SHIP AND OFFSHORE REPAIR JOURNAL | Volume 14 ... 14 Issue 4 – Page 7 DSVBr completes heavy lift...

SHIP AND OFFSHORE REPAIR JOURNAL | Volume 14 - Issue 4 - Oct/Nov 2016The Official Journal of the International Association of Shiprepair Agents

Volume 14 Issue 4 –

Front Cover: The Front Cover of this issue highlights the high-quality service offered by MAN Diesel & Turbo’s Primeserv division. MAN is in the top two of diesel engine manufacturers and as such has to offer an immediate world-wide service capability to all shipowners with MAN equipment on-board.

6 Repairs

12 Shipyards

22 Offshore

26 Services

32 Paints & Coatings

38 Underwater Repairs

42 Machinery Repairs

56 Ballast Water Treatment 62 Southern Europe

74 Norway’s West Coast

79 People

80 Dockgate

82 Contact Directory

FRONT COVER

Although every effort is made to ensure accuracy and reliability of the material published, Ship and Offshore Repair Journal cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements.

©2015 Ship and Offshore Repair Journal. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers.

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Ship and Offshore Repair Journal is published bi-monthly by A&A Thorpe, Office Suite 3, Enterprise House, Kings Road, Canvey Island, Essex SS8 0QY, UK.

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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] DEPUTY EDITOR Paul Bartlett Telephone: +44 (0)1844 273960 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.

WelcomeWelcome to the October/November edition of SORJ (Ship and Offshore Repair Journal) and the LNG Tanker Repair Supplement. One of the amazing items of information in this edition is the fact that another new shipyard is to be built in the Middle East, this time on Saudi Arabia’s Gulf coast. At a time when the whole marine industry is suffering from the low price of oil, it seems like odd timing for such a plan to begin. Meanwhile, just to say - Happy Christmas to all our readers throughout the world.

Alan Thorpe

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Another Maersk containership enters yardWork is currently underway at China’s Qingdao Beihai Shipyard, part of the China Shipbuilding Industry Corp, on the conversion of the third vessel of eight E-class containerships owned by Denmark’s Maersk Line. The 15,500 teu capacity Elly Maersk arrived at the Chinese yard on August 1st for her conversion project, which is expected to take 50 days to complete. Work is being undertaken to increase the vessel’s teu capacity by a further 1,300, as well as modifications to improve the vessel’s fuel consumption and emissions. The Chinese yard has already completed identical work on two sisterships – Eugen Maersk and Eleonora Maersk, while the remaining five vessels - Edith Maersk, Emma Maersk, Evelyn Maersk, Estelle Maersk and Ebba Maersk will be undertaken between October and mid-2017. All eight 170,974 gt vessels were built in Denmark by the Odense Shipyard between 2006-08 and when delivered were the largest containerships afloat. The work being undertaken on the eight E-class vessels in North West China includes raising the accommodation block and wheelhouse, increasing the lashing bridges to enable each vessel to accommodate an extra tier of containers, fitting of a new bulbous bow and propellers, to cope with slower service speeds. The conversion of the E-class containerships is expected to double the vessels service life. The E-class conversions are part of Maersk Line’s fleet retrofit programme which will enable the Copenhagen-based giant to comply with

regulatory requirements, reduce slot costs per transported container and reduce the need for newbuildings. Between 2015 and 2019 the refit programme will cover 100 vessels across various vessel classes. All work is/will be carried out by Chinese shiprepair yards. Coming on the retrofit programme, Hans Henrik Sørensen, Head of Fleet Retrofit, Maersk Line said, “The retrofit programme is an efficient tool for Maersk Line to reduce slot costs per transported container by increasing capacity while reducing fuel consumption. Retrofits contribute to cost leadership and help us grow our business at least in line with the market. Moreover, it allows us to reduce the need for newbuildings.” In 2015 Maersk Line added 27,000 teu to its fleet from retrofitting vessels and is currently evaluating plans to add an equal number of teu to the fleet between 2016 and 2019. For the first 70 vessels to be converted the company expects savings of around 230,000 t in fuel and 715,000 tonnes of CO2/year. Meanwhile, also undergoing drydocking and general repairs at this yard this week was the Maersk Line 10,308 teu capacity Susan Maersk, an 110,387 dwt vessel built in 1997. The Qingdao Beihai Shipyard is one of China’s largest shipyards and offers two graving docks of 300,000 dwt and 150,000 dwt capacities for repair, as well as a 100,000 dwt capacity floating dock.

Greek work for N-KOMN-KOM, part of Singapore’s Keppel Offshore & Marine, has had some notable success in the Greek market of late. Eurotankers one of N-KOM’s trusted Greek ship-owners and repeat customers, has awarded the shipyard with

four vessels so far this year. Recently repaired was the 33,500 dwt bulk carrier Eurosky. The vessel underwent drydocking and repairs such as hull treatment and painting, sea water pipes fabrication and installation, anchor and chain repairs as well as sea valves overhauling. Meanwhile, it has strengthened its foothold in the Greek market with the arrival of a tanker from first time customers Dorian (Hellas) S.A. - the 105,465 dwt Crude Oil Tanker, Oklahoma. The Oklahoma underwent drydocking and repairs including hull treatment and painting, installation of additional mooring for new Panama Canal requirements. Bow mooring fitting modification, cargo vapour manifolds, mooring modifications, sea duct valves overhauled and inspected, installation of a main engine MGO cooler, cargo and slop tanks heating coils pressure test, propeller polishing and dye checking are among the other maintenance works carried out on the vessel.

Repairs

The Edith Maersk

The Oklahoma in N-KOM


DSVBr completes heavy lift repair projectHolland’s Damen Shiprepair Van Brink Rotterdam (DSVBr), part of the Damen Shiprepair Group (DSG), has completed a three-week repair project on-board the 15,022 gt Jumbo Javelin, a DP2 heavy lift crane vessel owned and operated by long-standing Damen client Jumbo. The major aspect of the repair was the replacement of the frames of 15 box coolers. To minimise the time spent in dock, 12 of these were prefabricated prior to the Jumbo Javelin arriving at Van Brink, and the remaining three were built during the docking period. The majority of the steel work was performed by Damen Group and steel specialist Niron Staal Amsterdam. Additional work included a modification to an existing ‘tweendeck to make it more suitable for its purpose, and the repair and repositioning of the exhaust pipe stack. The lifeboats also underwent routine maintenance. The works were completed in the time originally specified in the quotation.

The 145 m vessel was built at Romani’s Damen Shipyards Galati in 2004, along with three similar vessels for the same owner. Together, the Jumbo Javelin, Fairplayer, Fairpartner and Jumbo Jubilee make up the Jumbo J-Class fleet. As well as general heavy-lifting assignments – the Javelin recently transported two, large accommodation modules from Croatia to Cameroon – the four ships are active in offshore O&G and wind projects, including installing transition pieces for wind turbines. The

Jumbo Javelin previously spent 50 days in 2014 at Damen Shiprepair Rotterdam for repairs and her second special survey. Jeroen van Kralingen, Superintendent at Jumbo, commented, “The project was an unexpected repair. DSVBr was a convenient location given the position of the ship at the time, and they offered a good price. We have worked with Damen Shiprepair before, but this was our first time at Damen Van Brink. We found the cooperation to be excellent and the

Repairs

The Jumbo Javelin at DSVBr

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Repairs

quality of the work first class.” Meanwhile, the end of July saw the Harlingen yard of Damen complete the two week drydocking and intermediate survey of the Anthony Veder-owned 4,000 m3 capacity LPG tanker Coral Medusa. The significant fact about this repair was that the vessel was drydocked while she was not gas free. Damen can offer repairs to non-gas free tankers at its yards in Harlingen, Schiedam and Vlissingen, which are certified for such work. As the Harlingen yard had available drydock space at the time that Anthony Veder needed to stem the 2007-built Coral Medusa this yard was chosen for the repairs. In addition to an intermediate survey the LPG tanker also underwent work on the Van der Velden Marine systems rudder, hub and propeller shaft.

Fraser Shipyards complete steam to diesel conversionUS Great Lakes shiprepairer Fraser Shipyards in Superior, Wisconsin has completed the 10 month steam-to-diesel conversion of the 1959-built, steam turbine powered Great Lakes self-unloading bulk carrier Herbert C. Jackson, owned by US operator Interlake Steamship Co, at the end of September, thereby bringing to an end a 10 year, multi-million dollar fleet modernisation project for the owner. Interlake now has what it claims to be the most efficient, reliable and environmentally responsible fleet on the Great Lakes. The re-engining of the 35,198 dwt Herbert C. Jackson started during December 2015, the fifth Interlake vessel to be converted by the shipyard and the fourth and last steam-to-diesel upgrade. The first vessel was converted in 2006. The vessel regularly carries 25,000 t of iron ore between Marquette and Detroit using her original steam turbine (a 6,600

shp General Electric cross-compound steam turbine) and twin boilers (Combustion Engineering heavy fuel oil fired water-tube boilers). However, spiralling maintenance costs and new emissions regulations made the decision to re-power the vessel with a modern ‘green’ diesel plant inevitable. The conversion of the bulk carrier has seen the vessel fitted with a new engine room which features two MaK 6M32E diesels (6,250 bhp), the first of their kind to power a vessel on the Great Lakes. The new diesels give Herbert C. Jackson enhanced propulsion capability and reliability. In addition, the bulk carrier has also been fitted with a twin-input, single-output Lutkin gearbox with two PTO shaft generators, a Schottel cp propeller system and Gesab exhaust gas economisers along with an auxiliary boiler. The economisers allow the vessel to harness the waste heat and energy from the main engine exhaust and produce ‘free steam’ to heat the accommodation areas as well as for heating various auxiliary systems and fuel oil services. The re-engining of Herbert C. Jackson

will see the vessel’s particulate matter emissions reduced by 35%, CO2 by 57% and SOx by 65%.

Greek market for ASRYBahrain’s ASRY has successfully brought one of the European tanker market’s biggest tanker fleet owners back to the yard. Euronav, the Greece-based owner, operator and manager of a fleet of 53 modern large tankers, chose ASRY for the recent repair of the 160,044 dwt Cap Diamant, a suezmax tanker which successfully completed the drydocking in early September. “Euronav is a leader in its field,” commented ASRY Ship Repair General Manager, Charles Maher, “so it was naturally very satisfying that they chose to return to ASRY after a seven-year hiatus.” The last vessel Euronav docked with

ASRY was 101,977 dwt Felicity in 2009. The company currently has a fleet of 53 vessels mainly VLCC’s and suezmax’s with many trading in the Arabian Gulf region regularly. Cap Diamant carried out routine drydocking repairs, hull treatment, renewal of cargo tank steam heating coils, tank treatment, and more. The Senior Technical Superintendent Alexandros Potamianos has commented that the performance of the yard was highly satisfactory.

Many ferry contracts carried out by Vancouver DrydocksThere has been extensive coverage in the media over the past two years of the re-emergence of Vancouver Shipyard (VSL), part of the Seaspan Group, as a major shipbuilder on Canada’s West Coast. An order for a number of ships from the Canadian Coast Guard has led to

an extensive modernisation plan within the yard, turning it from an ageing yard into a very modern facility with the latest production equipment. However, Vancouver Drydocks (VDL), also part of Seaspan, has also made an equal impact in the shiprepair industry over recent years. During this year (2016) VDL is reporting a 90% occupancy level for its drydocking capacity. The largest contract this year was carried out in April involving Premier Pacific Seafoods’ fishing vessel Ocean Phoenix, a 1964-built vessel, which underwent extensive steel work, ballast tanks coating, and the installation of a new sewage tank. The ship was in VDL for some four weeks. VDL operates two floating docks – 36,000 t and 30,000 t lifting capacity respectively. The main customer is locally based BC Ferries – the 21,777 gt passenger/car ferry

The Cap Diamant in ASRY

The Coaastal Renaissance (Right) and the TRF Kirkeness under repair in Vancouver Shipyards

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Coastal Renaissance was in the yard during October for schedule repairs. The Coastal Renaissance is the latest in a long line of BC Ferries-owned vessels this year, which have included Queen of New Westminster, Northern Adventure, Northern Expedition, Queen of Surrey, Queen of Burnaby, Queen of Cowichen, and Spirit of British Columbia. There are also two repair contracts from BC Ferries due for January next year – the Skeena Queen and the Spirit of Vancouver Island. BC Ferries is currently having two ferries converted and three newbuildings, all from Poland’s Remontowa, all five vessels having dual-fuel engines installed, with the availability of using LNG as a fuel, therefore VDL is currently looking to increase its expertise and ability to repair such vessels in future years. Also recently in the yard was Anglo Eastern’s 19,997 dwt chemical tanker TRF Kirkeness, repair work including steel work and a Kawasaki-type bow thruster replacement. Also due in the yard is Kirby Offshore Marine’s double-hulled tanker barge DLB 55, which suffered recent grounding damage. This barge is expected to be in the yard for some two-three weeks. Operating in the cruiseship repair market, VDL has been successful with NCL’s 30,277 gt Regatta, which will come to the yard in April next year (2017); this drydocking will be the second time this ship has visited VDL. VDL is

also involved with such names as HAL, Crystal Cruises and NCL for in-port repairs when ships are docked in Vancouver, a popular cruise destination on the West Coast. Seaspan’s Victoria Shipyard, which has a 100,000 dwt capacity graving dock, has, for the past few years, been involved in an extensive life-extension project on-board a series of frigates for the Royal Canadian Navy (RCN). However, this project has now been completed and the graving dock refurbishment programme completed, so the yard is once again involved in the cruise vessel repair market. Cruise owners such as HAL, Princess Cruises and Crystal Cruises have used this facility in past years.

Cruise vessels contracts in Vigor, PortlandOne of the more successful yards on the US West Coast in the cruise vessel repair market is the Portland, Oregon shipyard of Vigor Industries. This yard has, so far this year, repaired three cruise vessels and is expecting Princess Cruises’ 109,000 gt Grand Princess during December. The cruise ships already repaired are two from Carnival Group – the 70,367 gt Carnival Inspiration and her sistership, the Carnival

Imagination, and RCCL’s 90,090 gt Radiance of the Seas. During 2015, the yard carried out the refurbishment of NCL’s 91,740 gt Norwegian Star. The yard is also expecting to win contracts in 2017, but also has the Grand Princess and one other cruiseship booked in 2018 and two more in 2019. For the three contracts carried out this year (2016), all three were completed ahead of schedule, the last one some 48 hours ahead. One of the ‘selling’ points of the Portland yard is the availability of space for the necessary containers of new outfitting items of equipment required in this industry. In the case of the Grand Princess some 170 containers will be located in the yard during the ‘vitalisation’ project. The yard is set up to carry out some 6-8 cruise ship refurbishment contracts each year. The Grand Princess will arrive on December 10th and stay for some nine days. The work will include a normal drydocking package, including hull blasting and coating, main engine and bow thruster repairs and stern tube bearings replacement. The work package will also include three new AC compressors and two ‘scrubber’ systems. Both these projects will be carried out by sub-contracting companies, with the yard supporting. Some 30-40 yard personnel will sail with the ship after unloading passengers at San Francisco and then on the return voyage to load passengers at the same port.

Repairs

The Radiance of the Seas in Vigor Industries’ Portland facility


One of the main parts of this yard is the new 80,000 tonnes lifting capacity floating dock ‘Vigorous’ (293 m x 57 m) which was delivered to the yard from China during 2014, becoming fully operational in November of that year. Since delivery, the floating dock has been fitted with shore power arrangements, essential in the cruise vessel refurbishment market. Since delivery this floating dock has been used in the repair of containerships from TOTE, tankers from SeaRiver (two) and Chevron (3) and numerous cruise vessels. The yard also operates a 27,000 lifting t floating dock (202 m x 35 m) The yard also carries out regular repair contracts on-board vessels owned by the US Military Sealift Command (MSC) – some 12 such contracts carried out this year. The latest is the 27,811 dwt fleet replenishment oiler Henry J Kaiser. The work package includes a normal drydocking package due to last for some two months. The yard is also currently carrying out emergency propulsion repairs to the US Navy frigate Howard, in the yard for some 70-80 days. This is the first US Navy contract for some time. The yard is also currently building specialised ammonium barges for US owners. Apart from Portland, Vigor Industries also operates facilities in Oregon, Washington and Alaska.

Bulk carriers in FAYARDDenmark’s FAYARD, Munkebo, normally looks to the ferry and North Sea shuttle tanker trades for the majority of its work. However, during mid-November the yard has seen two bulk carriers in for regular repairs. The two bulk carriers were NSC Holding’s 93,246 dwt Tana Sea, which was in the yard for propeller shaft work, and ESL Shipping’s 56,349 dwt Arkadia, in for scheduled survey work. Also in the yard was Lauritzen Kosen’s 5,992 dwt LPG tanker Tilda Kosan, in for regular drydocking and change of corporate hull colours, and German Tankers’ 40,558 dwt tanker Seacod. Alongside were the passenger/car ferry Copenhagen, which has been rebuilt and changed to a hybrid propulsion system, undergoing a comprehensive SAT programme, and Sirius Tankers’ 7,082 dwt chemical tanker Marinus, which was drydocked after a few days. SORJ Offering comprehensive ship repair,

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The Arkadia (left) and the Tana Sea in FAYARD

Repairs


Another new shipyard for the Arabian GulfHaskoningDHV UK Ltd, in consortium with South Korea’s Hyundai Engineering & Construction (Hyundai E&C), has been selected to perform the Front-End Engineering Design (FEED) for the infrastructure of a world-class and globally competitive maritime yard in Ras Al-Khair in Saudi Arabia. The maritime yard will comprise a distinct shipyard facility for large shipbuilding, large shiprepair, rig fabrication, and offshore support vessel repair. As planned, this facility will become the largest maritime yard in the world providing a range of services. It will be located north of Jubail in the Arabian Gulf. Royal HaskoningDHV’s specialist shipyard consultancy experience combined with Hyundai E&C’s track record in Engineering-Procurement-Construction (EPC) projects will provide comprehensive technical knowledge for all elements of the shipyard’s design. Adrian Arnold, Project Director at Royal HaskoningDHV said, “Maritime yards must be globally competitive with facilities which are cost-effective, operationally flexible, and durable. This project combines four different yards into a single development, creating significant opportunities for economies of scale and enhancing the country’s economic development.” The yard will have an impressive range

of facilities including seven fully-equipped drydocks, two basins and five piers, a shiplift system, workshops, warehouses, utility services areas, as well as office buildings, living quarters, and recreational facilities for more than 10,000 workers. Royal HaskoningDHV undertook the initial market study for the yard in 2014. The FEED development work is now scheduled to take five months.

Good summer for GBSLGrand Bahama Shipyard Limited (GBSL) had a productive summer programme comprising work on vessels from the tanker, container and towage segments of the maritime industry. Additionally, renovations and upgrades were performed on the floating dry docks and workshops, all in conjunction with extensive yard improvements in anticipation for a busy fall and winter work period. The summer saw the yard busy with repeat customers from respected players in the tanker, container and towage segments operating in the Caribbean region. Vessels from Harren Ship Management GmbH, Wilhelmsen Ship Management, Transport Desgagnés of Groupe Desgagnés and Solvang ASA were among the many repeat customers with drydocking at GBSL for repairs and other scheduled maintenance. Scheduled work to additional commercial vessels and the beginning of the 2016-17 cruise vessels repair season ensures the yard is set for

a busy second half of 2016 and on to the first half of 2017. Notables include the first ever drydocking of the MSC Divina in mid-September as well as cruise ships from Royal Caribbean and Carnival Cruise Lines, Norwegian Cruise Lines, Disney, Princess Cruise Lines and Silversea Cruises, plus commercial vessels from Crowley, Seabulk Tankers, Ahrenkiel Steamship GmbH & Co, OSM and OSG Ship Management Companies. GBSL is known for delivering all projects on time, and often ahead of schedule. “We are dedicated to staying current with the technological developments of the industry, focusing on the specific needs of our customers. We listen to what they have to say and are committed to meeting those demands with continual upgrades to our yard and services,” says GBSL VP Sales and Marketing, Graham Couser. Significant maintenance programmes were competed on Floating Dry Dock No.1 and Floating Dry Dock No. 2. Maintenance to Dry Dock No. 3 is due for completion by December 2016. It is important to note that maintenance programmes will not interfere with any planned or unplanned drydockings. The mechanical and steel workshops have been updated and reconfigured to accommodate new equipment purchased to enhance efficiency, thereby giving the yard the ability to offer more services in-house. A key to the success of major revitalisation projects is successful and planned logistics. To support this facet, GBSL has partnered with

Grand Bahama Shipyard

Shipyards


industry leader Caterpillar to provide multiple logistical mechanical handling devises such as extended booms, fork lifts, cherry pickers, and others. Studies to improve work flow have been conducted resulting in process management systems being reviewed. New systems are being evaluated to improve work flow through an updated process management protocol. GBSL has reported minor damage from Hurricane Matthew and confirmed a few days after that it was operating normally and supporting the community recovery. The yard sustained minor damage, mainly to buildings and general property. Due to the co-ordinated efforts of GBSL employees, the yard has now returned to normal operation. Three vessels arrived on schedule for work on October 14th.

