the Schottel Group in the Schottel Industries GmbH holding company.

Jensen says, “We are strengthening our management team to optimally orient all of our Group activities in each market. Schottel GmbH is the most important company in our Group. By bringing Dr. Stahberger on-board, we have gained an outstanding individual. He will bring the necessary drive to push the brand towards a successful future. SORJ

Agents/People

Jon Holloway

Neil Graham


Chop and change

I had an old shipmate who became master of a particularly elegant channel ferry, of which he was inordinately proud. His delight in his ship, when I took a quick trip across and back to the continent with him, was obvious and I admired the stylish way he handled her as he spun her around off the berths.

A few months later I met him and he seemed far less contented, following his ship’s refit, when she had experienced not just cosmetic attention, but major surgery. He showed me a photograph of the ship as she left the repairer and she was virtually unrecognisable from the vessel he had delivered. The ship had been chopped in half and lengthened, with a huge additional chunk of parallel body, with all its decks and fitments already installed, so that all it needed was a bit of welding and a lick of paint. But more dramatic was the operation that had been undertaken to provide a full length second vehicle deck , when the whole length of the superstructure had been bodily cut off and jacked up, to permit the installation of the additional structure.

I could see his point of view – his beautifully proportioned ship having become something of an ugly monster – although it was not difficult to see the motives of the owners of the vessel, who believed that the cost of the amazing operation would be recouped, through the vessel’s increased earning powers, in just a couple of years, with each ship- there were four similarly “expanded” – able to carry an extra 120 cars and more than twice the number of trucks.

He also told me that he found it quite disconcerting that the ship, longer, higher and offering a lot more windage, handled quite differently after she had been chopped around. He would stride onto the familiar bridge, with all the controls to which he was accustomed, but then have to get used to the fact that his height of eye was about ten feet higher than before, with about 100 feet of extra steel sticking out the front and even the beam increased. Of course, it took him but a few weeks to get used to the strange new characteristics of his new ship, and the next time I saw him, he was standing by an even bigger newbuilding, so he clearly didn’t dent her.

These I recall were just some of the more elaborate ‘conversions’ which happened at that time, which I suppose was an indication of why the ferry sector remains so popular among repair and conversion specialists.

Ferries have always been good business for repairers and continue to be so. Apart from the normal ‘wear and tear’ they suffer, with dents to be bashed out and chunks of belting repaired, they are hugely hard worked ships and have to be kept in good condition. There is not a lot of maintenance that can be done by the crew, especially in inclement climes, so they really can justify an annual workover at a repair quay, even if they don’t have to be docked. Overweight trucks dish the vehicle decks, while careless passengers can make even the most elegant public spaces look scruffy and careworn. It is obviously great for regular refits to freshen them up.

This is perhaps more noticeable these days with the preference being for carpeting and soft furnishings, rather than the brown linoleum and vinyl surfaces which could be hosed down by the crew. I was on a brand-new ship for the Irish Sea once, where the colour of all the decks in the public spaces, the superintendent proudly told me, was designed to disguise the vomit and the whole accommodation could be swilled out with mops and high-pressure hoses. We are all so much more refined these days, but with an obvious cost for operators, and considerable benefit for repairers.

The charter market for ferries, which has become quite large, is also good business for repairers, as no self respecting charterer of a ro/pax would dream of putting her into service without a thorough overhaul, new fittings in the public spaces and probably a change of livery into the bargain. Then, at the termination, the small print in the charter party will specify that it all has to be changed back again. All terminals seem to be slightly different, so the ramps will have to be tweaked to mate with them, while it won’t even be unusual to see complete new access equipment bolted on for the duration.

It was in the 1970s that the shipbuilders of South Korea suddenly burst on the scene and to the chagrin of the Japanese and even more so the European shipbuilders, started to sell their ships in Europe. It was, if a recall a fairly subtle sales message – you could buy two ships for the price you would expect to pay for one – and the shipowners could not resist this toothsome bait.

The first South Korean ship I ever saw was the first of a large class of ro/ro ferries built for Stena, which chartered the Searunner vessels with conspicuous success. Simple, tough, workhorses, the Searunners seemed to spend half their lives being altered for their demanding charterers. They were lengthened, shortened, widened, expanded to accommodate passengers, and even heightened, with an additional full-length spar deck for trailers. They operated on the short seas, but with a little extra attention, could be adjusted to become deep sea vessels taking containers across the North Atlantic or heavy plant to the Middle East. Seen initially as “cheap and cheerful” freight ro/ros, they have been extraordinarily long living ships, a tribute to their Hyundai builders but also to an awful lot of repairers over the years. And of course, Stena Ro/Ro has gone from strength to strength, still a great customer for repairers; still a major force in the ferry world.

In present times, the repairers with a window into the ferry world are working hard to keep their customers legal, with emission controls tightening their clean-air grip on North European waters and the coasts of North America. The smart money is also on Emission Control Areas being extended to the northern coasts of the Mediterranean, with a growing sense of injustice in those parts, where environmentalists are demanding the same protection as is enjoyed in north Europe. Why, they ask, is it OK for us to cough our lungs up in the diesel death zones of the south, when our fellow Europeans in the north are all breathing clean air? This argument, it might be suggested, is only going to go one way. Thus, there

Dock Gateby Michael Grey MBE

Michael Grey


would appear to be lots of scope for scrubbers, as this seems to be the way things are going, although LNG is getting so cheap they can’t even give it away. Alert repairers will, as always, see which way the wind is blowing and adjust their sails accordingly.

All ship design is a compromise, as the naval architect, when he put an extra deck of guns into the Mary Rose, which saw off her stability on a fatal morning in Spithead. It is a tenuous connection, but it seemed a tremendous idea to cut great holes in the sides of ro/ro freight decks, so that the trailer spaces can be ‘naturally ventilated’ with all the fresh air you can find to blow the fumes away.

And indeed, it all works tremendously well, until a fire breaks out on one of these ‘naturally aspirated’ decks, when you have about thirty seconds to drench the space with water. If you are just a little hesitant, and there is a fine fresh gale blowing through the apertures, the fire will spread from one vehicle to the next in minutes.

This seems to have been the case with the Norman Atlantic and just a few weeks later, her sister the Sirocco, the first of which had fatalities aboard, with the other vessel being successfully abandoned. Both would appear to be CTLs.

The preliminary Italian inquiry has concluded that the fire broke out on these open trailer decks, although it could have been either a faulty refrigeration unit, stowaways or drivers illegally brewing up in their cabs which lit the first spark. But worse still, the fire fighting equipment failed to extinguish the blaze. In the Norman Atlantic fire, the drenching equipment was activated on the wrong deck, although whether this was because of the dense smoke or other reasons it is not yet clear. The right valve was turned on the Sirocco, but such was the ferocity of the blaze, it proved ineffective.

But design problems didn’t stop there, as aboard both ships the LSA was above the burning deck with smoke and flames pouring through the openings below. In the case of the Norman Atlantic, most aboard were hauled off the monkey island by helicopter, as the flames spread below them. Design is a learning process, and you would think they would have learned plenty from these. SORJ

Dock Gate

Smoke gets in your eyes

The wreck of Sirocco – not a lot left.


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

Agents Contact Directory

Australia

HEMPSTEAD MARINE SERVICES31 Mitchell Street,Putney, Sydney, NSW 2112, AustraliaTel: + 61 2980 85851Fax: +61 2980 85851Mobile: +61 419880099Email: [email protected]: www.hempsteadmarine.comContact: Iain HempsteadCompanies RepresentedSembawang Shipyard, SingaporeSembmarine Integrated Yard, SingaporeSES Marine, SingaporeSembawang Kakinada Ltd, Kakinada, IndiaES Offshore and Marine Engineering, Thailand

Baltic States

LITHUANIA, LATVIA, ESTONIA, POLAND ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, LithuaniaTel: +370 46 246430 Mobile: +370 650 40900Email: [email protected]: www.orca-marine.euContact: Viktoras CernuseviciusShipyardsASABA (Puerto de Malabo, Equatorial Guinea)ASMAR Shipyard (Chile)BRODOTROGIR D.D. Shipyard Trogir (Croatia)CARENA (Abidjan, Ivory Coast)CHANTIER NAVAL de MARSEILLE (France)CIC Shipyards Group• CIC Changxing (Shanghai, China)• CIC Lixin (Pudong, China)• CIC Boluomiao (Guangzhou, China)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)ELGIN BROWN and HAMER Group• Durban (South Africa)• Cape Town (South Africa)• East London (South Africa)• Walvis Bay (Namibia)DAMEN Shiprepair Group• Arno Dunkerque (France)• Oranjewerf Amsterdam (Netherlands)• Damen Shiprepair Brest (France)• Damen Shiprepair Den Helder (Netherlands)• Damen Shiprepair Rotterdam (Netherlands)

• Damen Shiprepair Vlissingen (Netherlands)• ShipDock Amsterdam (Netherlands)• ShipDock Harlingen (Netherlands)• Oskarshamnsvarvet (Sweden)• Van Brink Rotterdam (Netherlands)ENAVI Reparos Navais (Rio de Janeiro, Brazil)GIBDOCK (Gibraltar)GRAND BAHAMA Shipyard (Freeport, Bahamas)HARLAND & WOLFF (Belfast, UK)JURONG Shipyard (Singapore)KLR Shipyard (Klaipeda, Lithuania)MEC Shipyards (Panama)NARP Shiprepair• Hidrodinamik (Tuzla,Turkey)• Besiktas (Yalova, Turkey)• Kiran/Erkal Tuzla (Tuzla, Turkey)• Famagusta (N. Cyprus)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 CompaniesARGO NAVIS (Greece) - Marine consulting & engineering

(BWTS, SOxNOx)CHINAPORT CLEANSEAS - de-slopping, cleaning (China)DGS Industrial & Naval (Brazil) - afloat repairsELSSI Drug & Alcohol TestingSYM - afloat repairs & marine services

Belgium/Luxembourg

ESMA MARINE AGENCIES B.V.Kuiperbergweg 35, 1101 AE Amsterdam, The NetherlandsTel: +31 20 3121350Email: [email protected]: www.esma.nlContact: Marcus WeggemanDirect: +31 20 3121353Mobile: +31 6 51408082Contact: Ronald de HoogDirect: +31 20 3121363Mobile: +31 6 53248863Companies Exclusively RepresentedEUROPELisnave – Setubal – PortugalGemak Group – Istanbul -TurkeyRiga Shipyard – Riga – LatviaWest Sea Viana Shipyard – Viana do Castelo – PortugalMIDDLE EASTDrydocks World – Dubai – UAEDrydocks World Global Offshore ServicesDMC Dubai Maritime City, ShipliftFAR EASTPaxOcean Asia• PaxOcean Singapore• PaxOcean Pertama – Batam – Indonesia• PaxOcean Graha – Batam – Indonesia• PaxOcean Nanindah – Batam – IndonesiaCHINACosco Shipyard Group• Cosco Dalian Shipyard• Cosco Nantong Shipyard• Cosco Qidong Shipyard

• Cosco Shanghai Shipyard• Cosco Zhoushan Shipyard• Cosco Guangdong ShipyardPaxOcean Asia• PaxOcean ZhoushanWEST AFRICADakarnave – Dakar- SenegalCNIC – Douala – CameroonSOUTH AMERICAS.P.I. – Mar del Plata – Argentina

PC MARITIME SERVICES BV

PO Box 139, 1740 AC Schagen, NetherlandsTel: +31 224 295 070Mobile: +31 620 011 607Fax: +31 224 297 591Email: [email protected]: Hans StoopShipyardsElgin Brown & Hamer Group• Durban (South Africa)• Cape Town (South Africa)• Walvis Bay (Namibia)East London Shipyard (South Africa)Yiu Lian Dockyards/China Merchants Heavy Industry• Shekou (China)• Hong KongDaeyang Shipyard, Dalian (China)Marco Polo Shipyard, Batam (Indonesia)Western India Shipyard, Goa (India)BLRT Grupp• Western Shiprepair (Lithuania)• Tallinn Shipyards (Estonia)• Turku repair Yard (Finland)A&P Group (UK)Alnmaritec, Blyth (UK)Gibdock (Gibraltar)Tole Tivat Shipyard (Montenegro)Hidrodinamik, Tuzla (Turkey)Besiktas, Yalova (Turkey)Grand Bahama Shipyard, Freeport (Bahamas)Riding repair teamsHenar (Poland)Port repairsHSECO Port Repairs, Pusan (Korea)

RUYSCH TECHNICAL-AGENCIES HOLLAND BV

Office addressMijlweg 2a, 3295 KH ’s-Gravendeel, The NetherlandsPostal addressPO Box 5143, 3295 ZG ‘s-Gravendeel, The NetherlandsTel: +31 6 52415991Web: www.ruysch.nlEmail: [email protected]: [email protected]: Paul van DijkCompanies RepresentedArab Shipbuilding and Repair Yard (ASRY ) – (Bahrain, Hidd)Atlantis Marine Service Ltd – (Turkey, Istanbul)Astilleros de Santander SA (Astander) – (Spain, Cantabria)Astilleros Canarios SA (Astican) – (Spain [Canary Islands],

Las Palmas)BREDO - Bremerhavener Dock GmbH – (Germany, Bremerhaven)Caribbean Dockyard & Engineering Services Limited (CDESL) –

(Trinidad & Tobago, Port of Spain)Chantier Naval de Marseille – (France, Marseille)Ciramar Shipyards International Trading Co., Ltd. (CITCL) –

(Dominican Republic, Santo Domingo)CMR Tunisia Ship Repairs – (Tunisia, Menzel Bouguiba)Colonna’s Shipyard, Inc. – (USA, Norfolk)Detyens Shipyards, Inc. – (USA, Charleston)Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan)Dormac Marine & Engineering – (South Africa, Cape Town)Forgacs Engineering Pty. Ltd. – (Australia, Newcastle and Brisbane)Harland & Wolff Heavy Industries Ltd – (Northern Ireland, Belfast)Ilyichevsk Shiprepair Yard – (Ukraine, Ilyichevsk)Kockums Shipyard – Thyssenkrupp Marine Systems –

(Sweden, Karlskrona)Malaysia Marine & Heavy Engineering – (Malaysia, Pasir

Gudang and Johor)San Giorgio del Porto SpA. – (Italy, Genova)Shanghai Willing – (China, Shanghai)- Chengxi Shipyard Co. Ltd. – (China, Jiangyin)- Daeyang Shipyard Co. Ltd. – (China, Dalian)- Guangzhou Dockyards Co. Ltd. – (China, Guangzhou)- Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. –

(China, Qingdao)- Shanhaiguan Shipbuilding Industry Co. Ltd. –

(China, Qinhuangdao)- Dalian Shipbuilding Industry Marine Services Co. Ltd. (DSIC)

– (China, Dalian)Shin Kasado Dockyard Co., Ltd. – (Japan, Kudamatsu City)Talleres Navales del Golfo – (Mexico, Veracruz Ver)Tsakos Industrias Navales S.A. – (Uruguay, Montevideo)Vancouver Shipyards – (Canada, Vancouver)Victoria Shipyards – (Canada, Victoria)

China

A. P. & A. LTD (CHINA)No. 9 Block1, Feng Quan Yuan, Guang Yuan East RoadXing Tang, Zheng Cheng, Guangdong 511340, P.R. ChinaTel: +86 20 8280 7680Email: [email protected]: Haojun LiaoCompanies Represented (in China and Hong Kong)Gdansk Shiprepair Yard Remontowa (Poland)

Cyprus

WSR SERVICES LTD

234 Ayias Fylaxeos, CY 3082 Limassol, CyprusTel: +357 25344418Email: [email protected]: www.umarwsr.comCompanies Represented – ShipyardsArab Shipbuilding & Repair Yards (ASRY) – BahrainChengxi Shipyard (Guangzhou) Co, Ltd – ChinaCiramar – Domenican Republic

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

International Association of Shiprepair Agents




Agents Contact DirectoryColombo Dockyard Ltd – Sri LankaDakarnave – Dakar, Senegal Dalian Daeyang Shipyard – ChinaDetyens Shipyards – Charleston, USADormac Marine & Engineering – South Africa EDR Antwerp – BelgiumFAYARD A/S – Munkebo, DenmarkGerman Dry Docks – Bremerhaven, GermanyJurong Shipyard Pte Ltd – SingaporeLisnave Estaleiros Navais – Setubal, PortugalLloyd Werft – Bremerhaven, GermanyMarina Barcelona 92 – Spain MTG-Dolphin – Varna, BulgariaPapua New Guinea Dockyard LimitedRiga Ship Yard – LatviaSCSC Shipping Industry Co.Ltd (Sinotrans) – ChinaSociber – Valparaiso, ChileViktor Lenac – Rijeka, CroatiaMarine Services companiesCromwell CIA – Buenos Aires, ArgentinaHSD Marine and Shiprepair Pte Ltd – SingaporeJobson Italia – Italy, MoroccoNico International – UAEWetering Rotterdam – NetherlandsZener Maritime – India, SingaporeCaribe Divers Works – Domenican RepublicDolphin Diving Services – IndiaHydro Services Srl – ArgentinaN&A UW Inspection & Maintenance – EcuadorSebute S.A Underwater services – Cartagena, ColombiaSubsea Global Solutions – Brazil, Curacao, Italy, Los Angeles,

Malta, Miami, Netherlands, Panama, Spain, Trinidad.Technodive Ltd – GreeceUnderwater Shipcare – SingaporeChugokou Marine Paints B.V.