Bollinger takes over more shipyardsUS Gulf of Mexico shiprepairer Bollinger Shipyards, headquartered in Lockport, Louisiana, has become the areas largest shiprepairer following the acquisition of the five shiprepair facilities of the Friede Goldman Halter shiprepair and conversion division for US$88m. The yards taken over include Halter Gulf Repair, Gretna Machine & Iron Works, Halter Calcqsieu, Bludworth-Bond Houston, and Bludworth-Bond Texas City. Bollinger now operates 12 dedicated shiprepair and conversion facilities with 42 drydocks situated between New Orleans and Houston.

New certification for DSSAlbwardy Marine Engineering (AME)/Damen Shipyards Sharjah (DSS) has recently received two important quality management certifications. The first involves the new ISO 9001:2015 Management System Certificate awarded by Lloyd’s Register Quality Assurance (LRQA). The second is the American Petroleum Institute’s API Specification Q1. At a recent presentation at Albwardy Damen’s facilities in the Sharjah Hamriyah Free Zone, representatives from LRQA awarded the yard the ISO 9001:2015 certificate. The presentation was the outcome of an intensive nine man-day auditing conducted by seasoned

LRQA representatives. The accreditation represents an update from the existing 9001:2008 Standard to the new ISO 9001:2015 Standard. While there are numerous core changes to the certification, a key aspect is that the Quality Management System is now positioned in the company’s Business Assurance and Management System. “We are pleased to see this revised ISO standard. The increased focus on risks and KPIs makes it more of a business tool. This is especially helpful in the current economic climate,” comments Lars Seistrup, Managing Director of Albwardy Damen. “We are very proud to receive this certification.” The fact that Albwardy Damen has gained the newly introduced ISO certification in such a short period of time is particularly worthy of note. The yard is one of the first organisations in the Middle East Region to achieve this. The busy auditing period continued with a visit from the American Petroleum Institute (API) to review the yard’s management system. The outcome of this was the granting of the API Specification Q1. This verifies the yard’s quality management system regarding provision of ship repair services, shiplifting, transfer and undocking, building of new vessels and oil &

gas unit repairs and conversions.

New floating dock for PiraeusChina’s COSCO Group, which now has the controlling interest in Greece’s leading port, Piraeus, is to embark on a major project to turn Piraeus into the shiprepair hub for the Eastern Mediterranean. COSCO is believed to be sending a 300,000 dwt capacity floating dock from Shanghai to the Piraeus area to start-up repair operations, initially on its own fleet that operates in the Mediterranean, as well as vessels owned by subsidiary companies. At a later date the new yard will target Greek owned and managed vessels.

Good results for ASRYASRY’s Board of Directors recently held its 145th meeting presided over by Shaikh Daij Bin

The handover of the ISO certificate at Albwardy Damen - Lars Seistrup (Right)

Shipyards


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Salman Bin Daij Al-Khalifa, ASRY’s Chairman, represented by the members from shareholding countries and the Executive Management on Thursday, October 13th 2016 at the headquarters of the Company at Hidd, Bahrain. Shaikh Daij Bin Salman Bin Daij Al-Khalifa revealed that the Board first discussed the overall challenging situation of the market and reviewed the company’s performance, mentioning that the total sales up to the end of September 2016 of US$114.5m. Contributing factors to the level of performance were discussed, and included regional and international economic pressure, regional competition in the shipyard market, as well as the fluctuations in oil price. During the meeting, the Chairman and the Board members also confirmed that the selection process for a new Chief Executive is proceeding according to plan, and that an official announcement will be made before December 2016 (See People - Page 79). “Both the criteria and the process of finding the ideal candidate to lead the management of ASRY into a new era have been very carefully considered during this transition period,” commented ASRY Chairman, Shaikh Daij Bin Salman Al Khalifa. “A combination of vision and experience will be required to maintain and strengthen ASRY’s

competitiveness going forward. The process is on schedule, and we will be in a position to announce a decision before December 2016.” The Board also confirmed several measures being implemented to combat the challenging conditions. These included the on-going roll-out of cost-efficiency measures within the company, as well as the appointment of a business advisory firm to assist in the assessment and creation of the best possible forward strategy for the company’s future success. The consultants will be working with the ASRY leadership to address the present and future challenges facing the company and propose the most effective solutions. The Board finally discussed the health and safety drive recently initiated, reviewing successes from that project, and re-iterated the primary importance of safeguarding employee health and safety. The Board also agreed to appoint a new Manager to oversee the branch of the Company in the Eastern Province of the Kingdom of Saudi Arabia, noting the Kingdom and other GCC countries being major clients of ASRY. In closing, the Board thanked the Management and all the employees of the Company for their sincere, hard work and efforts which was carried out in the face of severe competition.

Building of floating docks by Pallada ShipyardUkraine’s Pallada Shipyard, situated in the port city of Kherson, has over the years built a reputation for the design and construction of composite floating docks – drydocks that have a reinforced concrete pontoon bottom and a composite frame consisting of steel side walls. Such docks are much favoured by shiprepair yards due to the fact that they don’t require regular drydocking for class surveys. A unique feature of Pallada Shipyard’s composite floating dock design is that the pontoon sections are made of sulphate-resisting reinforced concrete, which also offers high strength and is ice-resistant, thereby making the floating docks ideal for use in ports/areas which can ice-up. Pallada Shipyard, to date, has designed, built and delivered nearly 100 floating docks of differing lifting capacities to shipyards in Russia (Murmansk, Vladivostok, Petropavlovsk, Kamchatka, Nakhodka and Astrakhan); Azerbaijan, Japan, South Korea, China, Finland, Croatia, Turkey, Bulgaria, Nigeria and

Algeria. Earlier this year the Ukrainian shipyard delivered the 8,500 t lifting capacity floating dock Dormac Dock 1 to South African shiprepair group Dormac, for use in the port of Durban. This is the company’s first privately owned floating dock. The new South African floating dock left the Black Sea under tow by the tug Fairplay 33 during April, a voyage of 8,344 NM through the Mediterranean, out into the Atlantic and down the coast of Africa, and around the Cape of Good Hope, arriving in South Africa’s busiest port in June. Dormac Dock 1 is equipped with two 7.5 t capacity wing wall mounted cranes and utilises ‘green energy efficiency technology’ for all operations. The floating dock is also equipped with modern computerised levelling and load measuring systems, which will speed up docking and undocking operations. Dormac is believed to also be looking at building new floating docks for its yards in Saldanha and Walvis Bay. Meanwhile, in August 2016 Pallada Shipyard secured another newbuilding order for a composite floating dock – this time from small Cypriot repairer Multimarine Shipyards, based in Limassol. This 7,100 t lifting capacity dock is set for delivery in 2017. This new floating dock, being classed by ABS, has been ordered to meet the fast growing demand for drydock services in Limassol for the offshore oil and gas support vessels fleets operating in the Eastern Mediterranean. In 2012 the Kherson-based floating dock specialist delivered an 8,500 t lifting capacity dock to Croatia’s Viktor Lenac in Rijeka – FD RI-38. The arrival of the dock in June of that year enabled the repairer to free up much needed space in its other drydocks for larger vessels such as Aframaxes and Suezmaxes. The composite floating dock at Viktor Lenac is aimed at repairing small-to-medium size vessels, and has been popular with operators of chemical tankers, LPG carriers and ferries since entering service. Other recent deliveries include an 8,500 t lift composite dock to Qatar Navigation in the Arabian Gulf and a 20,000 t lift composite dock to Bulgaria’s Odessos Shiprepair Yard, Varna. Today, Pallada Shipyard offers a range of seven floating docks and four composite docks and three steel docks. The composite docks have lifting capacities of 5,000 t, 8,500 t, 20,000 t and 25,000 t, with the 8,500 t lift version proving to be the most popular size at present. The steel floating docks have lifting capacities of 400 t, 1,000 t and 5,000 t respectively.

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Anti-foulings at ODDSweden’s Oresund Drydock (ODD), Landskrona has, together with the paint manufacturers Akzo-Nobel/International, Hempel, Jotun and PPG-Sigma, been granted approval for 10 additional anti-fouling-products to be used at the yard:

• Intersmooth 360 • HempaGuard X7 89900 • Hempel Antifouling Dynamic 79560 • Hempel Antifouling Globic 6000 75950 • SeaQuantum Ultra S • Sigma Ecofleet 690 • Sigma Sailadvance DX • Sigma Sailadvance GX • Sigma Sailadvance RX • Sigma Nexeon 710

A spokesman for ODD said, “We are very happy for this approval granted by the Swedish Chemicals Agency which means that we at ODD now can apply AF products of the latest generation. Please see attached full list of antifouling products now approved for application at ODD.” Recently in ODD were two small Scandlines’ ferries being converted to Electrical power and the Swedish ferry Gotland for schedule repairs.

Shiprepairing and shipbuilding activities at PaxOceanIn the last quarter, PaxOcean Group continued to demonstrate its capabilities with newbuilding and conversion projects delivered on time or ahead of schedule. As new orders continue to arrive, PaxOcean is committed to providing quality and on time service at competitive price levels for its global client base. The third quarter of this year has been busy for the Singapore-based shipyard group. The PaxOcean group repairs all types of offshore and marine ships. Some notable repairs include the docking of a 402,347 dwt bulk carrier Ore Italia, which is the third Valemax following the successful docking of the sisterships Shandong Da De and Ore Brasil. These three very large vessels were all drydocked in PaxOcean’s Zhoushan Shipyard in mainland China. Another notable repair was the containership Stadt Rostock, which is the fourth vessel from Ahrenkiel Germany.

Situated along the main trading route between China and the Western hemisphere, Singapore and Batam are ideal drydocking zones for vessels plying the major trading routes. PaxOcean has four yards that operate in that region – one in Singapore and three in Batam. PaxOcean Batam comprises three yards that function as one. This is to increase workflow and efficiency between each yard. With a total land area of 1,313,000 m2, 4,855 m of berth and three floating docks, PaxOcean Batam provides a level of flexibility and range of services that most yards would find hard to meet. Driven by a Singaporean-led team, clients can expect quality expertise and project management at PaxOcean Batam. The yards are able to drydock Panamax-sized vessels and perform afloat repairs of VLCC-sized vessels. With conversion and newbuilding experience, along with various customised solutions to the oil and gas industry, PaxOcean Batam had recently delivered the 3,500 dwt tanker newbuilding Transko Arafura for Pertamina Trans Kontinenta, ahead of schedule.

The vessel is a 3,500 long tonnes product oil tanker of 90 m length, capable of carrying up to three different grades of product oil in one cargo shipment. Among on-going repair projects, PaxOcean Singapore also recently completed and delivered the geotextile laying pontoon Delta Prince to repeat customer Dredging International Asia Pacific. The vessel was converted from a crane pontoon to a geotextile laying pontoon. Some of the key features of the conversion include installations of geotextile rolls, hoisting cradles and hoisting spreaders. The successful completion of this project follows the earlier success of major conversion of Ulisse, a 120 m long cable layer for worldwide cable manufacturer Prysmian Group. To beef up infrastructure, PaxOcean Singapore had also recently acquired a brand new purpose-built 35 tonne luffing crane designed with a longer boom to boost productivity of lifting operations.PaxOcean Zhoushan’s docks have been busy with 60 ships repaired since the beginning

The Valemax bulk carrier Ore Brasil entering PaxOcean’s Zhoushan shipyard

Shipyards

The Gotland in ODD


of this year, 22 of which were from domestic Chinese clients, eight from Singapore and Malaysia, seven each from Hong Kong and Korea and six each from Germany and Greece. PaxOcean clients come back because of the outstanding service and on-time efficiency led by its Singaporean management team. Such examples include the docking of nine semi-submersible heavy lift carriers of the Zhenhua series from ZPMC. Three vessels went for docking repairs from Laskaridis Shipping, Greece, two vessel from Evergreen, Taiwan, with one 8,200 teu container ship Ever Lissome having its bulbous bow changed. Other significant projects in Zhoushan feature a 253 m x 54 m floating dock, due for approximately 3,600 tons of steel renewal and complete refurbishment with internal and external coating. The yard also carried out steel repairs involving 120 tons renewal for the 13,000 teu containership Hyundai Drive from South Korea’s Hyundai Merchant Marine, the conversion of heavy load carrier Sanhang Gong 5 with additional heavy carnage, and the complete internal tank blasting and coating of the chemical tanker Atlantic Jupiter from Cido Shipping, South Korea. PaxOcean Zhoushan is well-equipped with two ultra-large graving docks, and a pier berth of 576 m with 12 m water depth. The docks have been built to accommodate all types of ULCC, VLOC, OBO, Suezmax, and FPSO and can accommodate vessels of up to 400,000 dwt, and large container ships up to 16,000 teu. On-going newbuilding projects include a liftboat, a multi-purpose support vessel series, cargo barges and a 32,000 dwt multi-purpose vessel series.PaxOcean Zhuhai has also has had its slipways

and workshops filled to capacity with numerous newbuilding jobs and upgrades, leading to an expansion phase that will see the construction of a third covered slipway, new warehouses and lengthening of its existing wharfage. With an order book of 21 vessels, PaxOcean Zhuhai continues to boost its capabilities in the construction of fuel-efficient vessels. Newbuilding projects include an 88 m diesel-electric powered light construction vessel, a 500 teu cellular container deck ship series and a series of 5,000 PS ASD Escort Tugs. The yard has also recently signed a contract for the construction of six units of 64 m (58 dwt) shallow draft anchor handling/supply/safety standby vessels for POSH, an international operator of offshore support vessels. These vessels are expected for delivery during the fourth quarter of 2017.

Busy times at A&P TeesUK’s A&P Group has reported a strong six months for its Teesside Yard. The yard, based at Teesport Commerce Park, has achieved a 25% increase in utilised capacity across its two dry docks and two berths, with 25 vessels coming in to dock during 2016 so far. The yard has also delivered 63 off-site or ‘afloat’ projects ranging from large scale mobilisations and demobilisations to minor repairs and fabrications. One of the Tees’ most significant projects of this year is a contract with Prysmian Group, the worldwide leader in energy and telecom cable systems industry, for the mobilisation of its owned and charted vessels. A&P Group’s Tees team operated 24 hours, seven days a week with a large team of steel fitters and sub-contractors to deliver the

complex mobilisation work required for the Cable Enterprise, owned by Prysmian, and three other charter vessels - the Normand Progress, Cable & Wireless’ CS Sovereign and Normand Pacific. The A&P team carried out extensive prefabrication work for the Cable Enterprise including the manufacture of grillages, IWO new hydro plough pumps, a hydro plough platform, winches, sea fastenings, bulwark walkways and container seating. The team manufactured 45 and 180o quadrants, quadrant rails and vertical and horizontal rollers for the CS Sovereign, as well as container grillages for the Normand Pacific. Work also included on-board alterations, electrical testing and new equipment installation and relocation, across the four vessels. Darren Brown, Managing Director of A&P Group’s Tees yard said, “The Tees yard has enjoyed a sterling six months, not only in terms of revenue and quality workmanship, but in relation to the expertise that we’ve been able to showcase. “Elements of the Prysmian contact have required precision engineering with incredibly tight tolerances, including the specialist laser alignment of a deck structure. A&P Group is one of only a handful of UK operators able to offer this capability and prefabrication within such a short lead-time. Our long standing relationship with Prysmian, as with many other A&P Group clients, is very much testament to our speed of response, attention to detail and understanding of the complex needs of ship operators and owners.” Meanwhile, A&P Group has made five apprentices full time employees at its Falmouth yard and is on the search for more. Five apprentices joined the Falmouth operation in 2014 and all have now completed their studies to become fully qualified. Three apprentices have completed their three year apprenticeship in marine engineering and two in electrical engineering. All five have been offered full time positions and have already been given the opportunity to work on high profile vessels such as the RFA Cardigan Bay, which docked in July. A&P Group operates seven dry docks across three strategic locations in the UK and has a business in Australia that provides ship repair services and support to the Royal Australian Navy. All facilities combine a rich heritage of marine engineering skills and experience, providing ship owners and energy companies with all the precision skills needed to complete the most demanding projects. SORJ

The Cable Enterprise on Teesside

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FPSO deliveries by KeppelSingapore’s Keppel Shipyard, part of Keppel Offshore & Marine, is on track to deliver one of the world’s largest FPSOs to Bumi Armada Berhad for operations offshore Angola. The naming ceremony of the FPSO, Armada Olombendo, was held at Keppel Shipyard during early October. Keppel Shipyard converted a VLCC to an FPSO, which measures 382 m in length with the external turret and 58 m in width. Armada Olombendo has a design life of 20 years and will be deployed on block 15/06 East Hub Field Development off Angola to fulfil its charter contract for the exploration and production company, Eni Angola. Michael Chia, Managing Director (Marine & Technology) of Keppel O&M, said, “The conversion of the Armada Olombendo is the 16th conversion project that Keppel has executed for Bumi Armada and we are glad to have built a strong win-win partnership with our long-standing client.

“We have recently also delivered an LNG Floating Storage Unit (FSU) as well as a North Sea-worthy FPSO to Bumi Armada, its first such projects. With the current low oil price environment, it is a testament to Bumi Armada’s strong operational excellence that its FPSOs continue to receive good charters. Keppel is

proud to be able to support Bumi with our conversion solutions that are cost-effective, robust and reliable.” “The Armada Olombendo is one of Bumi Armada’s great achievements as this is the largest FPSO project undertaken by the company and incorporates both the highest oil production capacity to date and one of the largest external turrets used offshore. This is a testament to the capabilities and dedication of our employees, our partners, and our contractors,” said Leon Harland, Chief Executive Officer of Bumi Armada. Keppel Shipyard’s work scope for the Armada Olombendo project includes refurbishment and life extension works, upgrading of living quarters to accommodate 100 personnel, fabrication and installation of an external turret mooring system as well as the fabrication, installation and integration of topside process modules. Armada Olombendo is able to handle crude oil production capacity of 80,000 bbls of oil/day, 120,000 bbls/day of water injection, 120m standard cubic feet (MMscf) of gas handling and has a net storage capacity of 1.7m bbls. Keppel Shipyard is also on track to deliver a FPSO to Armada Madura EPC, a joint venture between Shapoorji Pallonji Group and Bumi Armada Berhad. The spread-moored unit was named Karapan Armada Sterling III during a naming ceremony held during October. The FPSO will be deployed to the Madura BD Field in Madura Strait East Java which is operated by Husky-CNOOC Madura Limited (HCML). Michael Chia said, “Our strong partnership with long-time client Bumi Armada enabled us to execute this project safely and to the highest quality, with the project recording more than 3m safe man-hours without Lost Time Incidents. “This is the third conversion/upgrading project that we have undertaken for the Shapoorji Pallonji and Bumi Armada joint venture to-date and we are certain that Karapan Armada Sterling III will be as successful as their first two FPSOs, Armada Sterling and Armada Sterling II.” Leon Harland said, “Armada Sterling III is a unique project as she is the world’s first floating facility that has a large sulphur processing plant installed capable of producing molten sulphur. The FPSO is able to process approximately 25 tonnes of sulphur/day. It was a challenge to operate with such high sulphur levels and thanks to the capabilities and collaboration of the teams at BAB and all our partners and contractors, we have completed a fit-for-purpose solution for our client HCML.” Keppel Shipyard’s work scope for the

Karapan Armada Sterling III includes refurbishment and life extension works, upgrading of living quarters to accommodate 80 personnel, fabrication and installation of mooring systems as well as installation and integration of topside process modules. Karapan Armada Sterling III is designed to process 110 mmscfd scales gas, 7,500 bbls oil condensate, and is equipped with sulphur handling facilities. It has a 12-point spread mooring arrangement and has a storage capacity of 370,000 bbls.