Denmark

JML SHIPYARDS & MARINE ABNorra Hamngatan 38, 45740 Fjällbacka, SwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyAfloat RepairGlobal Offshore Service, Dubai UAERotterdam Offshore Group, HollandOffshore Inland, US Gulf/Mexico

France

MMI EUROPE LTDLe Forum, BP 74, 33 Boulevard du General Leclerc’06240 Beausoleil, Provence, FranceTel: +33 970 448843Mobile: +33 (493) 285 334Email: [email protected]: www.marinemi.com Contact: Capt. Latcho StoyanovPlease note we also represent shipyards for the territories of

Monaco, Switzerland and Italy. See website for more detailsShipyardsBulyard – Varna, Bulgaria Carell SA Piraeus, (Greece)CARENA (Ivory Coast)CARIDOC (Trinidad)Cassar Ship Repair (Malta) CIC Shipyards Group – Changxing, Lixin and Boluomiao (China)ChengXi Shipyard (China)Detyens shipyards (USEC)Energomontaz Polnoc GdyniaGZ Dockyards, Guangzhou (China)Keppel Shipyard Group (Singapore, Philippines and Qatar)Larsen & Toubro Shipbuilding, Chennai, (India)Navantia – SpainN-KOM Shipyard, Ras Laffan (Qatar)Riga Shipyards – LatviaShanghai Shipyard Shiprepair Division (China)Shipdock BV – Amsterdam & Harlingen (Netherlands)West Atlantic Shipyard – Port Harcourt, NigeriaYiu Lian Dockyards – Shekhou, Shenzen (China)Marine ServicesTruMarine Group• PMax One Services (Singapore)• TruMarine Middle East• TruMarine Singapore• TruMarine China (Shanghai, Guangzhou & Tianjin)• TruMarine RotterdamCaswell Environmental Services (Asbestos) (UK)Dongsung Engineering (South Korea)Electro Marine (South Africa)Grandweld – Dubai, Fujairah, Abu Dhabi (UAE) Kwang-Youn-Gi Engineering (Taiwan)Marine Services and Shipping Ltd (UK)MHI Ship Repair & Services (USEC)PB Asher (UK)Port Marine Contractors (South Africa)Singatac Engineering (Singapore)

Finland

JML SHIPYARDS & MARINE ABNorra Hamngatan 38, 45740 FjällbackaSwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group China

PaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyAfloat RepairGlobal Offshore Service, Dubai UAERotterdam Offshore Group, HollandOffshore Inland, US Gulf/Mexico

Germany

COMBITRADE GMBH

Alsterufer 10, 20354 HamburgGermanyTel: +49 40 440433Fax: +49 40 442101Email: [email protected]: Peter Pinck (+49 172 453 6131)Contact: Andreas Schou (+49 172 453 5135)Contact: Timo Schultze (+49 172 453 9610)Shipyards RepresentedEUROPEA&P Tyne (UK)A&P Tees (UK)A&P Falmouth (UK)MIDDLE EASTArab Heavy Industries (U.A.E)AFRICAElgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia)Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) –

(Durban – Capetown – East London) (South Africa)SINGAPORESingapore Technologie Marine (Singapore)FAR EASTCIC Changxing Shipyard (Shanghai)CIC Lixin Shipyard (Shanghai)CIC Boluomiao Shipyard (Guangzhou)Shanhaiguan Shipyard (Qinhuangdao)CSBC Kaohsiung (Taiwan)CSBC Keelung (Taiwan)CENTRAL AMERICACaribbean Drydock (Cuba)SOUTH AMERICATsakos Industrias Navales (Uruguay)Special ServicesEdilcom (Thickness Measurement)Alnmaritec (building aluminium boats)Kwang Youn Gi (Afloat / Voyage repair in/around Taiwan)

Yards Represented by Ernst Russ GmbH & Co KG (Mother Company)

Tel: +49 40 414 07 275Email: [email protected] Shipyard (Poland)Reimerswaal (Netherlands)Aviles Shipyard (North of Spain)Med.Sea / Black SeaGibdock (Gibraltar)DesanYardgem (Turkey)MTG Dolphin (Bulgaria)PERSIAN GULFHEISCO (Kuwait)INDIAN OCEANColombo Dockyard (Sri Lanka)FAR EASTHyundai Vinashin (Vietnam)CENTRAL AMERICA

Curacao Drydock (Netherlands Antilles)

GERMANIA SHIPYARD AGENCY GMBH

Schauenburgerstr. 35, 20095 Hamburg, GermanyTel: +494030087799Fax: +494030382 607Email: [email protected]: www.shipyard-agency.deContacts: Christof Gross, Heinz Gross, Hilka WillmsShipyardsNorth America/Central America/CaribbeanMEC Repairs, S.A., PanamaCiramar Shipyards International Trading Co., Ltd, Dom.RepTNG Talleres Navales del Golfo, Veracruz MexicoSeaspan Vancouver Drydock, CanadaSeaspan Victoria Shipyards Company Ltd, CanadaMare Island Dry Dock, LLC, USA, CaliforniaChantier Davie Canada Inc. Quebec Far EastDSIC Dalian ShipyardQingdao Beihai Shipbuilding Heavy Industry Co. Ltd, ChinaHuarun Dadong Dockyard Co.,Ltd. ChinaPaxOcean Engineering Zhoushan Co Ltd, ChinaZhoushan Asia Pacific Dockyard Co.,Ltd, ChinaZhoushan IMC YY ShipyardYiu Lian Dockyards Limited, HongkongYiu Lian Dockyards (Shekou) Limited, ChinaDDW-PaxOcean Shipyard Pte. Ltd, SingaporeDDW-PaxOcean Asia – Pertama, IndonesiaPersian GulfDrydocks World – Dubai LLC, UAEMed/Black SeaSefine Shipyard, TurkeyBulyard Shipbuilding Industry EAD, BulgariaCarell S.A., GreeceEurope Atlantic/BalticBredo Bremerhavener Dock GmbH, GermanyHarland&Wolff HI. BelfastEPG Shipyard, GdyniaPregol Shipyard KaliningradAstander, SantanderAstican, Gran CanariasAfloat CompaniesRudder Logistics, S.L., SpainGD Supply France, FranceJobson ItaliaLongkong Marine Engineering Co., Ltd, ChinaOceantrans Marine Services Co. Ltd, ChinaOffshore Inland Marine & Oilfield, LLC, USAMarineService Hirthals A.S., Denmark^Singatac,Singapore, Bintan IslandSubSea Global Solutions, WorldwideMiami Diver LLC, USAMiami Diver International, Netherlands AntillesMiami Diver Panama, PanamaDrydocks World Global Offshore Services, UAESerdijn Ship Repair, NetherlandsSpares and EquipmentBrightsun Marine Pte. Ltd, SingaporeSunRui Marine Environment Engineering Company, ChinaTerragon Environmental Technologies Inc, CanadaSenda Shipping Engineering & Service Ltd, China



Agents Contact DirectoryGreece

A. P. & A. LTD (GREECE)Bona Vista Plaza, 3 Xanthou Street, 166 74 Glyfada, Athens, GreeceTel: +30 210 8983 463Fax: +30 210 8983 434Email: [email protected]: Ingrid Papadakis, Nikolaos AlmyroudisShipyards RepresentedASL 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• ZhoushanCuracao Drydock Company (Netherland Antilles)Gisan Shipyard (Turkey)Jurong Shipyard (Singapore)Paxocean Zhoushan Shipyard (China)Santierul Naval Constantza ShipyardShanhaiguan 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, GreeceTel: (0030) 210-4516 195, (0030) 210-4180 593Fax: (0030) 210-4182 432Email: [email protected]: www.giavridisgroup.grKehrwieder 9, 20457 Hamburg, GermanyTel: + 49 40 80 80 110 600Fax: + 49 40 80 80 110 699Email: [email protected]: Peter Pinck (+49 172 453 6131)Contact: Andreas Schou (+49 172 453 5135)Contact: Timo Schultze (+49 172 453 9610)Contact: Andreas Renck (+49 171 559 8563) Contact: Stella Philipsen (+49 172 434 2812)List of Shipyards and Ship Repairers RepresentedEUROPEA&P Tyne (UK)A&P Tees (UK)A&P Falmouth (UK)Stocznia Remontowa ‘NAUTA’ S.A. (Poland)Gibdock (Gibraltar)Desan Shipyard (Turkey)Okean (Ukraine)MIDDLE EASTArab Heavy Industries (UAE)INDIAN OCEANColombo Dockyard (Sri Lanka)SINGAPORESingapore Technologie Marine (Singapore)FEASTShanhaiguan Shipyard (Qinhuangdao)CIC Changxing Shipyard

(Shanghai)CIC Lixin Shipyard (Shanghai)CIC Boluomiao Shipyard (Guangzhou)Huangpu Wenchong Shipbuilding (Guangzhou)CSBC Kaohsiung (Taiwan)CSBC Keelung (Taiwan)AFRICAElgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia)Elgin Brown Hamer Pty.Ltd. – (Durban – Capetown – East

London) (South Africa)CENTRAL AMERICACaribbean Drydock (Cuba)SOUTH AMERICATsakos Industrias Navales (Uruguay)Special ServicesMTS – Marine Technical Services (port/voyage repair)Marcontrel (port/voyage repair / electric cargo crane

automation)STEP Consolidated (port/voyage repair incl flying squads)Edilcom ou (Thickness Measurement)Alnmaritec (building aluminium boats)M.M. Shipping (port/voyage repair)Seagull Marine (port/voyage repair incl flying squads)Dai Hwa Engineering Co. Ltd (port/voyage repair)Shanghai Ocean Credence (port/voyage repair)Guangzhou Xinwanghai Shipping Services (port/voyage repair

incl in-water surveys/cleanings)Kwang-Youn-Gi Engineering Co LTD (afloat/voyage repair in/

around Taiwan)Port Marine Contractors PTY LTD (port/voyage repair)Yards Represented by Ernst Russ GmbH Co KG

(Mother Company)Tel: + 49 40 80 80 110 600Email: [email protected] Shipyard (North of Spain)MTG Dolphin (Bulgaria)PERSIAN GULFHEISCO (Kuwait)FAR EASTHyunday Vinashin (Vietnam)Hyunday Mipo Dockyard Co LTD (Korea)CENTRAL AMERICACuracao Drydock (Netherland Antilles)

RESOLUTE MARITIME SERVICES INC. 233, Syngrou Avenue, 171 21 N. Smyrni, Athens - GreeceTel: +30 211 182 9000 or +30 211 182 8991Fax: +30 211 182 9002Email: [email protected]: www.resolute.grContact: Alex Scaramangas & Nikos PappasPrincipalsAsry (Bahrain)Dakarnave (Senegal) Lisnave (Portugal)Gemak/TGE Shipyards (Turkey)

CAPPS International UKCo-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

Klisovis 1, 18538 Piraeus, GreeceTel: +3021 0428 2552Email: [email protected]: www.umarwsr.comCompanies Represented – ShipyardsChengxi Shipyard (Guangzhou) Co., Ltd – ChinaCiramar – Domenican RepublicDalian Daeyang Shipyard – ChinaEDR Antwerp – BelgiumFAYARD A/S – Munkebo, DenmarkGerman Dry Docks – Bremerhaven, GermanyLloyd Werft – Bremerhaven, GermanyMTG-Dolphin – Varna, BulgariaPapua New Guinea Dockyard LimitedRiga Ship Yard – LatviaSCSC Shipping Industry Co.Ltd (Sinotrans) – ChinaViktor Lenac – Rijeka, CroatiaMarine Services CompaniesHSD Marine and Shiprepair Pte Ltd – SingaporeJobson Italia – Italy, MoroccoNico International – UAEZener Maritime – India, SingaporeCaribe Divers Works – Domenican RepublicDolphin Diving Services – IndiaHydro Services Srl – ArgentinaN&A UW Inspection & Maintenance – EcuadorSebute S.A Underwater services – Cartagena, ColombiaSubsea Global Solutions – Brazil, Curacao, Italy, Los Angeles,

Malta, Miami, Netherlands, Panama Spain, Trinidad.T&T Bisso Salvage Asia – Singapore

Hong Kong

MARLAND TECHNICAL SERVICES LTD.

702 Fortress Tower; 250 King’s Road, Hong KongTel: (852) 2571 9322Fax: (852) 2806 3153Email: [email protected]: www.marland.com.hkContact: Tony Ip, Director and Marketing ManagerContact: CK Yim, Managing DirectorShipyards RepresentedArab Shipbuilding & Repair Yards – ASRY (Bahrain)ASL Shipyard Pte. Ltd (Indonesia Batam)Dong Sung Engineering & Shiprepair Co. (Korea South)Hong Kong Yiu Lian Dockyard (Hong Kong SAR)Shan Hai Guan Shipyard (China North)Shekou Yiu Lian Dockyard (China South)

India

INTERLINKS MARINE ENTERPRISESPVT. LTD.101 HDIL Towers, Anant Kanekar Marg, Bandra(E)Mumbai- 400 051 , IndiaTel: +91 22 6725 6470/72Fax: +91 22 6725 6471Email: [email protected]: www.interlinksmarine.comContact: Sanjay Gupta, (Director & CEO)Mobile: +91 9820101896Shipyards RepresentedASRY (Bahrain)Brodotrogir Shipyard (Trogir – Croatia)Odesso Shiprepair Yard (Varna – Bulgaria)Serdijn Ship Repair (Rotterdam – Netherlands)A & P Shiprepair (Falmouth, Tyne & Tees – UK)DGS Industrial & Naval Ltd, BrazilMetalships & Docks (Vigo - Spain)

Italy

BANCHERO COSTA & C.Agenzia Marittima S.p.A., 2 Via Pammatone, 16121 Genoa, ItalyTel: +39 010 5631 626/629/633Fax: +39 010 5631 602Email: [email protected]: www.bancosta.itContact: Fabio BertoliniMobile: +39 335 8078217Contact: Loretta BusdonMobile: +39 335 7366802Contact: Andrea SabbionMobile: +39 335 7366801Companies RepresentedEST Engineering Ship Technology (Indonesia)Astilleros Cernaval (Spain)Astilleros Mario Lopez (Spain)CL Marine (Trinidad)Chengxi Shipyard (China)CMR Tunisie (Tunisia)Colombo Dockyard (Sri Lanka)Cromwell & C. (Argentina)Damen Shiprepairs and Conversion Group (Italy and Monaco) • Oranjewerf Amsterdam (The Netherlands)• Damen Shiprepair Brest (France)• Damen Shipyards Den Helder (The Netherlands)• Damen Shiprepair Götaverken (Sweden)• Damen Shiprepair Rotterdam (The Netherlands)• Damen Shiprepair Vlissingen (The Netherlands)• Van Brink Rotterdam (The Netherlands)• Oskarshamnsvarvet (Sweden)• Shipdock Amsterdam (The Netherlands)• Shipdock Harlingen (The Netherlands)• ARNO Dunkirk (France)DIANCA Astilleros (Venezuela)General Naval Control (Italy)Gemak Shipyard (Turkey)Gryfia Shiprepair Yard (Poland)Guangzhou Dengtai Shipyard (China)Hyundai Mipo Dockyard (South Korea)Hyundai Vinashin Shipyard (Vietnam)Jurong Shipyard (Singapore)Komas-Korean Maritime Repairs Service (South Korea)Malaysia Marine & Heavy Engineering (Malaysia)Oman Drydock



Agents Contact DirectoryPregol Shiprepair Yard – Kaliningrad (Russian Federation)Qingdao Beihai Shipyard (China)Sasebo Heavy Industries (Japan)Shanghai Shipyard (China)Sociber (Chile)Svitzer Salvage (Netherlands)Tru Marine (Singapore)Underwater Shipcare, Singapore,Zhoushan Xinya Shipyard (China)

CAMBIASO RISSO SERVICES SAMGildo Pastor Center, 7 Rue du Gabian, MC 98000, MonacoSwitchboard: + 377 98801360Fax: + 377 97987848Email: [email protected]: www.cambiasorissoservice.comContact: Massimiliano (Max) IgueraDirect Line: +377 98 801361Mobile: +33 640 623327Private email: [email protected]: Andrea MignoneDirect Line: + 377 98801363Mobile: +33 640616595 /+39 338 6627504Contact: Giovanni PalumboDirect Line: + 377 98801362Mobile: +33 640616602 /+39 335 5961324Contact: Marco BorzianiDirect Line: + 377 98801364Mobile: +33 640623184 Companies RepresentedA&P Group (UK)Adriatic Shipyard BijelaASMAR, ChileChina Shipbuilding Corporation (Taiwan)• Kahosiung Shipyard• Keelung ShipyardCosco Shipyard Group (China)• Cosco Dalian Shipyard• Cosco Guangdong Shipyard• Cosco Nantong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan ShipyardCuracao Shipyard (Netherland Antilles)Dakarnave (Senegal)Detyens Shipyard (USA)Drydocks World Dubai (United Arab Emirates)Drydocks World SingaporeElefsis 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 ShipyardHong Kong United Dockyard (HK)IMC – Yy Zhoushan (Zhoushan, China),Keppel Philippines• Batangas Yard• Subic ShipyardKeppel Verolme (The Netherlands)Lisnave Estaleiros Navais SA (Portugal)MEC PanamaOdessos Shiprepair Yard (Bulgaria)Qingdao Beihai Shipyard (China)Santierul Naval Costanta (Romania)Scamp Network Ltd (Gibraltar)Smit International (Rotterdam)Todd Pacific Shipyard (Seattle)Tsakos Indusrias Navales (Montevideo, Uruguay)Tuzla Shipyard (Turkey)Unithai Shipyard & Engineering (Thailand)Western India Shipyard (India)

STUDIO TECNICO LONOCEVia G. D’Annunzio, 2/48, 16121, Genova, ItalyContact: Mr. Alfredo LonoceTel: +39 010 541794Mobile: +39 3356061912Email: [email protected] RepresentedKeppel ShipyardN-KomPaxocean Engineering Zhoushan

Monaco

CAMBIASO RISSO SERVICES SAMGildo Pastor Center, 7 Rue du Gabian, MC 98000, MonacoSwitchboard: + 377 98801360Fax: + 377 97987848Email: [email protected]: www.cambiasorissoservice.comContact: Massimiliano (Max) IgueraDirect Line: +377 98 801361Mobile: +33 640 623327Private email: [email protected]: Andrea MignoneDirect Line: + 377 98801363Mobile: +33 640616595 /+39 338 6627504Contact: Giovanni PalumboDirect Line: + 377 98801362Mobile: +33 640616602 /+39 335 5961324Contact: Marco BorzianiDirect Line: + 377 98801364Mobile: +33 640623184Companies RepresentedA&P Group (UK)Adriatic Shipyard BijelaASMAR, ChileChina Shipbuilding Corporation (Taiwan)• Kahosiung Shipyard• Keelung ShipyardCosco Shipyard Group (China)• Cosco Dalian Shipyard• Cosco Guangdong Shipyard• Cosco Nantong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan ShipyardCuracao Shipyard (Netherland Antilles)Dakarnave (Senegal)Detyens Shipyard (USA)Drydocks World Dubai (United Arab Emirates)Drydocks World SingaporeElefsis 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 ShipyardHong Kong United Dockyard (HK)IMC – Yy Zhoushan (Zhoushan, China),Keppel Philippines• Batangas Yard• Subic ShipyardKeppel Verolme (The Netherlands)Lisnave Estaleiros Navais SA (Portugal)MEC PanamaOdessos Shiprepair Yard (Bulgaria)Qingdao Beihai Shipyard (China)Santierul Naval Costanta (Romania)Scamp Network Ltd (Gibraltar)Smit International (Rotterdam)Todd Pacific Shipyard (Seattle)Tsakos Indusrias Navales (Montevideo, Uruguay)