Semco/Langset agreementNorway’s Semco Maritime AS has entered into a co-operation agreement with another local offshore specialist, Langset AS, to develop its Hanøytangen shipyard. Semco acquired this facility from the Bergen Group in mid-2015. The agreement will also see both parties pursue business opportunities in the maritime and oil and gas industries in the North Sea and international markets. Semco specialises in large-scale maintenance and refurbishment projects of offshore rigs, with the Hanøytangen yard featuring one of the largest drydocks in Northern Europe. Langset is a provider of services to the maritime and energy sectors and will establish a mechanical workshop in the shipyard as well as moving its engineering office and rope access headquarters to the shipyard. During October there were two rigs at the yard:

• West Hercules – 6th generation ultra- deepwater semi-submersible drilling rig, GVA 7500 type, 40,731 gt, built 2008, owned by London-based Seadrill Ltd • Island Innovator - Semi-submersible drilling rig, GM4000 enhanced Version, 29,929 gt, built 2012, owned by Island Drilling Co ASA, Ulsteinsvik, Norway and operated by Odfjell Drilling

Meanwhile, The Esbjerg shipyard of Semco Maritime is to carry out major modifications to the offshore wind turbine installation vessel Seajacks Scylla, owned by the Great Yarmouth, UK-based company Seajacks. The 23,641 gt vessel was built in 2015 and is of the Gusto MSC NG 14000X design. The project involves fabricating and fitting new sea-fastenings on the vessel, which currently is the world’s largest

The celebration of the FPSO Armada Olombendo at Keppel Shipyard

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wind turbine installation ship. Semco Maritime will construct a special module which will make it possible to adapt Seajacks Scylla’s 5,000 m2 cargo deck to accommodate different sizes of towers and turbine blades. The new sea-fastenings have been designed by Seajacks and will be fitted on-board the vessel when she arrives in the Danish port in November this year. Semco Maritime’s Rig Project department will handle the project management of the upgrade, while the company’s Fabrication department will handle the manufacture of the module in Esbjerg. This is something of a ‘fast track’ project for Semco Maritime, with Seajacks Scylla only spending 18 days at the shipyard. With the successful completion of this project Semco Maritime expects to make significant inroads into the wind turbine installation vessel modification, conversion and renovation market.

ASRY reaches 100 rig repair projectBahrain’s ASRY has welcomed its 100th rig repair job to the yard, as 2016 posts the highest number of rig repair contracts in the yard’s history. The project is on the high specification jack-up rig Bob Palmer, one of the largest jack-up rigs in the world, owned and operated by Rowan Companies, which is one of the world’s leading providers of offshore contract drilling services, and long-term client of ASRY. “ASRY’s diversification into rig repair has continually proven to be one of the yards most perceptive moves, with its revenue cycle complementing ship repair’s cycle,” commented ASRY’s Chairman of the Board of Directors, Shaikh Daij Bin Salman Al Khalifa. This sentiment was echoed by ASRY Acting Chief Executive Magdy Mustafa, who explained “even during market downturns, having multiple and diverse revenue streams provides more opportunities, as is being visibly demonstrated by our recent rig repair successes.” “This milestone is especially encouraging considering the enormous pressure the rig market is still under,” added ASRY Offshore Services General Manager, Rob Bryant. While revenues remain under pressure, the number of rig projects coming to the yard makes ASRY the market leader for rig repair in 2016, with 20 already repaired by August. Earlier in the year there were 16 rigs simultaneously in the yard, a record since the division began in 2008. However, the record number of projects

is still not translating into record revenues. “Margins are very tight,” Bryant confirmed, “so we are working closely with our clients to meet their repair needs in the most affordable way possible, without compromising the quality and safety standards that keep them coming back.” ASRY’s ability to find mutually beneficial solutions is a key factor in maintaining the long-term relationships that the yard is renowned for. The increased movement in the rig repair market comes on the heels of an uncertain 2015, and more predictability going forward. “Following the uncertainty that dominated the rig market in 2015 due to major global oil price fluctuations,” Bryant explained, “Mideast rig owners and operators have a clearer understanding in 2016 of the future course for the market. Repair scopes are still only including the essentials to meet Survey requirements, but a more predictable future is relaxing the anxiety that choked the market last year.” Combined with the yard’s competitive pricing and strategic geographical location nearest to Saudi Arabia, ASRY is well positioned in comparison to other rig repair outfits in the region, to capitalise on a slightly loosened market. ASRY is also pushing ahead with onshore rig work, after recently completing its first land rig refurbishment project. A second land rig

project is due in the fourth quarter 2016, further expanding ASRY’s diversified skill set.

Rig work for Harris PyeThe Harris Pye Engineering Group has successfully completed repair works during the two-stage multi-million dollar Diamond Offshore demobilisation project for their semi-submersible rig Ocean Endeavor from the Black Sea, which completed its contract in January 2016. The initial phase of the repair work, which started in December 2015, while the rig was offshore Constanta, Roumania involved cleaning of mud, brine, base oil and skimmer tanks. Steel repairs were carried out on a main column blister. The removal of three Seatrax crane pedestals, which included the supply and installation of internal steel stiffening to the pedestals, guides and jacking points, plus handling trunnions, were all required prior to cold cutting of the pedestal which coincided with the arrival of the heavy lift crane to remove them. Additional work awarded to Harris Pye in Romania was blasting and painting of four primary column ballast tanks. During the

The Bob Palmer in ASRY

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surface preparation steel renewal was added to the project - steel frames, piping, access trunks etc, out of which approximately 24 t of steel work was completed in Constanta. The blasting of all four tanks back to white metal was completed, two tanks received a first coat of paint and two tanks were fully coated before departed from Romania to Fincantieri Shipyard in Palermo, Italy via a pre-booked scheduled heavy lift vessel. “The project was not without its challenges, but we relish those,” explains Harris Pye’s Chief Technical Officer, Chris David. “Painting and blasting of the four ballast tanks had to be performed within a one month period. An additional 40 t of steel was required to ensure the work on the tanks was completed within the required timeframe; this had to be brought in from other parts of Europe. Additionally a mobile diesel high vacuum grit recovery system was shipped from the UK, due to the large distances involved from the ballast tanks to the recovery system onshore for the purpose of disposal. “All labour was from the local market, with equipment and materials coming from mainland Europe and the UK. Support to the onsite project team was provided by our workshop in Llandow, Wales which undertook any pre-fabrication required, with Harris Pye UK (HPUK) stores (tools and equipment) and the HPUK purchasing department utilising local suppliers where possible and outsourcing further afield into mainland Europe for items not available locally, to ensure work was able to continue

accordingly. “Once Ocean Endeavor reached Palermo, the Harris Pye repair team mobilised to work on the remaining steel repairs, and painting of the ballast tanks, including an additional contract to repair a section of column diagonal brace. All works were completed on schedule. “The six-month long project enabled us to use specialist equipment including a 40 m3/min high pressure oil free compressor (no oil fumes in the compressed air) which worked 24/7, and Falch 2,500 bar hydro blasting equipment. “The Harris Pye project team had a very methodical and professional approach to all the projects awarded to them,” stated Diamond Offshore Project Manager Dhaval Mehta. “All projects were completed in a timely manner to the satisfaction of Diamond Offshore’s stringent standards, Class and Statutory rule requirements. “The project team worked very well with all the other vendors involved and was accommodating with certain last minute changes, without impacting on the end results of the project. The entire Harris Pye site team was well focused on customer satisfaction while keeping safety as the primary focus during the entire project. They also actively participated in Diamond Offshore safety meetings and provided valuable input. A job very well done by the entire HP team involved with the Ocean Endeavor demobilisation project.” Harris Pye has supported Diamond Offshore on several projects in the past and continues to do so to date in order to build on the existing

strong business relations between the two companies.

MMHE delivers FPSOMalaysia International Shipping Co (MISC) has celebrated the sail away of its Marginal Marine Production Unit MaMPU 1, a fit-for-purpose FPSO for the development of marginal fields, from Malaysia Marine & Heavy Engineering (MMHE)’s East Yard, Pasir Gudang. The first deployment of MaMPU 1 will be at Anjung Kecil oil field, offshore Sarawak, which is currently being operated by Vestigo Petroleum on behalf of Petronas Carigali. MaMPU 1 was converted from an oil tanker and has a storage capacity of 318,000 bbls, designed to produce 15,000 bbls of oil/day with 25 MMscfd of gas handling capacity. One transformation technology that MISC has adapted on MaMPU 1 is Sep-iSYS, a compact low pressure system that stabilises the crude received from the reservoir for safe storage and subsequent export to the market. Through its Condensate Recovery System (CRS), MaMPU 1 is designed for increased oil production via recovery from unwanted flaring gas. CRS, combined with Sep-iSYS will enable the production of an additional 50 bbls of oil/1m square cubic feet of flared gas. In line with MISC’s initiatives to reduce carbon footprint for gas emissions, it is expected that the CRS will contribute to lowering CO2

emission by 25% to 30% on daily flaring rates. This is consistent with MISC’s mission to operate responsibly and proactively minimising our impact on the environment where possible. MISC is the first in the region to introduce the technologies on a floating asset. This advancement will benefit in sustaining MISC’s position as one of the leading marginal fields solutions providers.

Rig contract for LamprellUnited Arab Emirates rig specialist Lamprell has secured the US$117m contract to upgrade the legs and suction caissons of the 2011-built offshore accommodation jack-up rig Haven, owned by Norway’s Jacktel AS, a division of Oslo-based Master Marine AS. The work is being carried out prior to the rig starting a 578 day charter to Statoil in the giant Johan Sverdrup field in the North Sea. Work will take place in the Arabian Gulf at Lamprell’s Hamriyah yard in Sharjah and Coast Centre

Harris Pye engineers working on-board the Ocean Endeavor

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Bases’ Agotnes yard, near Bergen. Lamprell’s contract calls for the procurement, construction and installation of extended legs and new suction caissons, with fabrication work taking place in the UAE and the components then transported to the west coast of Norway for assembly and installation work, in collaboration with Coast Centre Base. Installation work on Haven is scheduled to start in the second quarter of 2018.

Rig review by DNV GLFollowing the accident involving COSL Innovator during December 2015, some 100 semi-submersible rigs approved by DNV GL will be reviewed. Preliminary assessments indicate that a limited number of rigs will be subjected to modifications or operational limitations. The semi-submersible rig COSL Innovator was drilling for Statoil in the Troll field when it was hit by a large, steep wave. Several windows on the rig’s two lower decks were shattered. One person was killed. “Since the incident, we have made great efforts to identify what happened, understand how this could happen and, most importantly, implement actions to prevent similar incidents from occurring again,” says Ernst Meyer, DNV GL Director for Offshore Classification. “We have been working with rig owners, designers, operators and authorities towards a common goal; to ensure the safety of all those working on board the rigs.

The incident investigation report presented by the Norwegian Petroleum Safety Authority in April 2016 concluded that the incident involving COSL Innovator has provided new knowledge that must be utilised in order to prevent similar incidents in the future. DNV GL therefore published a new technical guideline (OTG-13 – Prediction of air gap for column-stabilised units) as early as in June 2016. This gives a consistent and updated approach for calculating the air gap - the clearance between the highest wave crest and the bottom of the deck box in all relevant sea conditions. During October, DNV GL asked all owners of DNV GL-classed semi-submersible rigs to provide updated documentation of each rig’s air gap. Rigs that, based on the new technical guideline (OTG-13), can confirm a positive air gap will be able to operate as before without reinforcement or operational limitations. This is expected to apply to most of the semi-submersible rigs operating on the Norwegian shelf. “I can’t indicate how many rigs have negative or positive air gaps before each rig’s calculations have been performed,” says Ernst Meyer. “A limited number of rigs may not have a positive air gap, but most of these will be able to avoid changes. The prerequisite is that they are able to document a positive air gap for a specific location, or that they simply do not have windows that may be exposed to waves.” He elaborates on the consequences for the other rigs – those that are unable to prove a positive air gap in all sea conditions

– including the hundred-year wave. “Initially (for the next winter), these rigs will be required to remove windows in exposed zones. If the strength calculations show that further structural modifications are necessary, such modifications will be required as part of the permanent solution. The most important thing is that the windows are removed before the coming winter. This action eliminates the largest risk elements if a similar incident occurs,” Meyer explains. He emphasises once again that operational limitations and limitations with regard to areas of operation may solve the air gap issue in the short term. Rigs that are certified for worldwide operation must be documented according to North Atlantic wave data. Most rigs operate in milder areas, such as the North Sea, and can postpone modifications that may be necessary in the Norwegian Sea or Barents Sea. DNV GL is the classification body that certifies the largest number of semi-submersible rigs, and these rigs operate under the most extreme weather conditions globally. The company works continuously to improve the class regulations used in certification work through future-oriented research and the thorough examination of and learning from incidents and accidents. “The work behind the new guideline includes the use of updated statistical weather data and knowledge acquired from several independent model tests conducted in light of the COSL Innovator incident. We have also learned from previously

Offshore

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conducted model tests and from operational experience after 40 years classing hundreds of similar rig types,” Ernst Meyer concludes

Kazakhstan contract for TopazDubai’s Topaz Energy and Marine has secured substantial contracts in connection with the development of the Tengiz oilfield in Kazakhstan during 2016. The two contract wins announced in the second and third quarter together represent revenue of more than US$500m. The two contracts bring Topaz’s backlog to approximately $1.6bn. Under the terms of the main contract awarded by Tengizchevroil (TCO) to a consortium comprising Topaz and Blue Water Shipping A/S, Topaz will commission the construction of 15 Module Carrying Vessels (MCVs) by Norway’s VARD. The vessels will be owned and operated by Topaz and will commence work in the second quarter of 2018 for a minimum contract period of three years. Topaz has also been appointed the technical managers of three additional MCVs by a consortium comprising Blue Water Shipping A/S and Kazmortransflot (KMTF). René Kofod-Olsen, Chief Executive Officer, Topaz Energy and Marine, said, “We are honoured to have been entrusted to run vessel operations for this crucial project. The two recent project awards have added tremendously to Topaz’s backlog and therefore improved our earnings visibility and credit strength in these

challenging times for the OSV industry.” The Tengiz oilfield is operated by Tengizchevroil LLP; a Kazakh partnership that explores, develops, produces and markets crude oil, LPG, dry gas and sulfur. Current partners are: Chevron, 50%; KazMunaiGas NC JSC, 20%; ExxonMobil Kazakhstan Ventures Inc., 25% and LukArco, 5%. Meanwhile, Topaz Energy and Marine has been appointed the technical managers of three vessels by a consortium comprising Blue Water Shipping A/S and Kazmortransflot (KMTF), in connection with the TCO developed Tengiz oil field in Kazakhstan. Under the terms of the agreement, Topaz will act as the technical managers for three newly-designed MCVs. The vessels will commence work in the second quarter of 2018 for a minimum contract period of a little over two years. The vessels will be transporting oil and gas modules to the Tengiz oil field from transshipment bases in Kazakhstan.

FSO contract for IEThe FSO Komi Kribi 1 (KK1), converted in 1977 from a VLCC and operated by ExxonMobil for Cameroon Oil Transportation Company, has had its sea chest, bottom shell and bulkhead reinstated using Intelligent Engineering (IE)’s SPS. The repair took place 11 kms offshore Cameroon using steel workers from Cameroon Shipyard and Industrial Engineering (CNIC). The SPS repair was approved by Bureau Veritas (BV). Kevin Reilly, IE’s project manager,

commented, “This below the waterline repair was crucial in allowing the FSO to continue operating. It was undertaken on-station with no need to halt normal operations. Unlike traditional repair methods no cofferdam, divers or dive support vessel and team were required. It was a challenging repair, however we managed to complete it to the client’s satisfaction.” A 10 mm top plate and 25 mm elastomer core were used to reinstate the 25 m² area. Chris Williamson, FSO KK1, Chief Engineer said of the repair, “The entire team worked very hard and completed a difficult task like professionals. This type of work in a pump room on an operating oil tanker is not an easy task. The SPS was impressive and I can see areas where it can be utilised in the future.” In a second below waterline repair on board a floating storage unit, a 10 m² area of bottom structure was reinstated during a four day voyage to its station. By using SPS the client was able to save on drydocking and lost schedule. SORJ

Offshore

The top plate positioning

The Topaz MCV

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Jotun approves of EU’s decision on copperNorway’s Jotun believes the European Union’s decision to approve the use of copper in marine anti-foulings will ensure continued delivery of powerful benefits for both the shipping industry and environment. Copper is a key ingredient of most antifouling coatings, valued for its ability to provide the best overall balance of environmental protection and cost savings. By preventing the settling, growth and spread of a wide range of fouling species, copper plays a key role in ensuring clean vessel hulls. This minimises frictional resistance, reducing speed loss, fuel consumption, emissions, and the spread of potentially invasive marine species. “Copper’s efficacy is second to none when it comes to delivering clean hulls,” comments Alfie Ong, VP Jotun Marine Coatings. “And clean hulls are integral to enhancing the sustainability of the shipping industry, both commercially and environmentally. “Measuring hull performance in line with the soon to be published ISO 19030, we see that copper – a key ingredient of Jotun’s SeaQuantum X200 – performs well above competing alternatives. This means it provides not only the best ROI for ship owners, but also the best results for the environment. “That’s why it’s excellent news for our customers that the EU, after an extensive review, has approved

the use of copper in anti-foulings through to 2026. At Jotun we’re delighted to be able to continue supplying quality coatings to the region, meeting a very clear market demand for enhanced efficiency and vessel performance.” To prove the effectiveness of SeaQuantum X200, which has now been applied to over 400 vessels worldwide, Jotun has developed the Hull Performance Solutions (HPS) concept. This combines the coating with enhanced technical service and performance analysis according to the soon to be published ISO 19030. On top of that HPS guarantees the performance with a cash back promise which is unique in the market. In the first ever five year drydocking of a vessel treated with HPS (Gearbulk’s Penguin Arrow, drydocked in late 2015), recorded data demonstrated that the ship made a staggering fuel saving of US$1.5m, cutting CO2 emissions by some 12,055 tonnes, across the 60-month period (compared to the previous five years). “The results speak for themselves,” Ong notes. “SeaQuantum X200 delivers proven ROI for shipowners, reducing operational costs and slashing emissions. Copper is a key component which enables that performance. The EU has made it clear that further steps are required to approve the use of Copper in individual coatings, but this initial move is a critical first step forwards for the industry. We welcome this decision, as will everyone interested in better environmental performance, efficiency and sustainability in shipping.”