Tuzla Shipyard (Turkey)Unithai Shipyard & Engineering (Thailand)Western India Shipyard (India)

VICTORIA MARITIME SERVICES

7 Avenue des Papalins, MC 98000, MonacoTel: +377 99995160Fax: +377 99995161Email: [email protected]: www.victoriamaritime.comContact: Luca Spinelli-Donati,

Maurizio Taviani, Julia SandmannShipyards RepresentedASRY (Bahrain);ASTANDER (Spain);ASTICAN (Spain);Besiktas Shipyard (Turkey);BLRT Group:• Tallinn Shipyard (Estonia)• Turku Repair Yard (Finland)• Western Shipyard (Lithuania)Chantier Naval de Marseille (France)Ciramar (Dominican Republic)Donsung Engineering & Shiprepair (Korea)Dormac (South Africa and Namibia)German Dry Docks (Germany)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• Sembcorp Marine Benoi Yard• Sembcorp Marine Tuas Road YardSembmarine Kakinada (India)Shanhaiguan Shipyard (China)TANDANOR (Argentina)Viktor Lenac Shipyard (Croatia)Yu Lian Dockyards (Hong Kong)Marine Service Companies RepresentedHarris Pye Group (UK)SES Marine Services (Singapore)Timmerman Industrial Repairs (The Netherlands)Turbo-Technick Repair Yard (Germany)

Netherlands

ESMA MARINE AGENCIES B.V.Kuiperbergweg 35, 1101 AE Amsterdam, The NetherlandsTel: +31 20 3121350Email: [email protected]: www.esma.nlContact: Marcus WeggemanDirect: +31 20 3121353Mobile: +31 6 51408082Contact: Ronald de HoogDirect: +31 20 3121363Mobile: +31 6 53248863Companies Exclusively RepresentedEUROPELisnave – Setubal – PortugalGemak Group – Istanbul -TurkeyRiga Shipyard – Riga – LatviaWest Sea Viana Shipyard – Viana do Castelo – Portugal

MIDDLE EASTDrydocks World – Dubai – UAEDrydocks World Global Offshore ServicesDMC Dubai Maritime City, ShipliftFAR EASTPaxOcean Asia• PaxOcean Singapore• PaxOcean Pertama – Batam – Indonesia• PaxOcean Graha – Batam – Indonesia• PaxOcean Nanindah – Batam – IndonesiaCHINACosco Shipyard Group• Cosco Dalian Shipyard• Cosco Nantong Shipyard• Cosco Qidong Shipyard• Cosco Shanghai Shipyard• Cosco Zhoushan Shipyard• Cosco Guangdong ShipyardPaxOcean Asia• PaxOcean ZhoushanWEST AFRICADakarnave – Dakar- SenegalCNIC – Douala – CameroonSOUTH AMERICAS.P.I. – Mar del Plata – Argentina

KEPPEL BENELUX SERVICES PO Box 1001, 3280AA Rozenburg, Netherlands Tel: +31 181 234 315 Fax: +31 181 234 346 Email: [email protected] Web: www.keppelom.com Keppel Offshore & Marine Companies Represented Keppel Shipyard, Singapore Keppel Batangas Shipyard, Philippines Keppel Subic Shipyard, Philippines Nakilat-Keppel O&M, Qatar Arab Heavy Industries, UAE




RUYSCH TECHNICAL-AGENCIES HOLLAND BV

Office addressMijlweg 2a, 3295 KH ’s-Gravendeel, The NetherlandsPostal addressPO Box 5143, 3295 ZG ‘s-Gravendeel, The NetherlandsTel: +31 6 52415991Web: www.ruysch.nlEmail: [email protected]: [email protected]: Paul van DijkCompanies RepresentedArab Shipbuilding and Repair Yard (ASRY ) – (Bahrain, Hidd)Atlantis Marine Service Ltd – (Turkey, Istanbul)Astilleros de Santander SA (Astander) – (Spain, Cantabria)Astilleros Canarios SA (Astican) – (Spain [Canary Islands],

Las Palmas)Caribbean Dockyard & Engineering Services Limited (CDESL) –

(Trinidad & Tobago, Port of Spain)Chantier Naval de Marseille – (France, Marseille)Ciramar Shipyards International Trading Co., Ltd. (CITCL) –

(Dominican Republic, Santo Domingo)CMR Tunisia Ship Repairs – (Tunisia, Menzel Bouguiba)Colonna’s Shipyard, Inc. – (USA, Norfolk)Detyens Shipyards, Inc. – (USA, Charleston)Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan)Dormac Marine & Engineering – (South Africa,

Cape Town)Forgacs Engineering Pty. Ltd. – (Australia,

Newcastle and Brisbane)Malaysia Marine & Heavy Engineering – (Malaysia, Pasir

Gudang and Johor)MTG - Dolphin - (Varna, Bulgaria)MEC Repairs - (S.A. Panama)San Giorgio del Porto SpA. – (Italy, Genova)Shanghai Willing – (China, Shanghai)- Chengxi Shipyard Co. Ltd. – (China, Jiangyin)- Daeyang Shipyard Co. Ltd. – (China, Dalian)- Guangzhou Dockyards Co. Ltd. – (China, Guangzhou)

- Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. – (China, Qingdao)

- Shanhaiguan Shipbuilding Industry Co. Ltd. – (China, Qinhuangdao)

- Dalian Shipbuilding Industry Marine Services Co. Ltd. (DSIC) – (China, Dalian)

Shin Kasado Dockyard Co., Ltd. – (Japan, Kudamatsu City)Tsakos Industrias Navales S.A. – (Uruguay, Montevideo)Vancouver Shipyards – (Canada, Vancouver)Victoria Shipyards – (Canada, Victoria)

PC MARITIME SERVICES BV

PO Box 139, 1740 AC Schagen, NetherlandsTel: +31 224 295 070Mobile: +31 620 011 607Fax: +31 224 297 591Email: [email protected]: Hans StoopShipyardsElgin Brown & Hamer Group• Durban (South Africa)• Cape Town (South Africa)• Walvis Bay (Namibia)East London Shipyard (South Africa)Yiu Lian Dockyards/China Merchants Heavy Industry• Shekou (China)

• Hong Kong

Daeyang Shipyard, Dalian (China) Marco Polo Shipyard, Batam (Indonesia)

Western India Shipyard, Goa (India)BLRT Grupp• Western Shiprepair (Lithuania)

• Tallinn Shipyards (Estonia)• Turku repair Yard (Finland)A&P Group (UK)Alnmaritec, Blyth (UK)Gibdock (Gibraltar)Tole Tivat Shipyard (Montenegro)Hidrodinamik, Tuzla (Turkey)Besiktas, Yalova (Turkey)Grand Bahama Shipyard, Freeport (Bahamas)Riding Repair TeamsHenar (Poland)Port RepairsHSECO Port Repairs, Pusan (Korea)

Norway

JML SHIPYARDS & MARINE ABNorra Hamngatan 38, 45740 Fjällbacka SwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyAfloat Repair

Global Offshore Service, Dubai UAERotterdam Offshore Group, HollandOffshore Inland, US Gulf/Mexico

LINDSTRØM MARINE AGENCIES AS

Thorøyaveien 32, 3209 Sandefjord, NorwayTel: +47 3344 6567Fax: + 47 3345 4371Mobile: +47 9188 5803Email: [email protected]: Tom E. LindstrømShipyards RepresentedAstilleros Cernaval & Mario Lopez, Spain D. van de Wetering Rotterdam, Holland Oceanus Marine Ltd, MaltaSembawang Shipyard, SingaporeSembmarine Kakinada, India

ULRIK QVALE & PARTNERS AS

Hoffsveien 11b, 0275 Oslo, NorwayTel: +47 22 51 16 16Fax: +47 22 51 16 08Email: [email protected]: www.uqp.noContact: Oivind QvaleShipyards RepresentedA&P Falmouth (UK)A&P Tees (UK)A&P Tyne (UK)Asmar (Chile)Bredo (Germany)Cabnave Synchrolift (Cap Verde)Colombo Dockyards Ltd (Sri Lanka)Cosco Dalian Shipyard (China)Cosco Guangzhou Shipyard (China)Cosco Nantong Shipyard (China)Cosco Shanghai Shipyard (China)Cosco Xidong (China)Cosco Zhoushan Shipyard (China)Dakarnave (Senegal)Dormac Marine & Engineering (South Africa)Enavi (Brazil)Forgacs Dockyard (Australia)Gemak Shipyard (Turkey)Grand Bahamas Shipyard (Bahamas)HUD (Hong Kong)Japan Marine United Corp (Japan)Lisnave Mitrena (Portugal)Nauta Shipyard (Polen)Seaspan Vancouver Shipyard (Canada)

Poland

A. P & A. POLAND LTDul Jaskowa Dolina 112, 80-286 Gdansk, PolandTel: +48 58 341 7988Fax: +48 58 345 4801Email: [email protected]: Kostas MilionisCompanies RepresentedCOSCO Shipyard Group (China)• Dalian• Guandong• Lianyungang• Nantong• Shanghai

• ZhoushanChengxi Shipyard (Guangzhou) (China)Pallion Shipyard (UK)Shanhaiguan Shipyard (China)

LITHUANIA, LATVIA, ESTONIA, POLAND ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, LithuaniaTel: +370 46 246430 Mobile: +370 650 40900Email: [email protected]: www.orca-marine.euContact: Viktoras CernuseviciusShipyardsASABA (Puerto de Malabo, Equatorial Guinea)ASMAR Shipyard (Chile)BRODOTROGIR D.D. Shipyard Trogir (Croatia)CARENA (Abidjan, Ivory Coast)CHANTIER NAVAL de MARSEILLE (France)CIC Shipyards Group• CIC Changxing (Shanghai, China)• CIC Lixin (Pudong, China)• CIC Boluomiao (Guangzhou, China)• 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)ELGIN BROWN and HAMER Group• Durban (South Africa)• Cape Town (South Africa)• East London (South Africa)• Walvis Bay (Namibia)DAMEN Shiprepair Group• Arno Dunkerque (France)• Oranjewerf Amsterdam (Netherlands)• Damen Shiprepair Brest (France)• Damen Shiprepair Den Helder (Netherlands)• Damen Shiprepair Rotterdam (Netherlands)• Damen Shiprepair Vlissingen (Netherlands)• ShipDock Amsterdam (Netherlands)• ShipDock Harlingen (Netherlands)• Oskarshamnsvarvet (Sweden)• Van Brink Rotterdam (Netherlands)ENAVI Reparos Navais (Rio de Janeiro, Brazil)GIBDOCK (Gibraltar)GRAND BAHAMA Shipyard (Freeport, Bahamas)HARLAND & WOLFF (Belfast, UK)



Agents Contact DirectoryJURONG Shipyard (Singapore)KLR Shipyard (Klaipeda, Lithuania)MEC Shipyards (Panama)NARP Shiprepair• Hidrodinamik (Tuzla,Turkey)• Besiktas (Yalova, Turkey)• Kiran/Erkal Tuzla (Tuzla, Turkey)• Famagusta (N. Cyprus)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 CompaniesARGO NAVIS (Greece) - Marine consulting & engineering


ORCA MARINE UAB

Nemuno str. 153, LT-93262, Klaipeda, LithuaniaTel: +370 46 246430Mobile: +370 650 40900Email: [email protected]: www.orca-marine.euContact: Viktoras CernuseviciusShipyardsASABA (Puerto de Malabo, Equatorial Guinea)ASMAR Shipyard (Chile)BRODOTROGIR D.D. Shipyard Trogir (Croatia)CARENA (Abidjan, Ivory Coast)CHANTIER NAVAL de MARSEILLE (France)CIC Shipyards Group• CIC Changxing (Shanghai, China)• CIC Lixin (Pudong, China)• CIC Boluomiao (Guangzhou, China)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)ELGIN BROWN and HAMER Group• Durban (South Africa)• Cape Town (South Africa)• East London (South Africa)• Walvis Bay (Namibia)DAMEN Shiprepair Group• Arno Dunkerque (France)• Oranjewerf Amsterdam (Netherlands)• Damen Shiprepair Brest (France)• Damen Shiprepair Den Helder (Netherlands)• Damen Shiprepair Rotterdam (Netherlands)• Damen Shiprepair Vlissingen (Netherlands)• ShipDock Amsterdam (Netherlands)• ShipDock Harlingen (Netherlands)• Oskarshamnsvarvet (Sweden)• Van Brink Rotterdam (Netherlands)ENAVI Reparos Navais (Rio de Janeiro, Brazil)GIBDOCK (Gibraltar)GRAND BAHAMA Shipyard (Freeport, Bahamas)HARLAND & WOLFF (Belfast, UK)JURONG Shipyard (Singapore)

KLR Shipyard (Klaipeda, Lithuania)MEC Shipyards (Panama)NARP Shiprepair• Hidrodinamik (Tuzla,Turkey)• Besiktas (Yalova, Turkey)• Kiran/Erkal Tuzla (Tuzla, Turkey)• Famagusta (N. Cyprus)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 CompaniesARGO NAVIS (Greece) - Marine consulting & engineering


WSR SERVICES LTD

Chernomorskiy Center 249, 42 Sovetov Street, NovorossiyskTel: +749 9918 4307Email: [email protected]: www.umarwsr.comCompanies Represented - ShipyardsChengxi Shipyard (Guangzhou) Co., Ltd - ChinaCiramar - Domenican RepublicColombo Dockyard Ltd - Sri LankaDalian Daeyang Shipyard - ChinaDetyens Shipyards - Charleston, USADormac Marine & Engineering – South Africa EDR Antwerp - BelgiumFAYARD A/S – Munkebo, DenmarkGerman Dry Docks - Bremerhaven, GermanyJurong Shipyard Pte Ltd - SingaporeLloyd Werft - Bremerhaven, GermanyMTG-Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedRiga Ship Yard - LatviaSCSC Shipping Industry Co.Ltd (Sinotrans) - ChinaSociber - Valparaiso, ChileViktor Lenac - Rijeka, CroatiaMarine Services companiesCromwell CIA – Buenos Aires, ArgentinaHSD Marine and Shiprepair Pte Ltd - SingaporeJobson Italia - Italy, MoroccoNico International - UAEWetering Rotterdam - NetherlandsCaribe Divers Works – Domenican RepublicDolphin Diving Services – IndiaHydro Services Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A Underwater services – Cartagena, ColombiaSubsea Global Solutions – Brazil, Curacao, Italy, Los Angeles,

Malta, Miami, Netherlands, Panama,Spain, Trinidad.Technodive Ltd - GreeceT&T Bisso Salvage Asia - Singapore

Singapore

WSR SERVICES LTD

18 Boon Lay Way #10-118, Tradehub 21, Singapore 609966Tel: +65 315 81050Email: [email protected]: www.umarwsr.comCompanies Represented – ShipyardsDalian Daeyang Shipyard – ChinaEDR Antwerp – BelgiumMTG-Dolphin – Varna, Bulgaria

Sweden

JML SHIPYARDS & MARINE ABNorra Hamngatan 3845740 FjällbackaSwedenTel: +46 (0) 525 31083Contact: Jens Larsson, Managing DirectorMobile: +46 (0) 702203741Email: [email protected]: Markus Larsson, PartnerMobile: +46 (0) 702203743Email: [email protected]: www.jmlshipyards.comShipyards RepresentedNORTH AMERICA/CARIBBEANCiramar Shipyard, Dominican RepublicTNG Talleres Navales del Golfo, Veracruuz MexicoSignal Shiprepair, Alabama USAChantier Davie Quebec CanadaFAR EASTDSIC Dalian Shipyard ChinaChengxi Shipyard Group ChinaPaxOcean Zhoushan ChinaPaxOcean Shipyard SingaporePaxOcean Shipyard Batam, IndonesiaMIDDLE EASTDrydocks World, Dubai UAEMEDITERRANEANDesan Shipyard TurkeyChantier de Marseille, FranceSan Giorgio del Porto, Genoa ItalyEUROPE/ATLANTICLloydwerft Bremerhaven GermanyBALTICGryfia Shipyard, PolandAfloat RepairGlobal Offshore Service, Dubai UAERotterdam Offshore Group, HollandOffshore Inland, US Gulf/Mexico

Switzerland

ENCOMPASS MARINE LIMITED

26 Flour Square, GrimsbyNE Lincs DN31 3LPUnited KingdomTel: +44 (0) 1472 245500Fax: +44 (0) 1472 245511

Email: [email protected]: www.encompassmarine.comContacts: Peter Smith, Kevin Jarvis, Paul GeorgesonContacts – Diving & Marine Services: Kathryn Ridley,