Grimaldi wins a record number of carbon credits from AkzoNobelItaly’s Grimaldi Group has received the largest number of carbon credits to have been issued through a landmark initiative developed in 2014 by AkzoNobel’s marine coatings business - the supplier of International coatings. Grimaldi was presented with a total of 109,617 carbon credits through the award-winning programme, which rewards ship owners for converting to sustainable hull coatings, such as those available in AkzoNobel’s International range. Each carbon credit represents the avoidance of one ton of CO2 being emitted to the atmosphere. The credits can either be sold on the carbon markets – where they are valued in excess of $500,000 based on current prices – or can be used to offset emissions from other parts of an organisation. In the case of Grimaldi – some 14 vessels from its fleet were enrolled in this scheme, which is the largest number of ships from any one fleet. Paul Kyprianou, Grimaldi Group’s External Relations Manager, said, “Being awarded the largest ever issue of carbon credits demonstrates Grimaldi’s commitment to its social and environmental responsibilities, and to pioneering the market in developing transport and logistics solutions that are founded on

Paints & Coatings

Jotun anti-fouling after application

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sustainability. The shipping industry is under significant pressure to improve operational and environmental efficiencies and AkzoNobel’s carbon credits programme is an initiative that can play a significant role in helping achieve this.” André Veneman, AkzoNobel’s Director of Sustainability added, “Shipping needs to see more uptake in clean technology to improve its sustainability. Our carbon credits programme proves that by making the investment, ship owners can benefit from both increased

efficiency gains and lower fuel costs. They also reap the additional financial benefits of the credits, based on the amount of carbon that is reduced. Grimaldi has shown that through championing sustainable shipping, it is creating a more competitive, efficient and successful company that will continue to pioneer the industry for many generations to come.” AkzoNobel’s carbon credits methodology has been developed over a number of years in conjunction with The Gold Standard Foundation and Fremco Group. Launched in 2014, it is the first initiative of its kind that financially rewards ship owners for investing in sustainable hull coatings that improve operational efficiencies and reduce emissions. A total Grimaldi Group vessels spanning ro/ro, PCTC, cruise and ro/pax ferries were validated and verified within the carbon credits programme. Each vessel was converted from a biocidal antifouling system to a premium, biocide-free advanced hull coating technology from International’s Intersleek range of coatings, which are proven to reduce fuel consumption

and CO2 emissions on average by 9%. In total, 126,785 carbon credits have been awarded to ship owners throughout 2016. Currently, more than 50 vessels are enrolled in the carbon credits programme, having converted from a biocidal antifouling to Intersleek technology, providing those ship owners with a share of an estimated $1.2m of value in carbon credits. That number is anticipated to increase dramatically as the pioneering slime control technology Intersleek 1100SR nears the 1,000th application.

Meanwhile, restoration work has started on an iconic steamship regarded as the vanguard of 1930’s Scottish engineering. TS Queen Mary is being transformed into one of the UK’s largest interactive maritime exhibits with help from AkzoNobel’s Marine Coatings business. Built in 1933 and the last of its class in

the world, the 76.8 m (252 ft) vessel is set to become a five star visitor attraction which will make a major social contribution to the City of Glasgow. “We are proud to be involved in restoring such an iconic vessel,” said Oscar Wezenbeek, Managing Director of AkzoNobel’s Marine Coatings business. “The Queen Mary is a legacy of Scotland’s great shipbuilding industry and will be a world class example of maritime heritage conservation.” Added Iain Sim, trustee of the Friends of TS Queen Mary charity, who saved the vessel from being scrapped in 2015, “The paint on any ship serves more than just a cosmetic purpose, it is essential to protect the vessel from salt water and the weather. AkzoNobel brings centuries of expertise, giving us absolute confidence the meticulous and delicate job of repainting the Queen Mary will be handled with the utmost care and attention.” Specialist coatings supplied by AkzoNobel’s International brand are being applied to the ship at dry dock in Greenock. When the work is complete, she will be berthed on the River Clyde at the heart of Glasgow’s Finnieston hub. Visitors will then be able to experience the heritage, design and culture of the art deco 1930s. Continued Wezenbeek, “By providing sustainable, high performance coatings, we are sure Queen Mary can continue to be enjoyed and admired in all her glory and help to inspire future generations for many years to come.” AkzoNobel’s involvement in the project highlights the work the company is doing as part of its global Human Cities initiative. Focused on improving, energising and regenerating urban communities across the world, the programme is an active expression of the company’s purpose to create everyday essentials to make people’s lives more liveable and inspiring.

(Left) Dr André Veneman, Director of Sustainability, AkzoNobel, presents 109,617 carbon credits to Dario Bocchetti, Corporate Energy Saving Manager, Grimaldi Group.

Paints & Coatings

The Queen Mary being inspected


LR approval for Ecospeed in ice-operationsLloyd’s Register (LR) has renewed its certification of the Ecospeed hard coating as an approved abrasion resistant hull protection system for vessels operating in Polar waters. Upon receiving the new Certificate, Subsea Industries’ CEO Boud Van Rompay said, “LR’s renewal confirms the lasting durability and strength of Ecospeed and is indicative of the increasing confidence classification societies have in hard-type protective hull coatings. The number one consideration in a hull coating for ice-going vessels and icebreakers is the ability of the coating to protect the hull in the harshest marine environment there is. Only a few types of coatings are capable of

providing this protection. Typically they are certified for their ice-abrasion resistance qualities by the classification societies.” LR says that if the coating is applied in way of the ice belt – the bow area above the waterline most prone to mechanical damage

when navigating ice – on ships intending to navigate in first year ice conditions and the coating is maintained in good condition during service, then steel plate thickness of the ice belt can be reduced by up to 1 mm. “This is a considerable saving for shipowners planning newbuilds for Arctic operations. It also reduces the overall weight of the vessel,” said Manuel Hof, Subsea Industries’ Production Executive and NACE Coatings Inspector. “An added advantage is that ice-going vessels operating with Ecospeed do not need to recoat their hulls year on year because there is minimal damage to the coating. That’s a further saving. In effect, the coating forms part of the hull structure.” Recognising Ecospeed as an abrasion-resistant ice coating for another five years, the certification renewal comes at a time of increased offshore support vessels operations and expedition type

cruising in polar waters. There is also a desire to open up the Northeast Passage and Northern Sea Route to commercial shipping, connecting the Atlantic and Pacific Oceans in order to avoid volatile areas around Suez, the eastern Mediterranean and the Red Sea. Interscan’s Michael Tensing explains why ice-traders need a hard coating, “Trading in ice is the toughest challenge for a hull coating. Regular anti-fouling paints or simple epoxies are usually scraped off by the constant abrasion of the ice, and extra drydockings are

needed to repaint, often after just one season. This was a major issue for Hamburg-based shipowner Interscan Schiffahrt, which controls a fleet of 23 vessels, many of them operating in the Baltic Sea and seas in the far north. However, like other vessels operating in ice

Paints & Coatings

Hydrex’s Boud Van Rompay


Paints & Coatings

conditions, they required frequent repairs to their underwater coating, with time out of service every one or two years costing the owner dearly. The company no longer has this problem. “In 2005, Interscan’s superintendent engineer Alexander Fedorcov heard about Ecospeed and suggested Subsea Industries’ hard coating to the company’s Head of Chartering, Michael Tensing. He decided to apply it to the 3,000 dwt general cargo ship Patriot during the vessel’s upcoming scheduled drydocking. The underwater hull was blasted to bare steel and was coated with two 500 µm coats of Ecospeed. “Patriot was coated 10 years ago and has traded in ice every year since then; but the coating has lasted perfectly well. Before Ecospeed we used normal epoxy coatings which would last for, perhaps, one to two winters. Now we need to pay no attention to the coating and there is no need for extra drydockings,” said Tensing. He explained that during an Ecospeed vessel’s scheduled drydocking the hull is simply pressure washed. Where there is mechanical damage, the coating is easily repaired by just painting over the damage with a brush – a major advantage over other types of coatings. “Cleaning has not been needed for the

northern routes we use. For our ships that sail in warmer waters, the Ecospeed hull does need underwater cleaning from time to time, but we know that after an underwater clean the fuel consumption goes down to what it was when the paint was new.” Referring to Interscan’s 6,288 dwt general cargo ship Karin, which had Ecospeed applied following the success of the Patriot coating, Tensing said, “Karin sails in warm waters and in those conditions it might need an underwater cleaning every six months but it is an easy procedure because the coating is very tough. Cleaning takes only 6 to 8 hrs.” Subsea Industries’ hard coatings can also be used in rudders and other appendages, preventing cavitation damage. Since rudders have to be blasted to SA2.5 before a traditional coating this can be negated by applying Ecoshield at the newbuild stage. “It is worth the cost because no welding work will be needed,” said Tensing. “The fact that Subsea Industries’ hard coatings are not harmful to the environment - the coatings are accepted in ports, such as Australia, where underwater cleaning is restricted.” He added, “In 2015, after 10 years of trading on the same routes, the Patriot’s Ecospeed

coating is still going strong. We are very impressed with it and now have the coating on seven vessels; six coasters and one MPP. It has performed very well for us. According to Tensing, Interscan calculated that full amortisation of the cost of coating is 3.8 years. “Since the coating lasts for more than 10 years it makes sense. Ecospeed more than pays for itself.” Meanwhile, the Océan Taiga, North America’s most powerful ice-going tug, nearing completion at the Industrie Océan shipyard in Ile-aux-Coudres, QC, will feature Subsea Industries’ Ecospeed, following the operational success of the hard coating applied in 2012 to Groupe Océan’s 60 t bollard pull ice-going tug Ocean Raymond Lemay. The Océan Taiga, the second 100 t bollard pull ice class 1A Super FS escort tug, will join first of class Océan Tundra, which was coated in 2013 with an Ecospeed application. Subsea Industries will also apply the advanced hull protection system to the existing Océan Ross Gaudreault tug, at Groupe Océan’s shipyard in Quebec. David Flood, Managing Director, Jastram Technologies, the commercial representative for Subsea Industries in Canada, said, “Subsea Industries has had a successful relationship

Ecospeed being applied to the Ocean Raymond Lemay


Paints & Coatings

with Groupe Océan, resulting in Ecospeed applications to nine vessels in its fleet. Its first experience with Ecospeed on the Ocean Raymond Lemay was deemed a huge success. When the vessel’s hull was water-jet cleaned this summer after more than 60 months in service, the hull coating showed no sign of paint degradation.” Outlining the importance of the Canadian market for Ecospeed, Manuel Hof said, “With many vessels operating in the highly sensitive areas, such as the Great Lakes, Alaska and the northwest passage, the Ecospeed hard coating is becoming the hull coating of choice for meeting stringent environmental rules and regulations.” Jastram Technologies is working on other significant Ecospeed projects in Canada, one of which is a 31,992 dwt ice-going bulk carrier. Subsea Industries has also received an order for its specialist hull and rudder coatings for application to a shallow draught anchor-handlers vessel under construction at Turkey’s Atlas Shipyard. The hard-type coatings were selected amidst strong competition because of their proven performance in polar waters. The Ice-Class 1A, 65 m tug will carry out anchor handling and oil recovery duties in the ecologically sensitive

Arctic in compliance with the IMO Polar Code requirements, due to enter into force in January. Orkun Comuoglu, managing director, Amat Engineering, Subsea Industries’ agent in Turkey who secured the contract, said, “This is a super ice-class vessel and required extensive hull protection for the operations the vessel will undertake. The entry into force of the Polar Code next year is likely to result in more vessels applying the Ecospeed technology.” Manuel Hof explained that the Polar Code recommends the application of abrasion resistant, low friction coatings to vessels operating in ice-covered waters. “There is a risk that conventional anti-foulings can degrade rapidly in polar ice, leach chemicals or leave paint fragments behind when ice impacts damage the coating. There is no such risk with a hard-type coating. Ecospeed and Ecoshield are tough, durable and highly abrasion resistant protective coatings,” said Hof.

New website for SeaShieldUK’s Winn & Coales International has announced the launch of a newly-redesigned

website for its SeaShield marine protection systems, which can now be found at www.seashield.com The new website features a modern, streamlined design that showcases the solutions available to customers, details for each of the product systems available and real world case studies highlighting SeaShield’s protective capabilities. A comprehensive questionnaire allows enquirers to outline their own unique requirements in order to receive tailored advice or make contact with more general enquiries, all of which are available in an easily navigable mobile optimised format. SeaShield systems provide protection to structures that are vulnerable to corrosion in marine environments. Offering long-term corrosion prevention to jetty piles, offshore structures and sheet piles, multiple grades of defence can be employed to achieve cost effective protection irrespective of section structure design. Winn &Coales International and SeaShield invite you to take a look at their exciting new web site and discover their marine protection systems with over 40 years proven track record of durability and success. SORJ

New ‘Mobdock’ from HydrexThe introduction of a new underwater habitat for rudder repairs is saving shipowners thousands of dollars in emergency drydocking costs, according to Hydrex Underwater Technologies’ Production Executive Dave Bleyenberg. Until recently, permanent in-water rudder repairs were not possible as vessels had to drydock in case major defects were found. A new version of Hydrex’s proven Mobdock concept, however, is gaining ground as a viable, cost effective rudder repair alternative. The equipment – a completely new and redesigned model of the company’s original Mobdock, introduced in 2002 to facilitate the underwater repair of damaged stern tube seals – is already finding favour with shipowners. “Since our R&D team developed the new Mobdock, it’s been in constant use,” Bleyenberg said. “The equipment can be mobilised to any port in the world, enabling us to expedite permanent rudder repairs at a moment’s notice.” Recently the new Mobdock was used in the Port of Antwerp to effect repairs to the rudder of a 200 m pure car/truck carrier (PCTC) after shipboard engineers found it to be incorrectly balanced. A Hydrex dive team carried out underwater

inspections of the entire rudder system, finding problems with the seal. The new Mobdock was then set up so that further investigations could be carried out in a dry environment. “The Mobdock allowed the rudder specialist to perform their inspections in drydock-like conditions, with permanent repairs being undertaken. The existing seal was tightened and incorrectly-sized rings on the upper and lower casing of the rudder seal replaced with new, correctly-machined ones before reassembling the components. Such a repair was hitherto impossible without a stint in drydock,” Bleyenberg explained. “Major rudder defects often result in unscheduled, emergency drydocking, but class approved, permanent repairs are now possible in-situ,” he said. “Engineering, welding and inspection teams can now perform their tasks underwater in a clean, dry environment, reducing maintenance and repair costs without the loss of time and money associated with drydocking and without disruption to a vessel’s operational profile.” Hydrex has completed the emergency stern tube seal repair to a 134 m chemical tanker, after the Antwerp Port Authority demanded an underwater inspection and in-situ repair to the vessel before allowing it to set sail. The vessel’s crew had carried our temporary repairs to stem the flow of lubricating oil from the stern, but the Port would not let the ship continue on her schedule before a dive team had inspected the propeller shaft seals.

At the request of the shipowner, Antwerp-based Hydrex mobilised a dive team which found the temporary fix had not completely stopped the oil leak. All four stern tube seals needed to be replaced. However, because the vessel had just been fully loaded, trimming the vessel was not an option so the repair had to be carried out in-situ, underwater. Recently Hydrex diver/technicians carried out afloat propeller operations on vessels in Belgium and the Netherlands. In Antwerp the damaged blades of a 190 m ro/ro vessel were cropped, while in Amsterdam and Rotterdam the propeller blades of two 229 m bulkers were modified to allow the ships to save fuel while sailing at lower RPM. A ship with bent or cracked propeller blades might experience severe vibrations while sailing. The classification society might demand a repair before the vessel is allowed to sail on. By straightening the blades or cropping them, Hydrex can restore the propeller’s balance, resulting in a green light from the class for the vessel.

100th Maersk clean for GACHullWiper, GAC EnvironHull’s diver-free hull cleaning technology, has completed its 100th clean for Maersk Line. The clean was conducted on the Maersk Ganges in the Jebel


Underwater Repairs

A Hydrex engineer works on the stern tube seal in the Mobdock


Ali Container Terminal, Dubai. The HullWiper Remotely Operated Vehicle (ROV) is an environmentally friendly and cost-effective hull cleaning solution that employs unique brushless cleaning technology. It uses high-pressure seawater to avoid damage to the antifouling surface on the hull. Debris is collected in a special waste filter unit and disposed of in an environmentally friendly manner. It also removes the need to employ divers, reducing operational costs and the risk to human life. Maersk Line chose to use HullWiper as it offers an eco-friendly hull cleaning solution that also mitigates damage to antifouling hull coatings. All hull cleans undertaken for Maersk Line have been conducted in the ports of Singapore and Jebel Ali in the UAE, where GAC EnvironHull has special permission to operate the HullWiper in port waters. Its versatility is evidenced by the size of Maersk vessels that have been cleaned using the HullWiper ROV, ranging from 1,500 teu to 14,000 teu. Stephan Martinussen, Maersk Line’s Head of Global Vessel Performance Centre, congratulated GAC EnvironHull on the milestone, adding, “We place a high degree of focus to ensure world class bunker efficiency and thereby reduce our fleet’s carbon footprint. Hull performance plays a key role in achieving that objective. We continue to partner with GAC EnvironHull as it uses technology that is both eco-friendly and facilitates diver-free hull cleaning of our vessels.” GAC EnvironHull Managing Director Simon Doran says, “Maersk has been a huge support since we started up and as we have grown along the way. They have been by our side all the way, and with our improved efficiency we wish to continue to repay that support and increase the benefits Maersk vessels can reap through proactive hull cleaning.”

Interest is growing in GAC EnvironHull at the ports where it operates in the Middle East, Far East and Europe. Meanwhile, EnvironHull has appointed Mark van den Akker to the newly created role of Sales Manager, Benelux region, to encourage the take-up of its HullWiper diver-free hull cleaning solution. Mark van den Akker joins EnvironHull from global shipping, logistics and marine services provider GAC Group and has a strong marine background. He started his career as a diving officer in the Royal Dutch Navy, after which he went on to hold senior positions at SMIT. Mark also has a Master’s Degree in the Science of Naval Architecture. Mark will be based in Rotterdam, where HullWiper recently received permission from the Port of Rotterdam, Europe’s largest port, to operate in its waters. His role will include serving as the face-to-face contact for potential customers in the Benelux region that want to learn more about HullWiper and how EnvironHull can meet their requirements for a cost-effective and eco-friendly hull cleaning solution. Mark will report directly to Simon

Doran, Managing Director.

Expansion at Labuan for UMCUMC, V Group’s underwater and afloat inspection, repair and maintenance business has expanded its operations in Labuan to offer inshore operational support in addition to the existing offshore services. Investment in the new operational base in Labuan will allow UMC to not only respond faster to client requests but importantly offer a greater range of services. The offshore division of UMC (formerly Core-IRM) has been based in Labuan for several years serving the afloat inspection and repair needs of the drilling market. The Labuan operational base has been equipped to undertake all standard underwater maintenance services. Alan Hide, UMC country manager said, “This new location is located centrally to the large range of vessels and platforms in Labuan and Brunei Bay and in close proximity to the nearest anchorage. Our investment in this new operational base will allow us to respond to the needs of commercial shipping clients as well as rigs, floating storage units and offshore support vessels.” UMC has operational hubs in Europe, the Middle East as well as South East Asia, with existing bases in Singapore and Malaysia. As a member of the OneOcean network its footprint is further extended to North America and North East Asia. In addition UMC has a worldwide network of more than 100 approved partners, which enables it to deliver its service in more than 300 locations globally. SORJ

Underwater Repairs

Underwater operations by UMC engineer

The HullWiper in action cleaning the hull of the Maersk Ganges

A day in the life of a SCAMP dive team

Scamp® is a part of the Gibunco Group, which is proud to celebrate its 50th anniversary

SCAMP® Worldwide Co-ordination Centre | Europort, Building 7, PO Box 51, Gibraltar | Telephone: +350 200 79015 | Fax: +350 200 79065

Email: [email protected] | www.scampnetwork.com

Our dive team’s day starts early!

Permits to work, risk assessments and safety checklists are discussed and signed.

Once the vessel’s crew con�rm all emergency procedures are in place, the Divers then enterthe water.

The Divers carry out an initial visual inspection and photograph the area undergoing work. Once complete, they get to work.

The job is done.Having completed one dive, the team standby for the next job.

The team prepare the surface air supply equipment, double checking everything is in order. At sunrise the call is received. Customer’s vessel is ready.

The dive team unload the dive boat, check the equipment and get it ready for the next project.


Stolt Tankers re-sign with ABB TurbochargersThe regular maintenance, repair and supply of spare parts for turbochargers is becoming an industry within itself. Switzerland’s ABB Turbocharging is an OEM, which has a dedicated Operation Performance Package (OAPC) by which it can offer shipowners the optimised solution to this problem. An OAPC agreement has been in place with Stolt Tankers, Rotterdam for some years, and it has recently been renewed. Rob Scharff, Global Manager, Purchasing and Logistics at Rotterdam’s Stolt Tankers comments, “The OPAC covers over 80 ABB turbochargers within our fleet, however, we are currently expanding our fleet, so it is the intention to have all ABB turbochargers within this agreement. We have different types of chemical parcel tankers with different engine rooms, therefore we have to come up with a slightly different approach. This agreement is only for ABB turbochargers, however, we would like to copy and paste this concept with other turbocharger manufacturers, but we would require a certain type of organisation to support us globally. “We, here at Stolt Tankers, originally developed this concept in co-operation with ABB. Two representatives from each company worked together for three months to develop the concept before it was accepted by Stolt and ABB over a period of two years, with the original agreement beginning in 2006 - and we have

now re-signed the agreement, in 2016, for the ‘end of life’ of the units. I understand that ABB now has similar agreements with other shipowners, which is good for us as it makes the concept more effective and efficient. “The benefits for us are simple – there is a 15% reduction in maintenance costs, which has been proved by data received, and the agreement has resulted in virtually no breakdowns. We are striving for a zero breakdown scenario, and we are coming very close. The OAPC means that it is so simple to budget for this as we know how many running hours are involved. This is compared with the old-fashioned method by which a service call was carried out when required.” ABB has several customers with the same agreement, and also other agreements –it reported during 2015 a 20% year-on-year increase in the number of turbochargers maintained under its (three) service agreements. Agreements exist with shipowners/manager in France, Spain, Italy, Philippines, China and Greece. In late 2015, ABB Turbocharging signed the third (and largest) OPAC agreement with COSCO Shipping Development, a subsidiary of China COSCO Shipping Co. Ltd. The contract covers the service and provision of spare parts for 113 turbochargers on-board 23 vessels, including 51 TPL type and 62 VTR type turbochargers. Added to existing service agreements, ABB now services over 300 turbochargers for CSCL, the largest number covered under contract with any customer. “We own a fleet of 74 vessels managed by ourselves, therefore ensuring they are

operating at optimum performance is crucial to our business. We rely on ABB to ensure that any potential turbocharger problems are not allowed to mature and to help us minimise overall vessel downtime. An OEM service agreement gives us reassurance from their knowledge of our turbocharger products, and enables us to improve planning and management of our service requirements,” said a representative from the Technology and Maintenance Division, CSCL. During 2016, ABB Turbocharging has opened two new service stations – in Abidjan (Ivory Coast), serving the West Africa market, and in Fuzhou, China. This follows two new service stations opened in 2015 - Amman (Jordan) and Montevideo (Uruguay). Service Stations were also upgraded in Australia, and facilities enhanced for customers in China, Japan, South Korea, Turkey, and the USA. These steps reflect ABB Turbocharging’s continuous strategy to fine-tune service capability in line with customers’ needs. “Maximising availability and uptime for customers’ applications is a core ABB Turbocharging service commitment. Being as close as possible to the customer enables this, saving them time and costs,” says Philipp Exner, Head of Network Coaching, ABB Turbocharging. “Our global network includes over 100 service stations with no third parties, allowing us to train all our engineers to the same ABB standards wherever they are. We continually review each service station to ensure that it is optimised for location, parts distribution and overall responsiveness.”

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One of the Stolt Tankers’ fleet of chemical tankers


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TSI opens new European facilitySouthampton-based Turbo Service International (TSI), which has been operating successfully since 1989, has invested over €1m in a new 1,076 m2 turbocharger service facility in s’Gravendeel, near the busy port of Rotterdam to service the ARA (Amsterdam, Rotterdam and Antwerp) ports, and surrounding areas.

The new facility can carry out service, reconditioning, repairs and the supply of spare parts for all types of turbochargers from all manufacturers. TSI commented that, “we can now offer many advantages to our customers in the ARA and surrounding areas when compared with the OEM, including cost, location, accessibility, the use of highly-skilled engineers and, very importantly, flexibility. In addition, all our work is covered by our comprehensive 12 month warranty. This adds to our competitiveness when compared with the OEMs.’’ “We are also looking to expand our operations in the European inland waterway market. We currently work successfully on all types of turbocharger, from cruise vessels to tankers, to land-based generating plants. We are available 24/7 on a world-wide basis to assist all customers. We have recently been as far afield as the Seychelles, Singapore, Houston and Hong Kong.” The new Rotterdam facility, which has extensive storage facilities, also supports the assembly of NTN/SNR turbocharger bearings, for which there is an environmentally-controlled clean room. TSI is one of only two authorised companies to assemble these bearings for the marine industry. There is also a balancing facility - the balancing machine can accommodate any type and size of turbocharger, along with turning facilities, welding machines and shot-blasting

facilities. All components supplied by TSI come with a 12 month warranty. TSI offers life-cycle fixed contracts as well as ‘exchange’ contracts to assist shipowners and managers to minimise their downtime. These types of contracts are already in operation with many customers. Apart from the purpose-built workshops in Southampton, Rotterdam, and Houston, TSI has strategic international partners in Dubai, Hong Kong, Italy, Malta, Shanghai, Singapore and Turkey and sales offices in Greece and Cyprus.

MAN sign Africa Mercy contractMAN Diesel & Turbo has expanded its partnership with Mercy Ships, international provider of charitable healthcare. Under the terms of the agreement, MAN Diesel & Turbo’s after-sales division, MAN PrimeServ, will provide spare parts for the four MAN 21/31 GenSets and other MAN installations on-board the hospital vessel Africa Mercy to an annual value of €250,000. Uwe Lauber, CEO of MAN Diesel & Turbo, said, “We are delighted to take our partnership with Mercy Ships to the next level - this hospital ship, the Africa Mercy, provides crucial medical treatment to some of the world’s most deprived people. Our support of this worthy project reflects our determination to live up to our sense of social responsibility, even in such challenging times as those the global economy is currently experiencing.”

Jens-Erik Engelbrecht, CEO of Mercy Ships Denmark, said, “Mercy Ships, Denmark is proud to create this long-time partnership with MAN Diesel & Turbo after-sales division in Denmark. MAN Diesel & Turbo has over the years generously donated substantial funds to our Africa Mercy maintenance,

but this important corporate citizenship and sponsorship agreement allow us to long-time plan. Furthermore, and most importantly, this great support releases funds to the benefit of our patients in some of the poorest countries in the world. It is a privilege for Mercy Ships to develop this partnership with MAN Diesel & Turbo, making Mercy Ships able to extend the work for the forgotten and poor.” The new agreement, made with the Mercy Ships Danish office, is due to run until the end of 2018, with an option to extend the agreement at that time. MAN Diesel & Turbo and Mercy Ships have enjoyed a fruitful partnership for a number of years, starting in 2010 when the engine company delivered four 5L21/31 GenSet engines at a favourable cost to Mercy Ships for the Africa Mercy. The relationship continued in 2014 when MAN Diesel & Turbo supplied services, spare parts and training for the maintenance of the engines on board the hospital ship.

Spectec wins CBM from CaterpillarItaly’s SpecTec Group has announced a new project with the Marine Asset Intelligence department of Caterpillar for an integrated Condition Based Maintenance solution (CBM) for shipboard equipment. SpecTec and Cat Asset Intelligence will work together to integrate their applications, with the aim to optimise ship maintenance procedures and performance and avoid unnecessary maintenance works. The combined integrated system of the two companies will include on board sensor data that is automatically gathered and analysed by the Cat Asset Intelligence’s on-board predictive analytics platform, and then fed into SpecTec’s computerised maintenance management system, AMOS (Asset Management Operating System). When component analytics indicate that action is required a work order can be automatically generated to initiate service, either at the next convenient time or immediately if necessary. The companies plan is to make this available for propulsion and other critical on board systems, covering both Cat and non-Caterpillar equipment. Any service event that is triggered by Cat Asset Intelligence component monitoring through AMOS will also be flagged to the relevant classification for inclusion in ship records. This seamless process shall avoid any risk of human error and reduces administrative

TSI’s environmentally-controlled clean room in s’Gravendeel for bearings

(From left) - Jens-Erik Engelbrecht (National CEO – Mercy Ships, Denmark) and Dr. Uwe Lauber (CEO, MAN Diesel & Turbo


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costs for busy seagoing engineering personnel. SpecTec strongly believes in predictive maintenance practice as a tool that can make the shipboard equipment’s maintenance more efficient. A CBM solution potentially reduces the risk of unexpected stressing events or shipboard equipment failure, which have a negative impact on the ship performance and company’s budget.

MSC Shipmanagement chooses InfoSHIPCyprus-based MSC Shipmanagement has chosen RINA’s InfoSHIP Energy Governance (EGO) software for the performance management of its fleet. MSC has invested in a range of retrofit solutions to reduce the energy consumption and air emissions of its fleet totalling more than 160 containerships. After trialling InfoSHIP EGO on one vessel it is now being “rolled-out” to 81 vessels and subsequently, the entire fleet.

InfoSHIP EGO is part of the ship management software suite developed by RINA and IB Software & Consulting. InfoSHIP EGO has a number of modules which collect data on-board the ship automatically from navigation and machinery automation systems. The data can then be analysed for trim optimisation, propulsion efficiency, voyage and fuel management, overall energy management and decision management. As the software can be customised to the particular operator’s needs it can easily be set-up to provide all the data needed to meet the requirements of the EU Monitoring, Reporting and Verification (MRV) scheme.

WSS work on boiler failure Norway’s Wilhelmsen Ships Service (WSS) is countering the threat of vessel boiler failure with an innovation that revolutionises the method, reliability and on-shore insight into boiler water treatment. The leading global provider of products and services to the shipping industry is launching a first within the market place – a digital, cloud-based, automated boiler water dosing solution. The device reduces the risk of boiler failure, removes the need for regular, often inaccurate testing by crew, and offers a connectivity that enables on- and offshore data sharing. “It’s a development we’ve made in response to very clear customer demand,” comments Rune Nygaard, WSS Business Manager, Water. “Boiler failure is an ever-present danger within the market, with repair costs usually amounting to between US$80,000 and $180,000, and that’s before any related vessel downtime has been taken into consideration. Vessel crews do the best they can to test water and maintain predictable operations, but the testing can be time-consuming and, in some cases, an afterthought when compared to vessel duties that are seen as more ‘core’ to on-going operations. This is a risk that shipowners and operators shouldn’t need to take.” WSS’s new digital solution works by taking constant readings for boiler water pH, conductivity, temperature and oxidation-reduction potential (ORP), before dosing it with two separate chemicals, according to pre-determined limits. This ensures the boiler water is always well maintained and fit for purpose. “The automation further mitigates risk by correctly managing the chemical dosage, thus negating human error, while ensuring that crew have a much reduced requirement to handle chemicals,” Nygaard explains, adding, “What’s more the data from the equipment is cloud-based and therefore accessible to key decision makers onshore, giving them a complete overview, and peace of mind, when it comes to boiler dosage throughout their global fleets. In that respect, this really is an industry game-changer.” The WSS automated boiler water dosing solution has now been thoroughly tested and is being piloted aboard ten vessels for final refinements. Its wider market release is expected imminently. “Boiler water testing and reliable boiler operation is a key issue for shipowners and managers worldwide,” Nygaard concludes.

“So, we’re proud to bring an innovation to the market that tackles an on-going problem, giving our customers the confidence they need to focus their time, resources and crew on other key areas within this demanding, rewarding industry.” WSS’s innovation is easy to install and suitable for use on all medium to low pressure boilers. The automated boiler water dosing unit is of particular use to vessels with fluctuating steam usage, where correct chemical dosing can be difficult to manage.

Kongsberg completes VLCC refitNorway’s Kongsberg Maritime has completed an extensive refit of a 21-year-old Main Engine, Remote Control System on-board an unnamed VLCC during the vessel’s scheduled drydocking. The original Main Engine, Remote Control System installed at a newbuilding yard in Japan was de-commissioned and the latest Kongsberg AutoChief 600 was commissioned by a dedicated refit team. The advanced AutoChief 600 is designed to manage all control, safety and alarm functions necessary for operating the main engine and all other accessories for propulsion control from a single station on the bridge. The system is based on a modular concept that allows flexibility in system architecture, covering a range from the most simplified to the most sophisticated propulsion control system available. A flexible and modular design makes the AutoChief 600 suited for refitting of older Remote Control Systems. The system employs an advanced, simple to use, Touch Screen Computer providing access to all functions and data. Main variables such as RPM, pitch, start air and scavenging air pressure, and engine state are easy to access while several levels of control are available to distinguish between user groups. The system uses a family of ‘distributed processing units’ (DPU) interconnected by a redundant field-bus, which allows for flexible installation for newbuild and refit projects, as each unit can be positioned near the system to be controlled, into third party electric cabinets, connection boxes and on the main engine. As the most advanced Main Engine, Remote Control System available today, AutoChief 600 introduces significant opportunities to optimise engine efficiency and reduce the vessel’s environmental footprint, including a unique ‘GoGreen’ module. This advanced new system

The MSC Lily


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Integrates the AutoChief 600 with the vessel energy management system and navigation system enabling it to automatically regulate the Main Engine according to best practice and to optimise fuel consumption. When activating the new ‘GoGreen’ function, the AutoChief 600 automatically determines the optimal RPM command to be given to the Main Engine Governor, at all times. The signal is based upon calculations made from the ship and engine characteristics, and the predicted weather situation. Available for most engine types, the ‘GoGreen’ software, automatically performs system checks and ensures that all engine and navigation safety parameters are fulfilled, and provides a visible ‘OK’ for a ‘GoGreen’ sea voyage. As an alternative to the ‘GoGreen’ module, the AutoChief 600 Constant Power Mode ensures that main engine power output stays constant, in order to support lower fuel consumption. The system, which is currently available for MAN B&W MC-C, ME-C and ME-B engines, allows RPM to vary while keeping shaft power constant. The AutoChief 600 Constant Power function is designed to be simple to use and features a Power Mode switch and a RPM Mode switch, with mode

indication LEDs to show when it is active.

Thordon completes cruiseship refitThordon Bearings’ US West Coast Distributor, Pacific Marine Equipment has successfully completed the installation of a pair of TG100 mechanical propeller shaft seals to Hornblower Cruises & Events’ 1,000-passenger capacity twin screw flagship, Inspiration Hornblower. Hownblower, one of the leading river cruise operators in the US, operates a fleet of 70 sightseeing and dinner cruise vessels in several cities across the Golden State, the United States and Canada. After several years of development, Thordon Bearings introduced the TG100 mechanical seal in 2013 for small vessels operating water-lubricated propeller shafts in both abrasive and clean waters. Suitable for propeller shaft diameters of 100 mm (4”) to 305 mm (12”), the TG100 is manufactured using the highest quality, hard wearing silicon carbide seal faces and Thordon’s proprietary elastomeric polymer bellows.

Since its market introduction, Thordon Bearings has supplied more than 180 TG100 seals to operators of a wide range of vessels, including workboats, naval patrol vessels, ferries, yachts, tugs and tow boats. A unique feature of the TG100 is the emergency seal that permits stand-alone operation to allow the vessel to safely return to the nearest port, preventing permanent seal damage. The unique omega

The Thordon RiverTough bearing and seal


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“O” shape of the proprietary elastomeric bellows minimises torsional vibration and maintains the required spring force throughout the allowable range of axial shaft movement. This elastomeric bellows has no shelf life and no scheduled replacement. RiverTough and TG100 combination packages have also been ordered for installation on 14 pushboat vessels operated by a Columbian owner. Meanwhile, Thordon Bearings has successfully completed the oil to water-lubricated tailshaft bearing conversions of the first four of 15 Impala Terminals Colombia-operated tug/tow boats. Impala Zambrano, the first of 15 triple-screw and twin-screw pusher boats scheduled for oil-to-water conversion, was retrofitted in July 2015 with a Thordon RiverTough bearing and TG100 shaft seal combination. Three triple-screw and one twin-screw pusher vessels have since been converted and Thordon’s Colombian distributor Delta Marine and River Services will now work on the next vessels in the series. All 15 tug/towboats are scheduled for conversion by the end of 2017. The success of that first conversion resulted in Impala Terminals Colombia contracting Delta Marine and River Services for RiverTough/TG100 retrofits to a further fourteen Magdalena-operating vessels. Delta Marine has begun retrofitting RiverTough bearings and TG100 seals to the remaining vessels, each of which will require bearings and seals for shaft diameters ranging from 165 mm (6.5”) -186 mm (7.3”).

Enginei upgrade by RoystonDiesel power engineering specialist Royston has upgraded its enginei fuel management system with the addition of a new low cost emissions monitoring capability. Building on the enhanced fuel data analysis and engine performance reporting options provided by the enginei technology, the latest version of the system incorporates a special engine profile-based emissions analysis feature. Operating without the need for an exhaust gas analyser, the new system developed by Royston captures key engine performance data, engine and fuel specifications, and flow rates which are then used for the accurate calculation of a range of vessel emissions measurements.

NOx profiles for individual engines are created using the ‘carbon balance method’ which refers to the NOx Technical Code MEPC 177 (58), statistical algorithms and engine test data. Combining this with operational factors such as torque, RPM and other engine and fuel data enables a specific NOx emissions factor to be calculated for comparison with IMO regulations. In addition, SOx and CO2 emissions are computed from the mass balance conversion factor applied to the adjusted fuel consumption and air mass flow, alongside combustion efficiency. This enables advisory SOx levels to be predicted, informing fuel switch over decisions during travel in emissions controlled zones. In addition to the automatically generated

emissions measurements, the upgraded enginei system also provides important combustion efficiency data, assessing engine power against both fuel consumption and engine speed. Comparisons of individual engine performance based on specific fuel oil consumption measurements are also made as part of essential fuel analysis and optimisation decisions. All fuel and emissions data collected by the enginei system can be automatically incorporated into daily reports in a range of formats. On-board the vessel, touchscreen monitors on the bridge and in the engine control room show all aspects of key vessel performance criteria using simple dial displays and gauges or more complex presentations of trending graphs against voyage data. The information captured on board is also made available for remote interrogation by onshore management and supervisory staff through a secure online portal and web dashboard, with computer generated charts, graphs and Google mapping to show the complete operational profile of a vessel. Supporting the new range of reporting and

monitoring options now available, the enginei system is also now equipped with 24/7 remote access, for the continuous monitoring and troubleshooting of vessel installed systems.

HP’s work on waste heat recoveryHarris Pye Engineering Group (HP) is actively working globally with more than 10 companies and shipyards on a variety of waste heat recovery systems including solutions for FSRUs, LNG tankers, container ships, bulk carriers and tankers. Scopes range from standard waste heat recovery units for installation in the exhaust of gas turbines, to complete efficiency evaluations recovering usable heat from multiple sources on-board. “Vessel managers are increasingly operating their vessels in situations where slow steaming, or long periods at anchor result in reduced recovery of heat from the main engine exhaust,” explains HP’s Chief Technical Officer, Chris David. “This can result in an increase in the cost incurred in firing the auxiliary boiler. Use of the waste heat from other systems, especially from the auxiliary engine exhaust gas, can significantly reduce this additional fuel cost, and in some cases, prevent the auxiliary boiler from having to be fired. “Waste heat recovery steam generators can also provide additional redundancy to many marine systems by ensuring that steam generating capacity for essential services can be made available, even when the primary steam generating plant is out of service or under maintenance.” Some of the solutions which HP is currently undertaking in association with a range of clients globally include improving overall efficiency; analysing slow steaming production, reducing consumption in port; offsetting ballast water treatment system running costs with heat recovery; highly topical now with the Ballast Water Convention due to enter into force in September 2017; and providing essential services during maintenance. One scenario relating to improving overall energy efficiency, on which HP is working with a client, concerns 25 Aframax tankers at anchor for 120 days within an ECA. The current spend on auxiliary boiler low sulphur diesel oil is in the region US$60,000-90,000/year. HP is currently analysing the possibility of using auxiliary engine cooling water to preheat the main engine jacket water as part of the

The Enginei new low cost emissions monitoring system


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overall solution. “Of course essential services such as lube oil

(LO) purifiers, hot water calorifiers, and bunker heating are still required,” explains Chris David. “So, we are undertaking evaluation and cost comparison between using electrical heating, or generating steam from the auxiliary generator engines. The payback time is then calculated from the cost of the various modifications against the consumption of low sulphur diesel oil.”