Simon ClarkeShipyards RepresentedCammell Laird Shiprepairers (Merseyside, UK)Chengxi Shipyard (Jaingyin, Xinrong & Guangzhou, China)Grand Bahama Shipyard (Freeport, Bahamas) Hidrodinamik Shipyard (Tuzla, Turkey)Keppel Philippines Marine (Philippines)• Keppel Batangas Shipyard (Batangas) • Subic Shipyard (Subic) Nakilat-Keppel Offshore & Marine (N-KOM) (Ras Laffan, Qatar)Navantia (Spain)• Cadiz Shipyard (Cadiz)• Cartagena Shipyard (Cartagena) • Ferrol-Fene Shipyard (Ferrol)• San Fernando Shipyard (San Fernando) Orient Shipyards (Busan/ Gwanyang, Korea)Shanhaiguan Shipyard (Qinhuangdoo, China)Zamakona Group (Canary Isles & Pasajes, Spain)Zhoushan IMC-YongYue Shipyard (Zhoushan, China)Zhoushan Xinya Shipyard (Zhoushan, China)Marine Service Companies RepresentedAtlantis Marine Services (Fujairah, UAE)CTS Offshore and Marine LimitedEdilcom Surveys (Tallinn, Estonia)Komas (Korea)Link Instrumentation (UAE)Napesca (Las Palmas, Canary Isles)NARP Ship Repair (Turkey) Rentong Marine (China)South Bank Marine Charts (Grimsby, UK)Total Marine Contracts (Grimsby, UK)Underwater Shipcare (Singapore)Wetering Rotterdam (Rotterdam, Netherlands)World Diving StationsUnderwater Contractors Spain (Spain)

United Kingdom

A. P. & A. LTD32 The Mall, London W5 3TJ, United KingdomTel: +44 20 8840 8845Fax: +44 20 8840 8843Email: [email protected]: www.apanda.comContact: Andreas PapadakisCompanies Represented (Exclusive)BREDO (Germany)Coimbra Shiprepair (Brazil)COSCO Shipyard Group (China)• Dalian• Guangdong• Lianyungang• Nantong• Shanghai• ZhoushanGdansk 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)




BLOHM+VOSS REPAIR123 Minories, London EC3N 1NT, United KingdomTel: +44 (0) 20 7680 4000Fax: +44 (0) 20 7553 0001Mobile: +44 (0) 77 10 327 004Email: [email protected]: www.blohmvoss.comContact: George D. SkinitisCompanies Represented

Blohm+Voss Repair (Hamburg)

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: [email protected] Web: www.calveymarine.co.uk Contact: Steven Black Mobile: +44 (0) 7885 217869 Contact: David Eagle Mobile: +44 (0) 7802 231938 Companies Represented AMI Exchangers (Hartlepool) Adriatic Shipyard (Bijela Montenegro) Beihai Shipyard (Qingdao) Beihai Lifeboats (Qingdao) Cape Midia Shipyards (Constanta) Cassar Ship Repair (Malta) Chengxi Shipyard (Guangzhou) Chengxi Shipyard (Jiangyin) Changxing Shipyard (Shanghai) CIC Shipyards Ciramar Shipyard (Dominican Republic) Davie Shipyard (Quebec) Diesel Marine International (Worldwide) Drydocks World Dubai (UAE) Drydocks World Dubai Global Offshore Services (UAE) PaxOcean Pertama (Indonesia) PaxOcean Singapore PaxOcean Graha (Indonesia) PaxOcean Nanindah (Indonesia) Henar Polish Riding Squads (Poland) MC Zhoushan - Yongyue Shipyard (China) Houston Ship Repair (USA) Lisnave Shipyard (Portugal) Nauta Shiprepair (Gdynia, Poland) Offshore Inland Marine & Oilfield Services (Alabama, USA) Pan Asia Company Ltd, South Korea Pax Ocean Shipyard Zhoushan Pax Ocean Offshore Zhuhai Shanhaiguan Shipyard (North China) Seatec Repair Services – (Worldwide) Reimerswaal Shipyard (Hansweert) Tersan Shipyard – (Tuzla, Yalova) Worldwide Underwater & Marine Services Vancouver Shipyard - (Vancouver) Victoria Shipyard – (Victoria) Yiu Lian Dockyards (Hong Kong) Yiu Lian Dockyards (Shekou) Young & Cunningham Valves (North Shieldd Zhoushan Asia Pacific Dockyard (China)

ENCOMPASS MARINE LIMITED

26 Flour Square, Grimsby, NE Lincs DN31 3LP, United KingdomTel: +44 (0) 1472 245500Fax: +44 (0) 1472 245511Email: [email protected]: www.encompassmarine.comContacts: Peter Smith, Kevin Jarvis, Paul GeorgesonContacts – Diving & Marine Services: Kathryn Ridley,

Simon ClarkeUK Shipyards RepresentedArab Heavy Industries (UAE)Besiktas Shipyard (Yalova, Turkey)BLRT Group• Tallinn Shipyard (Tallinn, Estonia)• Turku Repair Yard (Turku, Finland• Western Shipyard (Klaipeda, Lithuania)Cammell Laird Shiprepairers (Merseyside, UK)Chantier Naval de Marseille (Marseille, France)Hidrodinamik Shipyard (Tuzla, Turkey)ISR Repair & Marine Service (Tampa, USA)Keppel Shipyard (Singapore)Keppel Philippines Marine (Philippines) • Keppel Batangas Shipyard (Batangas)• Subic Shipyard (Subic)Keppel Verolme (Rotterdam, Netherlands)Nakilat-Keppel Offshore & Marine (N-KOM) (Ras Laffan, Qatar)Orient Shipyards (Busan/ Gwanyang, Korea)San Giorgio del Porto (Genoa, Italy)Shanhaiguan Shipyard (Qinhuangdao, China)West Sea Viana Shipyard (Viana de Castelo, Portugal)Viktor Lenac Shipyard (Rijeka, Croatia)Zhoushan IMC-YongYue Shipyard (Zhoushan, China)Zhoushan Xinya Shipyard (Zhoushan, China)Marine Service Companies RepresentedAtlantis Marine Services (Fujairah, UAE)CTS Offshore and Marine LimitedEdilcom Surveys (Tallinn, Estonia)Komas (Korea) Keyser Technologies (Singapore)Link Instrumentation (UAE)Malin International Ship Repair (Texas, USA)Metalock Brasil (Brasil)Metalock Engineering DE (Germany)NARP Ship Repair (Tuzla, Turkey)Rentong Marine (China)South Bank Marine Charts (Grimsby, UK)Total Marine Contracts (Grimsby, UK)Underwater Contractors Spain (Algeciras, Spain)Underwater Shipcare (Singapore)Wetering Rotterdam (Rotterdam, Netherlands)Worldwide Diving Stations

Zamakona Group (Las Palmas, Canary Isles)

EMCS/SESMARINE(Trading names of EMCS International Limited) MLC 2006 Approved Marion House9 Station RoadPort Erin, Isle of Man IM9 6AEUnited KingdomTel: +44 1624 833955Fax: +44 1624 837173Group email: [email protected]: www.emcs.co.imContact: Steve George/Richard George/Roger LuckmanMobile: +44 7624 492 716 or +44 7624 368058NORTH EAST AREA REPRESENTATIVEContact: Amanda GreenTel: 0191 5160010Mobile: +44 77363 18126Services ProvidedLabour supply for afloat/shipyard/offshore repairs and

maintenanceDiving Services WorldwideConsultancy ServicesCompanies RepresentedAllmode (vessel security services)Electropartners BV (Antwerp)Engine Partners Holland BVGlobetech (IOM Only)Marine Marketing Int (IOM only)Ramsey Shipping Services (Isle of Man based workshop repairs

and vessel agency services)Shipyards RepresentedAdriatic Shipyard Bijela, MontenegroCourse ManagedShip Superintendents’ Training Course. (For all enquiries and

reservations contact Cheryl Reeday on central phone/email)

GEORGESON ASSOCIATESMarine Consultant50 Highthorpe CrescentCleethorpes , North East LincolnshireDN35 9PY, United KingdomTel: +44 (0)1472 236 536 (All hours)Email: [email protected]: www.marineconsultant.co.ukContact: Paul J GeorgesonMobile: +44 (0) 7710 297535

LLOYD WERFT PO Box 2102, Seaford, East Sussex BN25 2YQ, UKContact: Steve BuhlmanTel: +44 (0) 1323 894652Fax: +44 (0) 1323 897476Mobile: +44 (0) 7803 179640Email: [email protected] RepresentedLloyd Werft (Bremerhaven)Rickmers Werft (Bremerhaven)

MARINE MARKETING INTERNATIONAL LTD

Unit G15 Challenge HouseSherwood Drive Bletchley,Milton Keynes MK3 6DPUnited KingdomTel: +44 (0) 1908 378822Fax: + 44 (0) 1908 378828Mobile: +44 (0) 7720 074113Email: [email protected]: www.marine.marketingContact: Mike McMahon, Janet Cook, Katie McMahon Companies RepresentedShipyardsBaltyard (Gdynia)BREDO Shipyards (Bremerhaven)Carell SA Piraeus, GreeceCARENA (Ivory Coast)CARIDOC (Trinidad) Chengxi Shipyard (Guangzhou)Chengxi Shipyard (Shanghai)CSBC Corporation (Taiwan)CIC Shipyards Group Changxing, Lixin & BoluomiaoCMR Tunisia Shiprepairs (Tunisia)Cotecmar, ColumbiaDetyens Shipyard Inc (US)EBH Shipyards South Africa (CapeTown & Durban)EBH Shipyards Namibia (Walvis Bay)Larsen & Toubro Shipbuilding, Chennai, (India)Malaysia Marine & Heavy Engineering (Malaysia)MTG Dolphin, Varna BulgariaNavalrocha SA (Lisbon)