Another scenario relates to large container vessels slow steaming between ports and energy consumption when they are actually in port. “Main engine waste heat recovery is not always sufficient for demand, and in-port consumption of steam can be comparatively high,” says Chris David. “Four auxiliary engines are fitted to each vessel. We have undertaken a complete analysis of various trading patterns to ascertain current consumption, power available from the auxiliary engine exhaust to produce steam, and resultant payback time for an optimised waste heat recovery unit. “The balance of engine hours for maintenance cycles was also taken into account. Economically it is not always sound to put a waste heat recovery unit on each engine. In order to avoid excessive running hours on the engines that have been fitted with waste heat recovery, a load plan analysis was carried out to use these engines only when the main engine was unable to produce the required demand. The balance of hours over a two year per period was achieved. Payback time and long term savings were then calculated against the full turnkey installation of a waste heat recovery unit.”

EcoSeal proving popularSales of Stone Marine Seals EcoSeal, which was launched several years ago, have been growing steadily as its many environmentally friendly and operational advantages become widely known and proved in service. The EcoSeal, which is a main shaft seal, is now being joined by two additional seals designed specifically for the thruster and azipod markets, the EcoSeal T and EcoSeal TS. The new seals have the same benefits as the original EcoSeal and will be of great interest to vessel owners having new ships built, or for those fitting replacement units to existing craft. The EcoSeal TS is a split version of the EcoSeal T which makes for an easy retro-fitting solution when replacing the more common lip type seals in use today. The T and TS can be fitted into very tight spaces and retro-fitting can be carried out utilising the old seals liners which is a significant cost saver. Principal among the environmental advantages of fitting EcoSeals is the double barrier design of the units making it virtually impossible for any oil pollution to take place; plus the seals are fully compatible with Bio-Oils in areas of the world where these are a

The latest addition to the Harris Pye waste heat recovery unit range - the Integrated Steam Space design WHRU, primarily for use on auxiliary engines


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legal requirement. All EcoSeals are designed to provide a long and trouble free service life with considerable attention having been paid to these requirements in both the original design and the materials used in their manufacture.

Capable of operating at depths of up to 50 m, high temperatures and at high speeds, the design compensates for any thermal expansion, hydraulic pumping or axial movement of the shaft to which they are fitted. With a design that allows EcoSeals to be fitted to a wide diversity of ship types, from shallow draft dredgers and coastal vessels, to very deep draft heavy lift ships and semi-submersibles the EcoSeal range now provides a state of the art sealing solution to a large number of ship owners.

The Switch acquires Wärtsilä’s marine drives businessThe Switch, a technology specialist of advanced drive trains, has announced its acquisition of Wärtsilä’s marine drives business that encompasses specialised megawatt-class power drives targeting marine applications. The Yaskawa-backed investment gives The Switch a stronger foothold in its growing marine business area. Together, The Switch and the Norway-based marine drives business aim to benefit from a number of inherent added-value synergies, including a stronger machine and drive package offering, a broader product range and a wider market access. As part of the deal, The Switch will gain part of Wärtsilä’s Electrical & Automation (E&A) business line’s test centre and the manufacturing facilities in Stord, Norway, which is associated with its marine drives. The Switch will then become a supply chain partner of Wärtsilä for marine drives while also being able to open up the product offering to

other customers. The business transition from Wärtsilä to The Switch is due for completion once the operations have been transferred to The Switch. The Switch investment in the marine drives business enables both companies to fully focus on developing their core competences and creating drive train solutions with better synergy together. Wärtsilä aims to focus on systems, whereas The Switch strives to be the best in providing drive train components to future proof vessels. The specialised marine R&D teams of the synergetic group will collaborate closely, enabling The Switch and Yaskawa to bring additional technical resources to ongoing and future solutions. Additionally, the two will be able to take advantage of building on each other’s solid technical knowledge. This acquisition gives The Switch an opportunity to enhance its offering of world-class products since Wärtsilä’s drive offering is optimised for marine applications. This allows The Switch to broaden its marine business, an area which is taking off with the growing acceptance of the company’s permanent magnet technology. The power drive products are used as proven elements within Wärtsilä’s systems that have already passed various approval requirements and are used in applications ranging from propulsion to drilling. There are currently hundreds of ships sailing with Wärtsilä marine drives. This makes them attractive to other marine customers who are seeking to reduce risk while upgrading to more advanced drive train solutions and hybrid systems. As part of The Switch, the power drives unit will be able to explore new audiences to expand its business. It will also be better positioned to serve customers thanks to The Switch’s extensive international sales and marketing network as well as to offer customers strong after-sales support. Thanks to Yaskawa’s involvement in the investment, the mother company will demonstrate its continued support and interest to ensure that The Switch becomes a major player in its chosen area. For the marine segment, The Switch works closely with Yaskawa as an integrated team and thereby is able to offer this wider product range globally.

New distributors for RivertraceRivertrace Engineering has announced the

recent appointment of Motor Services Hugo Stamp (MSHS) as a US-based agent and distributor, further improving its ability to offer world class service via its global network of agents. This brings the number of agents and distributors added this year alone, to six, in locations including the USA, Philippines, France and Malaysia. MSHS was chosen as it is able to sell and support the full suite of Rivertrace products and not just individual items as our previous offering was limited to. This creates a fantastic opportunity for Rivertrace to increase exposure within the Cruise market. MSHS are located in Fort Lauderdale, home to one of the most important and strategic ports in the world with a major manufacturing and maintenance centre for the Marine Leisure industry. MSHS specialises in the repair and maintenance of marine and stationary diesel engines, turbochargers and auxiliary equipment. The exciting appointment ensures that existing and future Rivertrace clients can benefit from MSHS’s 30 years’ experience in providing turnkey solutions for the maritime and stationary power industries.

Ferry order for Simplex AmericasSimplex Americas LLC (SA), Flemington New Jersey, has announced it has secured a contract to deliver SIMPLAN GRP shaft seals for the New York Citywide Ferry Service Expansion fleet, operated by Hornblower Cruises. SIMPLAN was specified for this new construction project based on its superior long term performance on a variety of other Hornblower operated vessels. The GRP housing material was selected as a natural fit for these vessels’ hulls being constructed of aluminium. Introduced in 1996, with 3,500 + shaft seals in service in North America alone, SIMPLAN is the market leader when it comes to a robust, long lasting, dripless shaft seal that can take a beating and operate unaffected, even in

The Stone Marine Ecoseal

The SIMPLAN GRP shaft seal


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extremely harsh operating environments. SIMPLAN utilises a pair of Silicon Carbide (SiC) sealing rings, which are so hard, not even quartz sand can damage them. In the unlikely event that the seal face becomes damaged and requires replacement, the crew simply isolates the shaft, inflates the Pneumostop emergency seal, and replaces the seal face with split SiC ring(s). This unique feature allows the asset to return to work immediately, avoiding costly downtime. SIMPLAN was designed to eliminate shaft

wear, water leakage and associated disposal costs, and routine maintenance and spares associated with other seals/glands. The FEA

designed Constant Pressure Sealing Body compensates fully for any axial and radial shaft movement, preventing leakage under all operating conditions. Simplex Americas carries over US$1.5m in stock in the following three key locations of New Jersey, New Orleans and Seattle, all having staff available 24/7/365, to respond to any requirement. The stock consists of all parts in all seal sizes, ready to ship immediately, including complete seals. If necessary, Simplex Americas has 14 highly qualified service engineers, located throughout The Americas, who can attend on short notice. SIMPLAN is available for shaft diameters ranging from 50 mm (2”) up to and including 420 mm (16.5”), with housing materials comprised of bronze and GRP. SIMPLAN is certified and approved by all major classification societies.

ROI study by ABBABB has announced study results which show a 202% return on investment (ROI) from using ABB Preventive Maintenance. The new study indicates that the payback of preventive maintenance is immediate,

while the Net Present Value - a measure of profitability of a projected investment – can be around US$1.3m over three years for a typical organisation. Preventive maintenance involves maintaining and servicing equipment at regular intervals in line with manufacturer recommendations, rather than waiting to carry out reactive or corrective repairs – also known as ‘corrective maintenance’. According to the study, a corrective maintenance approach can have financial consequences for a company. The objective of preventive maintenance is to reduce the chance of equipment failing unexpectedly, by performing maintenance whilst it is still operational. ABB commissioned Forrester Consulting to conduct a Total Economic Impact (TEI) study to assess the ROI companies can achieve by using the Preventive Maintenance service model for their turbochargers. Forrester investigated three companies with many years of experience using ABB Turbocharging’s Preventive Maintenance, conducting interviews and gathering data from across the organisations. Compiling these findings into results for a single ‘composite organisation’, the study concludes that the cost savings from avoiding unplanned downtime over three years

The SIMPLAN new ferry


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would amount to over $780,000, while the avoidance of a catastrophic failure could save more than $1.1m over the same period. While less quantifiable, operational efficiency gains, and maintaining an organisation’s brand and reputation represent further benefits. Engineers who were interviewed for the report discussed how a single turbocharger failure may not halt a vessel’s operations, but it can compromise efficiency and cause delays. The Swedish Club’s Marine Engine Damage Study in 2012 further reported how turbocharger damage could penalise ships’ owners earning power as it is “the most common and expensive damage category across all engine types.” Not servicing turbochargers at all, or using non-OEM parts, could lead to a serious failure that might leave a ship immobile. This would require expensive parts, costly rescues and potentially months of lost operations. Customers interviewed were adamant that ABB’s Preventive Maintenance approach had improved the safety and efficiency of their operations and helped avoid the risk of serious incidents at sea. Rolf Bosma, Head of Service Sales, ABB Turbocharging, says, “Preventive maintenance is vital for sustained turbocharger performance, but also to ensure operational reliability and safety. To meet and exceed our customers’ expectations we are now developing our offering further, towards solutions that will increasingly prevent equipment failure, customised for different segment needs. In addition, operating in such a rapidly evolving market environment, it remains important for us to keep looking ahead, so we are also exploring exposure-based and predictive maintenance offerings, for their potential to further enhance our customers operations.” Further benefits from ABB Preventive Maintenance include: high quality information on turbocharger performance, facilitating better care; maintenance scheduling that minimises vessel downtime; and service always being provided by ABB’s own certified engineers and technicians. In addition, service records of all actions are always available in ABB’s comprehensive customer product database for future reference and for planning maintenance schedules.

Rolls-Royce installs its first ACSRolls-Royce has signed a deal to supply its first Automatic Crossing System (ACS) to the

Norwegian ferry company Fjord1. The system, the first of its kind, will control two new double-ended battery ferries as they cross between Anda and Lote on the 1,330 kms long E39 which connects communities along the west coast of Norway. Battery powered ferries have strict yearly limits on energy consumption as part of the commercial agreement between the ferry operator and the government. Automatic systems ensure consistent behaviour during the journey and hence predictable energy consumption. The automatic crossing system ensures safe and energy-efficient transit back and forth by automatically controlling the vessel’s acceleration, deceleration, speed and track. Two energy-efficient Rolls-Royce Azipull thrusters respond adaptively to environmental

conditions to ensure optimal behaviour and maximise efficiency. The Captain will supervise the automatic system and intervene using traditional manoeuvring systems if needed. In this first delivery, the Captain will manoeuvre the ferry manually the last few metres to the dock. The next iteration of this product will extend the system to allow automatic berthing. Rolls-Royce is looking to test this in the near future. If the Captain is not, for some reason, able to take manual control, the system stops the vessel at a safe distance from the quayside and keeps it safely positioned automatically until further action can be taken. Introducing the new technology Jann Peter Strand, Rolls-Royce, Product Manager, Automatic & Control – Marine said, “The Automatic Crossing System has been developed with the company’s Ship Intelligence programme and will help the customer meet their contractual need to ensure predictable energy consumption optimised for varying environmental conditions. It is a step on the road to realising Rolls-Royce’s goal of remote and autonomous vessels.” The Automatic Crossing System can be installed as an add-on to any standard Rolls-

Royce azimuthing thruster. This means the system can be retrofitted to the existing fleet of ferries around the world. Construction will take place at the Tersan Shipyard in Turkey, starting in October this year. Norwegian ship design company Multi Maritime has developed the design, in close co-operation with Fjord1. The vessels are due for delivery in 2017 and will begin operation during January 2018.

CMR’s work with Royston bears fruitControl, instrumentation and electrical engineering specialist CMR UK, working alongside new sales agent Royston Diesel Power, has identified numerous and ‘significant’ marine and power generation opportunities. First fruits of the partnership include the supply of exhaust gas temperature monitoring units, temperature and pressure sensors, wiring harnesses and marine telephones for end-users of GE, Caterpillar, Ruston and Mirrlees engines. The move also paves the way for a wave of vessel automation projects and a potential new development programme around the integration of the CMR Integrated Alarm Monitoring and Control System (IAMCS) technology featuring Royston’s enginei remote monitoring system. Royston is offering CMR’s IAMCS vessel automation system to support marine owners and operators with both retrofit and new build requirements. This approach, which balances technology with cost-effectiveness, is delivering significant benefits including improved connectivity through easy open integration with on-board systems, and a modular cost effective build that delivers a return on investment. Easy configuration, even without a detailed

The Fjord 1

The CMR/Royston agreement has borne fruit


specification, and system scalability to provide future proof and extendable lifecycles are further advantages of a partnership that also provides global dealer coverage to support international marine fleets. Based on the powerful and extendible Clarinex platform CMR’s vessel automation systems are marine classified by the leading societies including LR, DNV GL, ClassNK, BV, RINA, Russian Register and ABS. As an authorised sales representative for CMR’s range of engine control systems, wiring harnesses, instrumentation and sensors, Royston provides sales, spares and aftermarket support across CMR’s marine, power generation, industrial and oil and gas markets. The move by the two companies is the first initiative of a programme of work to develop new sales opportunities for CMR products and technology in the UK, Australia and Africa particularly for marine diesel and gas engines.

GE’s work on-board QM2GE’s Marine Solutions recently provided an

extensive upgrade service to one of the world’s most famous ocean liners, the Queen Mary 2 (QM2). The upgrade service with new technology supplied by GE was completed in just 18 days. Some 12 years after equipping the QM2 with original propulsion motors, GE was chosen to carry out multiple crucial upgrade activities on Carnival’s flagship liner, for example - a controls upgrade, the replacement of oil distribution boxes on steerable pods, modification of harmonic filters and general maintenance on the propulsion plant. GE’s Marine Solutions completed the service earlier than planned, allowing GE to fulfill additional tasks required by the customer. GE’s real-time simulator was key in enabling the team to complete this task in such a short timeframe, as the technical solutions had already been extensively tested and validated before being implemented onboard the vessel. The customer expressed its great satisfaction with the quality of the upgrade, respect of the tight delivery schedule and professional approach of GE. Tim Schweikert, president & CEO, GE’s Marine Solutions said, “This was a hugely rewarding project. Achieving what we did in

18 days is an example of GE’s commitment and dedication to customers. We highly value our long-term relationship with Carnival and are proud to be chosen once again to provide the service they needed. We look forward to partnering on more projects in the future.” SORJ

Machinery Repairs

The QM2 in Hamburg’s Blohm+Voss


Confusion remains Ballast Water Treatment (BWT) system manufacturers are rubbing their hands with glee as the criteria for the IMO’s Convention have now been met and the regulations on the transfer of invasive species in ships’ ballast water are due to enter force in little more than ten months’ time. Flag states, port authorities and, of course, ship operators do not share the system makers’ excitement, however. Some say that the Ballast Water Convention – even if with

originally laudable aims – is a complete fiasco. Executives in charge of two of the world’s largest open registers have expressed concern about the introduction of the Convention, both from a commercial and practical point of view. Both Liberia and the Marshall Islands, now the world’s largest tanker registry, have expressed concern over the timeframe. David Pascoe, senior VP of Operations & Standards at LISCR, the US-based manager of the Liberian Registry, claims that the flag’s officials have ‘identified certain potential limitations’ affecting IMO type-approved ballast water management systems. “The revised BWMS approval guidelines are expected to be roughly aligned with the robust

type-approval regime of the United States,” the Registry said in a statement, “thus establishing a rigorous global standard for BWMS type-approval. But there are no BWM systems currently approved by the US, and it could take several years for equipment approved under the new IMO guidelines to be readily available for installation. In the meantime, tens of thousands of ships may be required to install existing systems that may not fully comply with the Convention standards.” Many thousands of ships will need to have systems installed by the time that the International Oil Pollution Prevention (IOPP) certificate is next renewed, invariably at the time of a Special Survey, following the entry into force of the Convention on September 8th 2017. However, it appears that the Marshall Islands – and possibly others – believe that renewing the IOPP certificate before next September could be a good move to prevent a complete logjam. Their concern – and that of many others over the last few years – centres on whether there is sufficient ship repair capacity and whether enough system hardware will be available. Specific ballast water system engineering expertise is potentially another capacity crunch. Experts believe that the complex retrofit procedure is likely to take a minimum of six months from start to finish.

Wärtsilä plans ahead Wärtsilä has pro-actively planned and developed its range of BWT systems in anticipation of the ratification of IMO’s ratification. The minimum levels of acceptance have now been achieved and the convention is ratified. This ratification provides clarity to the maritime community regarding the entry into

force timelines, thereby allowing and obligating the global maritime sector to focus on the implementation of the convention rules. “Wärtsilä’s development work in this field has involved close co-operation with its customers to ensure the most practical and effective solutions are brought to the market. The company’s BWMS solutions are fully supported by Wärtsilä’s global service network,” says Joe Thomas, Director, Ballast Water Management Systems, Wärtsilä Marine Solutions. The intention of the IMO legislation is to address the issue of invasive aquatic species being carried in the ballast water of ships and then discharged to the sea where they could possibly harm local species. The Wärtsilä Aquarius range of Ballast Water Management Systems (BWMS), are 2-stage solutions that adopt a common approach to filtration, using automatic back washing screen type filters. A choice of treatment technology is provided through selection of either the Aquarius-UV or Aquarius-EC. Aquarius -UV provides disinfection using ultra-violet light (UV). Aquarius -EC provides disinfection using sodium hypochlorite generated through side stream electro-chlorination. Both BWMS are IMO Type Approved, are available for both

Ballast Water Treatment

David Pascoe

Wärtsilä recently received an order from Maersk Tankers



safe and hazardous area installation, and have USCG AMS status. Full USCG Type Approval will follow in 2017 and together with the Wärtsilä global lifecycle support network, this offering makes Wärtsilä a partner of choice for all BWMS needs. Denmark’s Maersk Tankers has selected Wärtsilä’s Electro Chlorination (EC) Ballast Water Management System (BWMS) for three new 50,000 dwt medium range (MR) tankers being built at the Samsung Heavy Industries (Ningbo) yard in China.

Optimarin submits design to USCG The USCG has confirmed that Norway’s BWT specialist Optimarin has become the first supplier to submit an application for type approval. John Mauger, Commanding Officer of the Coast Guard’s Marine Safety Centre (MSC), describes the move as “a milestone” in the fight to protect marine biodiversity in US waters.

Optimarin’s application was submitted by DNV GL after the firm’s Optimarin Ballast System (OBS) satisfied the USCG’s stringent testing criteria for fresh, brackish and marine water. MSC has the stated goal of reviewing and replying to submittals within 30 days, after which point successful suppliers will receive their approval certification. In a statement from MSC, Mauger hailed the development, commenting, “The receipt of the first application for a Coast Guard type-approved ballast water management system represents an important milestone for the future

of protecting our nation’s waterways from the spread of invasive species.” Optimarin CEO Tore Andersen responds, “We have invested a huge amount of time and money in developing a reliable, simple, effective, environmentally friendly and powerful BWT system. This final step towards approval is reward for that, positioning us at the forefront of the market for any shipowner that wants the ultimate in compliance, fleet flexibility and proven BWT success. We believe we’re now the clear choice within our chosen segments and are delighted to be acknowledged by USCG as a key player in the fight against this pressing environmental problem.” Optimarin has currently received orders for around 500 of its market proven systems, which utilise a combination of filtration and powerful 35 kW UV lamps to treat ballast water without the need for chemicals. Of these units 280 have been installed worldwide, with close to 100 retrofits, fitted in tandem with global engineering partners Goltens and Zeppelin. Recent orders include ten units for Atlantis Tankers, 15 systems for Vard Group, three for Saga Shipholding (adding to an additional

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26 systems already installed on its fleet), two for Solvang ASA, and a frame agreement with Carisbrooke with the potential to encompass retrofits on 46 bulk and multipurpose vessels. Sales for the year are up by close to 200%.

Ten years of PureBallastThe announcement that Finland had ratified the IMO BWM Convention came just days before another milestone - the 10-year anniversary of Alfa Laval PureBallast’s commercial launch. On September 15th, Alfa Laval marked the passage of 10 years since PureBallast was

released as the world’s first commercially available ballast water treatment system. At the time of launch in 2006, the global introduction of BWT requirements had seemed imminent. Exactly one decade later that milestone has finally been passed. Meanwhile, PureBallast continues to lead. Now in its third generation, PureBallast offers superior performance in fresh and brackish waters as well as marine. Likewise, it is the ideal system for low-clarity water, operating at full flow where UV transmittance is as low as 42%. “We promised early on that customers would meet ballast water legislation with confidence,” says Anders Lindmark, General Manager, Business Centre PureBallast. “Not only does PureBallast 3.1 fulfil that promise, it does so with previously unthinkable efficiency.” With the ratification process complete, the BWM Convention will enter into force on September 8th 2017. This means the long-

anticipated retrofit wave will now begin in earnest, which will put considerable pressure on ballast water treatment suppliers. “Alfa Laval is well prepared for what’s ahead in terms of both knowledge and capacity,” says Lindmark. “Having sold over 1200 systems and installed more than 300 as retrofits, we have the necessary skills in place and a production infrastructure that is geared for ramp-up.”

ABS updates its BWT guidelinesABS has updated the ABS Guide for BWT to support industry in the design and installation of BWM solutions that meet both regulatory and operational requirements. “As vessel owners and operators prepare for the implementation of the recently ratified IMO’s BWMC, they need guidance from a trusted advisor like ABS. Our team of technical specialists is ready to assist them with addressing this compliance in support of their unique operational challenges,” says ABS Executive Vice President for Global Marine Kirsi Tikka. “The update to the Guide comes just as industry is addressing the technical challenges brought about by this Convention.” The IMO requirements for BWM enter into force on September 8th 2017. Central to these changes is the requirement that vessels use approved BWM systems. In addition to providing guidance on the new IMO requirements, the latest revision to the ABS Guide for BWT includes changes that: • Clarify requirements for hazardous area installations and safety practices • Recognise US Coast Guard Type Approvals • Address installations on tugs, barges and Mobile Offshore Drilling Units • Delineate additional verification requirements for Administration Type Approval certification

The experienced ABS team also offers a BWM Technology Evaluation Service to help owners understand installation requirements, technical functionality, design parameters, performance and operability of different ballast water management systems to meet their regulatory compliance needs. The evaluation provides owners with information that enables them to confidently decide on a system that best fits

each of their vessels’ design and operational profiles.

Malin sets up BWCBallast Water Containers (BWC), a company set up by Glasgow based Malin Group, has recently begun trials with its Seaforth containerised BWTS. Designed specifically for the heavy lift and logistics industries, and barge owners in particular, the Seaforth BWTS is a portable treatment solution housed in a 20ft shipping container. The Seaforth system is designed to complement existing barge ballasting operations. It does this through the treatment of the sea-going ballast intake or discharge using a mobile deck mounted solution. This ensures that existing barge equipment, such as portable deck mounted ballast pumps and load out/in operations, remain largely unchanged. Each system can treat up to 500 m3 of ballast water/hr which provides more than enough capacity for typical heavy lift sea-going ballasting operations, which usually have a pumping requirement of approximately 200-300 m3/hr. The system also has the in-built capability of treating multiple ballast tanks at once via auto flow balancing technology. To minimise the risk of non-compliance,

the Seaforth system incorporates continuous monitoring technology to automatically re-circulate ballast water that does not meet the necessary discharge criteria. For larger projects, where higher flow rates are required, multiple Seaforth units can be controlled remotely. The portability of the Seaforth system enables one unit to be shared between a number of vessels, or a number of operations, which provides a more flexible and cost efficient


Alfa Laval’s Anders Lindmark

The Seaforth BWT system



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method of compliance than with a permanently retrofitted system. The Seaforth system utilises off-the-shelf treatment technology. This ensures that BWC is not reliant on just one technology or one manufacturer to build the ballast water treatment system, giving the company the flexibility to use all the available U.S. Coast Guard-approved technologies. BWC plans to provide more than just a BWTS by providing trained operators, compliance documentation and engineering support. Coupled with Malin Group’s expertise in the heavy lift sector, the group can offer a complete turnkey ballasting solution. The company is also working on other modules, including a Seaforth 100 type, which has a treatment capacity of up to 100 m3 per hour for smaller units, and Bute – a simplified version of the system. Being part of a large group, finance and expertise has not proved to be a problem in designing and building units and BWC also has the backing of Scottish Enterprise. Malin Group’s Managing Director, John MacSween noted, “The IMO Ballast Water Management Convention will enter into force in September 2017 leaving many barge owners with a real headache around compliance. In the current depressed freight market, the cost for outfitting every barge with a complaint, on board system is, in many cases, prohibitive, and in some, impossible. Our system offers an alternative means of compliance and allows owners to buy time and either defer or remove significant portions of CAPEX altogether.”

Turn-key BWTS offerings from HPHarris Pye (HP) offers complete turnkey installations for BWTS. Most BWTS require a

significant amount of power to run, especially to meet the more stringent USCG standards. The news that the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) will enter into force next September is focusing the attention of ship owners and operators on the systems they need to introduce. “In this instance we have undertaken a generator load analysis to ascertain the eventual load on the generators with the BWTS running in each mode of operation,” explains Chris David. The power available from the exhaust gas of the auxiliary engine has been calculated and offset against the consumption of the BWTS. The next step was the design of the waste heat recovery system and long term pay back / offset calculation provided against initial purchase cost of the BWTS.” The provision of essential services during maintenance is essential. The scenario to which

HP is working is that of routine maintenance on the main steam plant on a FPSO. Steam required is for essential hotel and heating services – the cost of hiring temporary equipment and shipping to offshore location is significant. “In this instance, working with our client we have undertaken an analysis of steam consumption under various conditions, and the required steam demand,” says Chris David. “We have also analysed the electrical load under these specific conditions, and the theoretical power available from the exhaust of the auxiliary engines. “Then, once again we have designed suitable waste heat recovery system, and provided a pay-back calculation against the hire and freight cost of the temporary heating systems. “In working on all of these scenarios we, and our clients, are increasingly convinced that

Harris Pye’s Chris David



waste heat recovery systems have a vital part to play in effective energy management on a wide variety of vessels.”

Panasia wins orders at SMMGreen & Energy System Expert Panasia won contracts of 63 vessels for GloEn-Patrol BWTS during SMM, Hamburg, Germany. The contracts include new building projects for two 50,000 dwt MR Tankers and MOU based BWTS retrofit projects for 61 vessels from three shipowners. Panasia has sought for better ways to release concerns of ship owners regarding crew training on operation, maintenance and troubleshooting. The first way was training equipment - a 20 ft containerised portable GloEn-Patrol in conjunction with HILS (Hardware in the Loop Simulation) around the globe. Panasia launched this service during June 2016 and 10 will be established around the globe. With this equipment, crews gain experience of GloEn-Patrol operation, maintenance and troubleshooting. At SMM, Panasia launched the second way – a CBT (Computer Based Training) programme for GloEn-Patrol BWTS, the first windows-based learning software in this market. This development is aimed for BWTS MRO (Maintenance, Repair, and Operation), and the programme will soon be available for all customers. CBT is expected as useful means of marketing crew training material and assessment of each session will help time saving PSC inspection. This played a pivotal role for the contracts. Panasia E&S, a subsidiary set up for BWTS retrofit total solutions, became popular with customers throughout the contract discussions. Of 141 retrofit contracts in the orderbook, Panasia E&S has carried out 20 retrofits, accumulating experience from design, engineering to material procurement, communication with shipyard and supervision.

Revised BWM training package from VideotelVideotel, a KVH company, has revised its BWM training package to address the requirements of IMO’s newly ratified BWM Convention, a global treaty that is designed to stop the spread of

invasive species from ships’ ballast water. Beginning next year, all ships engaged in international trade will need: a ballast water management plan to remove or neutralise harmful aquatic organisms and pathogens; an International Ballast Water Management Certificate; and, an on-board record book to prove compliance. Videotel’s training package, Ballast Water Management, Edition 2, available immediately, covers BWM plan implementation including proper record keeping and the need for operator training on a compliant on-board system to treat ballast water and eliminate unwanted organisms. The Videotel programme also describes various approved ballast water management systems that are appropriate for different types of vessels. “I am really pleased that Videotel is ahead of the game with our updated programme in readiness for the entry into force of this Convention,” says Nigel Cleave, CEO of Videotel. “I urge all ship owners and ship managers to take advantage of our programme now and not wait until the ratification due date, as it may leave insufficient time for them to choose which system is suitable for their vessels and ensure their crews are properly trained to ensure compliance.” The Ballast Water Management Convention will enter into force in September 2017; it has been under consideration for many years, as understanding has grown of the environmental impact from invasive species carried in ballast water. The design of cargo vessels for decades has included the requirement to carry water as ballast to ensure the ship’s stability, and the water is routinely taken in and discharged at different places around the world by ships engaged in international trade.

Spanish order for Evoqua Spanish Ibaizabal Tankers has confirmed the purchase of two SeaCURE BWM systems from Evoqua Water Technologies, to help ensure compliance with IMO’s Ballast Water regulations coming into force in 2017. The systems will be installed on two Ibaizabal Tankers 159,179 dwt Suezmax sisterships – the Montestena and the Montesperanza – with preparation work due to be completed at the end of October 2016. The project will see Evoqua provide the full suite of its offerings to Ibaizabal, including design capability, equipment and maintenance services.

Ibaizabal managers commented, “We selected Evoqua’s SeaCURE system due to its first-rate system and full range of services available, engineering, design and global after care. With ratification of the regulation occurring we knew we needed to act quickly to ensure that we were responsible and compliant. Evoqua has a well-founded reputation within the marine industry with its Chloropac electrochlorination system, and we are looking forward to working with them. SeaCURE systems technology and design confidently fits the needs for our vessels.” Evoqua’s SeaCURE BWMS uses a combination of filtration, followed by in-situ production of biocide from seawater via electrochlorination, providing an effective and efficient BWT solution. The SeaCURE BWMS is developed with customer needs firmly in mind, and has recently been redesigned to meet demand for a smaller solution that can be installed across a wider range of vessels. “With the regulations now poised to come into force on the September 8th 2017, vessel owners and operators need to ensure that they have a system that will meet the demands of the convention,” stated Matt Granitto, ballast water manager at Evoqua. “By working with Evoqua early, companies such as Ibaizabal can ensure that they receive both a certified system and all the support services they require, including design, installation and after-care service, wherever they are located in the world. By acting now companies can ensure that they keep ahead of the regulations coming into force next year.”

Damen signs LoI with TeamTec Damen Green Solutions has signed a letter of intent with Norwegian company TeamTec to supply and service the innovative AVITALIS BWT system. The system combines filtration and a proven, eco-friendly chemical treatment solution optimised for medium-sized to large vessels. The system is highly effective in water of any salinity, turbidity or temperature. The intention is to advance to a full partnership by the end of 2016. Currently AVITALIS is undergoing ship board testing IMO type approval and USCG land-based testing. It is anticipated that IMO type approval will be achieved in the first half of 2017, followed by USCG type approval later the same year. The chemical used in the treatment process



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is PERACLEAN Ocean, developed by Evonik Industries AG, the leading German speciality chemicals company. The PERACLEAN family of biocides is well proven and widely used in the medical and foodstuffs and beverages industries, amongst others, to disinfect equipment. With a broad anti-microbial spectrum, it is effective even at low temperatures and rapidly decomposes into water, oxygen and acetic acid, which is readily biodegradable. As such it is expected to meet and exceed regulatory requirements well into the future. Damen began discussions with Evonik two years ago regarding the latter’s research into marine applications for PERACLEAN. In February 2016, Evonik formed an exclusive partnership with specialist, eco-friendly maritime equipment company TeamTec that combined Evonik’s research with TeamTec’s maritime know-how and analytical expertise to optimise AVITALIS; a highly effective and dependable BWT system. With this latest agreement, Damen delivers the global sales, integration engineering installation and servicing capability via its 32 shipbuilding and repair yards around the world. “For Damen our priority is always the highest quality possible,” said Barry Stolk of Damen Green Solutions. “TeamTec is a respected name in the marine industry with over 30 years of experience, and Evonik is a world leader in its sector. We have every confidence that the AVITALIS BWT system has a great future ahead of it. This combination of Norwegian, German and Dutch expertise will be very effective indeed. Marine equipment manufacturer TeamTec and the Damen Group has over many years developed a solid relationship based on mutual trust,” says Ole Bulien, TeamTec’s sales representative responsible for the Netherlands. “Damen Green Solutions provides its clients with perfect turnkey solutions for the integration

of ballast water treatment systems both for new builds and on retrofits, including all stages of engineering and project management. This high quality and effective concept, based on the extensive ship building knowledge within

Damen, fits perfectly with TeamTec’s core business of focusing on supplying well tested quality equipment plus relevant equipment integration support. We are glad and proud to be a part of this team.” SORJ

The Damen TeamTec BWTS


Southern Europe

Regular customers boost LisnaveDuring the first nine months of this year (2016), Portugal’s Lisnave, Setubal repaired some 54 vessels, with a significant number of vessels from ‘repeat customers’ which has been a constant over the past few years. This has become a brand image for Lisnave due to the recognition by shipowners world-wide satisfied by the quality of work offered and executed by the yard. The vessels are operated by 35 different clients from 16 countries. Highlighting the countries that generate more business - Singapore and Greece with 10 vessels each, Norway with six, Germany with five and Belgium, Brazil, Italy and Venezuela with three vessels - each country being the most important in the period. Supported by the extensive technical expertise developed over decades, Lisnave continues to repair various types of vessels, from which its traditional market of tankers maintains leading in the most docked type of vessels - 42, followed by container ships with five vessels and bulk carriers with four vessels. During this period, Teekay Shipping (orders coming from three different technical centres - Singapore, Brazil and Norway) and Tsakos Columbia Shipmanagement (Greece), with five tankers each, were the clients with more orders in the period, followed by AET Shipmanagement (Singapore) with four and PDV Marina (Venezuela) with three vessels repaired.

120 years for Viktor LenacDuring October, Croatia’s Viktor Lenac, Rijeka, celebrated its 120th anniversary, an event which attracted some 900 people from the marine industry, Croatian and abroad. Talking to a very enthusiastic Aljosa Pavelin, who has been President of the Management Board and CEO of the yard for the past few years, he is looking to push the yard down a road of being more than just a shipyard – to be part of the country’s ecosystem and to be of more service at a higher level to the yard’s clients.

He talks proudly of the history of the yard, but enthuses about the future. He is particularly interested in looking at helping clients to move into new forms of propulsion, including electric and LNG power, with the knowledge that Viktor Lenac can adapt its repair and service operations for future requirements. Viktor Lenac is looking to move into specialised agreements with outside international companies to allow this scenario to be realised. He is also looking to generate a more enthusiastic environment within the yard’s workforce, especially attracting younger workers into the yard and into the management teams. Recently he managed to bring former Viktor Lenac employees back from overseas work – such as the managers from Dubai, Poland and Germany, all of which are of Croatian origins but left the yard to improve their environment. Getting back such managers is a sign that the yard is looking forward and not resting upon its laurels. Viktor Lenac recently completed its third Ballast Water Treatment (BWT) system on-board SCF Novoship’s 40,161 dwt tanker NS Power. This is the second installation for this owner, the yard having completed work on-board her sistership NS Stream during June/July this year. A contract is expected soon for a third project on-board another sistership later in this year. The BWT systems were supplied by US-based Ecochlor. The first installation of a BWT system was carried out last year on-board the Cable Enterprise, which was a conversion from barge to cable layer, all the conversion work carried out by Viktor Lenac. Also recently in the shipyard was Uni Tankers’ 6,974 dwt chemical tanker Anhout Swan, the ship undergoing the re-coating of her cargo tanks using MarineLine from US-based APC. This is the first time that the yard has applied a coating from APC and has used a new form of blasting using steel shot. Also in the yard during early November was the 34,662 dwt chemical tanker Sloman Thetis, which is the third such tanker from Germany’s Sloman Neptune this year. Work has included external steel work and ballast tank blasting and coating. Other ships in the yard include the Polish 15,666 gt ro/ro ferry Chodziez, in for general drydocking including steel and pipe renewals, Columbia Cruise Services’ ferry

Zodiac Maritime’s LPG tanker Dorset in Lisnave

www.besiktasshipyard.com [email protected]

BESIKTAS SHIPYARD / TURKEYSHIP REPAIR & SHIP BUILDING

3 Docks 2.700 m. Berth 1 Shipyard

Besiktas Shipyard boosts up the docking capacity with the new 382 m long and 58 m inner free beam floating dock

which is operational as of October 2016.

The new floating dock accommodates Aframax/Suezmax Tankers, Capesize/Newcastlemax Bulkers, Q-Max Size LNG Tankers and

Container Ships up to 15.000 TEU.


Berlin, Carisbrook Shipping’s 8,051 dwt general cargo vessel Martina C, which is the fifth ship from this owner to use Viktor Lenac over the past two years, the Italian research vessel Nautical Geo, and Liberty One Shipmanagement’s (Germany) 9,273 dwt general cargo vessel NBP Liner, in for general repairs. The fishing vessel Atlantic Navigator, which has been in Rijeka and Zadar for some years, has now been purchased by new Icelandic owners and she will be rebuilt as a fish factory ship. Viktor Lenac has carried out initial repairs to the ship before all the new processing plant is installed. The yard will be among the bidders for this installation work.Ships due after October include the 7,120 dwt general cargo vessel TIP Helsinki, another of the Liberty One fleet, Valles Steamship’s 105,715 dwt aframax tanker Seasenator, Valles being a regular client of Viktor Lenac, and several general cargo vessels and chemical tankers, especially from Italian owners. This year has been above expectations for Viktor Lenac in terms of vessel numbers, revenue and profit margins. The largest market section contributor this year has been German owners, some 23 ships from this market having been drydocked. The leading sector is normally Italy, but this year has seen 10 vessels from this country having been drydocked. Repair contracts have also been received from Greece (4), Russia, and Denmark. The largest project this year, apart from US Navy work, has involved Ernst Jacob’s 73,072 dwt tanker Johan Jacob, work including extensive steel renewal on her hull (40 t) and her tanktops (120 t). Viktor Lenac’s relationship with the US Navy is continuing with the Sixth Fleet’s command vessel USN Mount Whitney due to visit the yard again this year for a stay of approximately 180 days, the ship due to arrive in December 2016. The yard carried out an extensive US$30m five-year life-extension programme during 2015 on-board this 1969-built vessel. The ship was due in to come to the yard earlier this year but the 50 day visit was skipped and the ship is now due on December 16th. The yard is providing an accommodation vessel in the shipyard’s confines to allow the crew of some 170 to stay in the yard, and local accommodation for the Military Sealift Command (MSC) team, which numbers some 45-50 personnel. Necessary security systems will be installed while the ship is in the yard. The contract for this latest project was signed in September this year and already Viktor Lenac has a team in the Italian port of Gaeta, the ship’s home port, preparing for the visit later in the year. The USN Mount Whitney is permanently based in the Mediterranean. The yard has also carried out repairs on-board other US Navy ships including, during the early part of this year, the aluminium-hulled catamaran Choktow County, the yard’s expertise in aluminium repairs playing a major role in gaining this contract.