A&P Tyne



Agents Contact DirectoryOman Drydocks Company, Duqm, (Oman)Shanghai Shipyard Shiprepair Division (China)Shanhaiguan Shipyard, Qinhuangdao Marine ServicesCaswell Environmental Services (Asbestos) (Stevenage, UK)Dongsung Engineering (South Korea)Electro Marine (South Africa)Grandweld – Dubai, Fujairah, Abu Dhabi (UAE)Kwang-Youn-Gi Engineering (Taiwan)Marine Services & Shipping Ltd –

Short & Long term manning services MHI Shiprepair & Services (US)PB Asher (Southampton, UK)Port Marine Contractors (South Africa)Singatac Engineering (Singapore)Sinco Automation (Singapore & Malaysia)Tru-Marine Group• Tru- Marine Houston• Pmax One Services (Singapore) • Tru- Marine Middle East • Tru- Marine Singapore• TruMarine China (Shanghai, Guangzhou & Tianjin)• TruMarine RotterdamWilling (Shanghai) Trading ChinaZhoushan Haitong Tank Cleaning (China)ROG Ship Repair (Rotterdam)Versitec Shaft Seals (Canada)

SHIP REPAIRERS & SHIPBUILDERS LTDFirst Floor, 3 The Clockhouse, Burford Road, Carterton, Oxfordshire, OX18 3AA, United KingdomTel: +44 (0) 1367 860 050Fax: +44 (0) 1367 860 474Mobile: +44 (0) 7767 690 704Email: [email protected]: www.shiprepairers.co.ukContact: Roderick WordieTel: +44 (0) 7767 690704 Contact: Nick PearsonTel: +44 (0) 7900 806755Contact: Marie McClureTel: +44 (0) 7765 228984Contact: Hollie LaneTel: +44 (0) 7717 215741Companies RepresentedAsmar (Punta Arenas, Chile)Asmar (Talcahuano,Chile)Asmar (Valparaiso, Chile)BAE Systems Southeast Shipyards (Mobile, Alabama)BAE Systems Southeast Shipyards (Jacksonville, Florida)BAE Systems (Norfolk)BAE Systems (San Francisco)Basrec (Bahrain)Conoship International (The Netherlands)Dakarnave (Senegal)Dormac Cape Town (South Africa)Dormac Durban (South Africa)Dormac Walvis Bay (Namibia)NICO (Fujairah)

Gemak (Turkey)Gibdock (Gibraltar)Hong Kong United Dockyard (HK)Huarun Dadong (Shanghai)MEC (Panama)NICO (Dubai & Abu Dhabi)ST Marine (Singapore)Tsakos (Uruguay)AgenciesDamen Schelde Marine ServicesEMCS & SESmarineHeadway TechnologiesLagersmitIntelligent EngineeringKET Marine

SIMPLEX-TURBULO CO. LTD Wherwell Priory, Wherwell, Andover, Hampshire SP11 7JHUnited KingdomTel: + 44 1264 860186Contact: Petra GerickeEmail: [email protected]: www.simplexturbulo.comShipyards RepresentedAstander (Spain)Colombo (Sri Lanka)Constanta (Romania)Fujian Huadong (China)Companies RepresentedBecker Marine Systems (Germany)Daros (Sweden)DUAP (Switzerland)Gali (Spain)Harzer Werke (Germany)HSD (Singapore)Mann + Hummel (UK)Maritime Propulsion Services BV (Netherlands)Maritime Propeller Repair BV (Netherlands)MWH (Germany)Robert Bosch (Germany)SKF Marine GmbH (Germany)

Sembcorp Marine Admiralty Yard




WILMOT MARINE SERVICES LTD84 Empire Square East, Empire Square, London SE1 4NB, UKTel: +44 (0) 20 7939 9580Fax: +44 (0) 20 7407 6183Email: [email protected]: www.wilmotmarine.co.ukContact: Bruce Wilmot Mobile: +44 (0) 7831 636821Contact: James LyonsMobile: +44 (0) 7979 246085Companies RepresentedAlbwardy Marine Engineering, Dubai, UAEAstican Shipyard, Las Palmas, Gran Canaria, SpainDamen Anchor & Chain Factory, Rotterdam, The Netherlands Damen Shiprepair Amsterdam, The NetherlandsDamen Shiprepair Brest, FranceDamen Shipyards Den Helder, The NetherlandsDamen Shiprepair Dunkerque, FranceDamen Shiprepair Harlingen, The NetherlandsDamen Oskarshamnsvarvet, SwedenDamen Shiprepair Oranjewerf, Amsterdam, The NetherlandsDamen Shiprepair Rotterdam, The NetherlandsDamen Shipyards Sharjah (FZE) UAEDamen Shiprepair Van Brink Rotterdam, The NetherlandsDamen Shiprepair Vlissingen, The NetherlandsDesan Shipyard, Tuzla Bay, Istanbul, TurkeyFincantieri Shipyards (Palermo, Trieste, Muggiano), ItalyGrand Bahama Shipyard, Freeport, Bahamas

Riga Shipyard & Leipaja Shipyard, LatviaVigor Industrial, Portland, Oregon USA

United States

ENMAN & ASSOCIATES, INC.

7901 Baymeadows Way, Suite 26, Jacksonville, Florida 32256, USATel: +1 (904) 519-0469Fax: + 1(904) 519-8580Contact: David Enman Mobile: +1 (904) 318-0909Email: [email protected] RepresentedBourne Group (USA)China Merchants Heavy Industry (CMHI) (Mazhou Island)Collins Machine South (USA)Detyens Shipyards, Inc. (USA)EdilcomElgin Brown & Hamer Group• Cape Town (South Africa)• Durban (South Africa)• East London (South Africa)• Walvis Bay, Namibia (South Africa)Enavi (Brazil) Gibdock (Gibraltar)Guangzhou Wenchong Shipyard Guangzhou (China)NedCon (Romania) Sefine Shipyard Co. Inc. Yalova (Turkey)Shipdock (The Netherlands)Tallinn Shipyard (Estonia)Tecnico (USA)Turku Repair Yard Ltd (Finland)Vigor Industrial (US Fab) (USA)Viktor Lenac Shipyard (Rijeka, Croatia)Western Shiprepair (Lithuania)WR SystemsYiulian (Shekou) (Mazhou Island)Yiulian Dockyards (Hong Kong)

VOGLER MARINE AGENCIES LLC

20 Bartles Corner Road, Flemington New Jersey 08822, USATel: +1-908-237-9500Fax: + 1-908-237-9503Email: [email protected]: Donald W VoglerShipyards Exclusively RepresentedASRY Arab Shipbuilding and Repair Yard (Bahrain)Besiktas Shipyard (Turkey)DORMAC Pty. Ltd. (Durban, Cape Town, Richards Bay,

Saldanha Bay, Walvis Bay South Africa)Jurong Shipyard Pte. Ltd. (Singapore)Lloyd Werft Bremerhaven GmbH (Germany)SOCIBER (Chile)Shiprepair Companies Exclusively RepresentedMetalock do Brasil Ltda. (Brazil)

SIMPLEX AMERICAS LLC

20 Bartles Corner Road, Flemington, New Jersey 08822, USATel: +1-908-237-9099Fax: +1-908-237-9503Mobile: 24/7/365 +1-908-581-0900Email: [email protected]: www.simplexamericas.comContact: Donald W Vogler – PresidentFactory Service, Spares and SalesJastram GmbH: Rudder Propellers and ThrustersNakashima Propeller Co. Ltd. CPP, Thrusters and CPP ThrustersNiigata Power Systems Co. Ltd.

Z-Pellers and Marine Diesel EnginesRiverTrace Engineering Ltd. Oil Content Monitors,

Bilge Alarm MonitorsSimplex Compact Stern Tube Seals Service performed in dry-

dock, afloat, as well as underwaterSKF Coupling Systems AB: OKC and OKCS Shaft Couplings, OKF Flange Couplings, Supergrip Bolts

Turbulo Oily Water SeparatorsService, Spares and SalesControllable and Fixed Pitch Pitch Propellers, Thrusters,

Couplings, Gearbox, Z DrivesFull Propulsion PackagesTotal Shafting SolutionsSales and Service of Diesel Engines,CPP, Thrusters, Gearboxes,

& CouplingsShaft Alignment, In-Situ Machining, Chocking and Mounting

ServiceUnderwater Repairs and Service

Damen Shiprepair Rotterdam (DSR)

abcdefghijkMITRENA YARDPO Box 135 2901-901 | Setúbal | PortugalPhone +351 265 799 100 | Fax +351 265 719 [email protected] | www.lisnave.pt

Strength in PartnershipFocusing on service

abcdefghijkMITRENA YARDPO Box 135 2901-901 | Setúbal | PortugalPhone +351 265 799 100 | Fax +351 265 719 [email protected] | www.lisnave.pt

Strength in PartnershipFocusing on service

Navigate to easy maintenance

HEMPADUR EASY 47700 Premium dock maintenance becomes easy.This pure epoxy protective coating gets applied and dried in no time. It is surface tolerant and endures any season, any climate, even temperatures as tough as -10◦C.

easy.hempel.com

Typ 02 - EASY 47700 - 210x297.indd 1 2015-10-12 11:12:51

volume 13 issue 4 october/november 2015...

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