Gibdock welcomes back familiar guestsA familiar cruise ship visitor has returned to Gibdock, with the Gibraltar yard undertaking exacting repair and renewal work on-board the 41,000 gt Thomson Majesty, Thomson-operated luxury owned by Louis Cruises. The project involved two weeks in Gibdock’s No. 1 dock within a fixed schedule, after she came off her summer port rotations, in preparation for her regular winter cruising duties around the Canary Islands and Madeira. A part of the project required access holes to be cut into sections of the flat bottom. A prior inspection of the ship in Las Palmas and detailed measurements carried out by Gibdock project manager Jonathan Pocock had been a welcome approach. Meanwhile, Gibdock has extended its extensive track record in the passenger and freight ferry market by redelivering the 5,193 dwt Seatruck Ferries container-ro/ro vessel Clipper Point on-time, after a fast turnaround 11-day renewal project for the Clipper Group-owned operator. The ship has subsequently been introduced to Seatrucks’ Irish Sea operations. Seatruck, which has utilised Gibdock’s facilities on previous occasions, scheduled Clipper Point to arrive in the yard during mid-September. The 142 m length (23 m beam) freight ferry left the yard after the job’s completion on September 30th. “Location and the quality of work proved pivotal in attracting Seatruck back to the yard, after Clipper Point came off charter in the Mediterranean,” said Richard Beards, Gibdock Managing Director. “We were delighted to be Seatruck’s yard of choice as part of Clipper Point’s redeployment to UK-Ireland services. The project has been a welcome addition to the substantial ferry workload Gibdock carries out every year, in a market that demands flexibility, as well as high quality workmanship and timely redelivery.” The scope of the project included completion of her statutory

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The NS Power in Viktor Lenac’s floating dock

The Clipper Point in Gibdock


classification surveys involving inspections of the hull, deck machinery and rudders, steering gear overhauls and hull cleaning plus the application of Hempel anti-fouling coatings. It also involved the removal, smoothing and polishing of Clipper Point’s twin Wärtsilä 4CF13AH controllable pitch propeller blades in a team effort with Portuguese contractor Repropel Propulsion Services, as well as overhauling the ship’s Wärtsilä CT200 bow thrusters. The Clipper Point repair was also notable for bringing Gibdock Ship Manager Juan Pinero Perez and Seatruck Senior Superintendent Mark Baynham together again - the team that worked successfully on the repair project entrusted to Gibdock by Sea Trucks - Clipper Arrow in 2014. “We had a good experience at Gibdock with Clipper Arrow and the timing of the Clipper Point transfer made a return to the yard very convenient,” said Mr Baynham. “Having completed this project on time and to the high standards Seatruck set, and we will certainly consider going back to Gibdock in the future.” “Once again, Gibdock worked closely with Mark to address all of the owner’s requirements, and resolve any issues as they arose,” said Mr Pinero Perez. “Since Clipper Arrow was in the yard, Gibdock has also moved over to its new AX quotation and project management software, making it much easier for the ship manager to concentrate on the project, rather than chasing loose ends.” Designed by Knud E. Hansen A/S, Clipper Point is one of four P-Series ro/ro freight ferries built for Clipper Group subsidiary Sea Trucks by Spain’s Astilleros de Huelva whose dimensions were conceived as the maximum possible permissible for the UK port of Heysham. The three-deck Heysham-max ferries have capacity for 105 trailers (1,800 lane m) and are classed 1A1 RoRo/Container vessels by DNVGL.

Special survey work completed by Metalships Spain’s Metalships, Vigo, recently completed, on schedule, the second special survey of Briese Schiffahrts’ 12,811 dwt general cargo vessel BBC Steinhoeft. The workscope included:

• Hatch covers cleaning, blasting and painting • Hatch covers rubber packing renewals • Releasing of frozen ‘tweendeck supports • Stern tube seals renewal • Repairs on rudder flap • Polishing of propeller • Piping renewals on inlet & outlet sea water pipes of LT coolers • Steel renewals in ballast tank.

Also recently in drydock was Ahrenkiel Steamship’s 18,278 dwt container ship AS Fabiana, also completing her second special survey. Scope of work included: • Full blasting of hull • Overhauling of auxiliary engines • Tank cleaning • Polishing of propeller • Bow thruster repairs • Heating coil repairs • Cargo cranes testing • Removal and cleaning of M/E heater

• Hatch covers: o Remove of existing rubber o Renew lashing pad eyes o Renew rubber channels o Replace of single sockets • Major steel renewals on bulb and hull • Removal of existing ducts, fabrication and installation of new cargo hold ventilation ducts. • Overhauling of A/E turbo charger • Overhauling of A/E air coolers • Removal of existing gratings, fabrication and installation of new ventilation gratings • Installation of new lub oil pumps

Albacora’s 1,905 dwt tuna ship Pacific Star was also recently in Metalships, Vigo for a four week drydocking for her fifth special survey. Work on Geoquip Marine Operations’ 1,129 dwt drilling ship Investigator for her seventh special survey. Other ships undergoing special surveys in Metalships include Albacora’s 1,905 dwt tuna ship Pacific Star, which underwent her fifth special survey.

All types of ships under repair at NavantiaSpain’s Navantia Shiprepairers operates three shiprepair facilities – Ferrol Estuary, which comprises two yards at Ferrol and Fene, Cadiz, again with two yards – Cadiz and San Fernando, and a shiplift at Cartegena. The Ferrol Estuary yard and sometimes the Cadiz yard both handle repairs to LNG tankers, Navantia being the leading exponent of repairs in this market in the western hemisphere (see LNG Supplement). Meanwhile, the Cadiz yard has grown its reputation for cruise vessels repairs over recent years to become one of the largest such yard in this market. During the past two months, Cadiz has recently repaired America

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Briese Schiffahrts’ BBC Steinhoeft in Metalships


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Cruise Ferries 27,362 gt ro/ro-passenger ship Caribbean Fantasy, Disney Cruises’ 83,308 gt cruise ship Disney Wonder, Windstar Cruises drydocked its 14,745 gt 1989-built sail cruise vessel Wind Surf and RCI’s 78,878 gt 1997-built cruise ship Rhapsody of the Seas. However both Ferrol Estuary and Cadiz repair all type of ships as well as its specialised trades. During the past two months, Ferrol has repaired Transpacific Marine’s 37,949 gt vehicle carrier World Spirit, NYK Bulk & Projects & Carriers’ 14,062 dwt general cargo Murou, Chevron Tankers’ 104,864 dwt crude tanker Vega Voyager and Hyproc Shipping’s 19,392 dwt LPG tanker Rhourd El Adra. Allseas Engineering’s 10,643 gt trenching support vessel Calamity Jane drydocked at Cadiz during this period as did Ishima Pte Ltd’s 46,590 dwt oil tanker High Current. Hartmann Offshore’s 3,005 dwt OSV Uos Explorer drydocked at the San Fernando yard to carry out, apart from the standard drydocking operations, the substitution of an azimuth thruster, the cleaning and surface treatment of the thruster tunnels, the cleaning of propeller blades and the substitution of stern tube seals. Overhaul work was also carried out on the main firefighting pumps, the main deck was blasted and painted and sections of piping were renewed in the vessel’s engine room. Intership Navigation 5,646 dwt general cargo vessel Dinkeldiep carried out an emergency drydocking at San Fernando in order to repair the Becker-type rudder on this general cargo vessel. Repeat client Boluda also gave the yard a block booking and repair of another two tugs - the 352 gt V.B. Simun and the 352 gt V.B. Siroco. Apart from the operations of a standard drydocking, the Voith Schneider propulsion units were inspected and overhauled and several tanks were cleaned in order to proceed with tank steel renewal work on both vessels.

During October, several maintenance and repair works were performed on a total of 12 vessels at the facilities in Navantia Shiprepairs Cartagena, eight of which belong to the Spanish Navy. October saw an increase in workload due to the beginning of the yacht repairs season. At the beginning of the month, Mega Yacht Eminence was docked to carry out works on shafts and propellers. Also, Mega Yacht Le Grand Bleu, which is part of the shortlist of the largest yachts in the world with her over 113 m, is undergoing works on mast and domes while afloat. Another regular visitor, Mega Yacht Leander is in dry condition and undergoing several paint works, engine servicing tasks and carpentry works, amongst others. Apart from yachts, Boluda’s 1,374 gt tug boat VB Hispania was docked in order to undergo several works over a period of one month, which included blasting, treatment and painting of hull, works on shafts and propellers, replacement of anodes, cleaning and treatment of tanks, etc.

The High Current in Navantia Cadiz


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1931-built cruiseship in AsticanMid-November saw Las Palmas’ Astican working on one of the oldest cruise ships still of service – the 1931-built 2,532 gt sail cruise vessel Sea Cloud, owned by Germany’s Sea Cloud Cruises. This vessel still holds the record of being the largest privately owned yacht in the world. Now in her 85th year, Sea Cloud arrived at the yard on November 13th for a nine day docking period on Astican’s Syncrolift shiplift and transfer system. Work on the luxury cruise ship comprised the following: • Annual class survey (DNVGL) • Hull blasting and antifouling application • Tank cleaning • Main engine and gearbox overhaul • New ventilation units installed on starboard side of the vessel and AC compressors exchanged • Maintenance work on ships; cold and dry provisions stores • Overhaul of reverse osmosis system • Renewal of teak deck • Survey of sails and rigging • Repairs and re-gilding of ship’s figurehead • Complete renewal of ship’s IT system • Refurbishment of passenger cabins

During the refit of Sea Cloud 150 workers were involved from 10 different companies from Germany and Spain. Meanwhile, Astican recently completed a three day alongside repair period on Sea Cloud’s modern fleet mate Sea Cloud II – a slightly larger replica of Sea Cloud at 3,849 gt and built in 2001. A total of 120 workers from specialist companies in Germany and Spain worked on this project which included class renewal (DNVGL), some work on passenger cabins, the main restaurant and lounges. Following repairs on Sea Cloud and Sea Cloud II both vessels re-deployed from the Mediterranean to the Caribbean for the winter season.

Another busy year at AstanderFollowing two occupancy record years for Spain’s Astillerios Santander (Astander) in 2014 and 2015, this year (2016) has resulted into an another busy period. The year saw the succesful completion of five

different conversion projects carried out for Brittany Ferries involving the installation of scrubbers. After completion of Normandie (2014), Cap Finistere, Barfleur and Mont St Michel (all three in 2015) Astander received the fifth vessel Amorique in January this year for the final retrofit in the series. This vessel, powered by two four-stroke Mak engines, has been fitted with one single off-line scrubber designed by LAB to treat the exhaust gases of the main and auxiliaries engines and can be operated either in open or closed loop. The conversion project also included the fabrication of two pump rooms to provide water to the scrubber and the installation of some other new equipment such as a dilution tank, hydrocyclons, a sludge tank, a magnesia tank, all to collect and treat the outlet water when operating as closed loop. The new water systems were built in different areas, from the new pump room through to the car decks and into the casing - using GRE and Polyethylene materials. The modifications also affected the external layout of the vessel, including the fabrication of a new room on deck to host the scrubber and a large new space for the exhaust fans. At the same time, extensive maintenance jobs were carried out, practically on all the equipment and systems on-board, so only with accurate planning and the correct Project management of the resources required was it possible to achieve the tight delivery time. At this moment, the vessel is in operation, with the new systems installed, making Brittany Ferries one the leading ferry companies with a modernised and environmental friendly fleet equipped with new systems to reduce the emissions. In continuation of the succesful co-operation reached during previous years between the French shipowner and Astander another vessel from its fleet, the 22,382 grt passenger/car ferry Baie de Seine, is carrying out drydocking and extensive maintenance work in the yard’s largest drydock during November and she will followed in January 2017 by the Nomandie for her scheduled maintenance/repair period. Some other interesting projects carried out by Astander in 2016 included the renewal of one of the electric propulsión motors and two of her economisers on-board Stolt Tankers, 36,876 dwt chemical tanker Stolt Innovation, which was followed by the Stolt Sandpiper later in the year. Other already familiar owners complied with their regular visits to Astander during the year, including Louis Dreyfus Armateurs’s 2,854 grt cable layer Peter Faber, Odfjell Tankers’ 10,106 dwt chemical tanker Bow Querida, UECC’s 21,094 grt Autosun, and four ships from Spain’s Ership’s, the 10,947 dwt cement carrier Cristina Masaveu, the 11,901

The wind cruise vessel Sea Cloud

Scrubber installation on-board the Amorique


dwt bulk carrier La Rabida, the 13,022 dwt general cargo vessel Dominica and the 4,750 dwt chemical carrier Narcea. During 2016, Astander won regular contracts from owners located in The Netherlands, Germany and Denmark.

Two major projects for San Giorgio del PortoGenoa’s San Giorgio del Porto has secured a major offshore repair and upgrade contract from Singapore-based EMAS Chiyoda Subsea for two of its large, sophisticated vessels Lewek Connector and Lewek Constellation. The work is being undertaken on both ships prior to both vessels starting a major project for Saudi Aramco in the Arabian Gulf in late 2017. Both vessels arrived in Genoa on November 16th

and November 17th respectively with work on each vessel expected to take two months to complete. EMAS Chiyoda Subsea selected the Genoa yard for this work for a number of reasons. “We have chosen San Giorgio del Porto for its renowned professionality and its high quality and security standards. We hope this moment represents only the beginning of a long and solid relationship,” said Tiziano Zabro, Senior VP Global Vessel & Asset at EMAS Chiyoda Subsea. The 48,949 gt 2014-built Lewek Constellation is an ultra-deepwater rigid and flexible pipelay/heavy lift/construction vessels with a DP3 system, while the 20,190 gt 2011-built Lewek Connector is a subsea installation and construction vessel. EMAS Chiyoda Subsea, working in a consortium with India’s Larsen & Toubro Hydrocarbon Engineering, earlier this year, secured a US$1.6bn EPIC contract from Saudi Aramco for the development of the second-phase of the Husbah Offshore Gas Field in the Arabian Gulf. Offshore work is scheduled to start during the fourth quarter 2017.

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The Lewek Connector

Cruise vessels in Palumbo MaltaDuring late October this year, Germany’s TUI Cruises drydocked its 77,302 gt 1997-built Mein Schiff 2 at Palumbo Malta Shipyard, Valletta, between October 23rd and November 5th for her scheduled refit. This vessel and her sistership Mein Schiff 1 will transfer to the UK-based Thomson Cruises when the two new 110,000 gt newbuildings Mein Schiff 1 and Mein Schiff 2 enter service in 2018/19. Also during early November this year, Palumbo Malta Shipyard drydocked the Greek Ro-Pax Blue Star 1 for scheduled repairs. The 29,415 gt 2001-built vessel is owned by Blue Star Ferries. Earlier in the year Palumbo Malta Shipyards drydocked Crystal Trading’s 14,333 gt cruise vessel Celestyal Crystal, built in 1980 as part of the Optimum Shipmanagement’s fleet.She underwent a drydock repair project in Dock No.4 at the yard in Malta - work including hull treatment and some mechanical jobs, including a complete overhaul of the bow thruster units. Adding this case to its previous projects, Palumbo Group is strengthening its experience in the cruise vessel repair sector and keeps gaining trust from clients worldwide. Italian ferry operator Moby Lines latest vessel, Moby Kiss, was recently in drydock at Palumbo Malta Shipyards being refitted for her new service between Livorno and Bastia. The 11,907 gt 1975-built ferry had been destined to a shipbreaking facility in Turkey in 2015, but was towed to Perama, Greece and renamed Galaxy for new owners European Seaways. She was then sold to Moby Lines. The vessel started life in 1975 as the Danish owned Mette Mols


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and then operated for Morocco’s Comarit as Banasa before the owners went out of business and she was laid-up in Algeciras, Spain. During the summer months, Palumbo Malta Shipyard has celebrated the completion of the drydocking works on-board Ditas Deniz’s 164,859 dwt tanker Cumhuriyet, its 1,100th repair at its Maltese facility. This milestone is confirmation of Palumbo Group’s position as a leading provider of repairs/maintenance/ conversion services to any type of vessel in the region; Palumbo strengths include the flexibility provided by the entire yard’s network including Naples, Messina, Marseille, Tenerife and Malta, which makes it a unique enterprise in the Southern European area. A spokesman said at the time, “The fact that this important achievement has been reached in only six years of operations (the Palumbo Group took over the Maltese drydocks in 2010), without a single day of stoppage, is the best reference we can give to our clients.” The Palumbo Group operates a total of 14 drydocks and one slipway. These include five graving docks in Malta, the largest being capable of accommodating up to 300,000 dwt.

New floating dock for BesiktasThe new floating dock at Turkey’s Besiktas Shipyard (382 m x 58 m) started drydocking operations with the 36,599 bulk carrier Nord Rotterdam from Norden (Denmark). The giant Besiktas floating dock will be serving containerships up to 15,000 teu, Q-MAX LNG tankers, Suezmax tankers and Capesize bulk carriers. The 92,330 dwt bulk carrier Federico II, owned by Japan’s Daiwa Kisen and chartered by NYK, is the first drydocking project of a ship which is larger than Panamax size. She was drydocked in the new floating dock, at the same time afloat repairs on a 9,050 teu container vessel (300 m x 48 m) was also carried out alongside the dock. Accommodating more than one vessel from the fleet of a ship owner within the same period has become a characteristic for Besiktas Shipyard. During October, two Norden and two Motia vessels were occupying yard berths and drydocks at the same time, followed by two Maersk projects visiting the yard one after each other.

Other larger ships to arrive at the yard have include Tsakos Columbia’s 105,344 dwt Aframax tanker Uraga Princess. Norden is one of Besiktas’ regular customers from Denmark, the yard having completed a number of repair projects apart from the Nord Rotterdam. Other Norden ships recently in the yard include the 55,628 bulk carrier Nord Fuji, and, following the take-over of the Clipper Group fleet, Besiktas drydocked the Clipper Nestorio (ex Nord London), which underwent extensive cargo hold treatment and outfitting work. Other Danish owners using Besiktas include AP Moller, which, over recent months has sent the 38,850 dwt chemical tanker Maersk Kalea, and three containerships - the 17,728 dwt containership Maersk Ahram, the 34,677 dwt Maersk Northampton and the 13,800 dwt Maersk

Roubaix to the yard. The 8,941 dwt Sichem Aneline is owned by Denmark’s Team Tankers and managed by V Ships France. She underwent extensive ballast and cargo tank works in terms of steel and surface treatment activities. Team Tankers is one of the regular clients in the yard’s track record with more than 30 projects over previous years. Other recent chemical tankers from Team Tankers include the 8,817 dwt Sichem Amethsyt, the 13,085 dwt Sichem Mumbai and the 8,907 dwt Team Sapphire. Other recent repair projects have included Eagle Bulk’s 55,940 dwt

The Celestyal Crystal in Palumbo Malta

The Nord Rotterdam (top left) in Besiktas’ new floating dock


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Sin título-2 1 09/01/2013 10:58:22

bulk carrier Crowned Eagle, Scorpio Group’s 63,314 bulk carrier SBI Hercules, Capital Ship Management’s 37,627 dwt chemical tanker Arionas, Motia Compagnia’s 37,320 dwt chemical tanker Bauci and the 37,320 dwt chemical tanker Fresia, and Campbell Shipping’s 37,456 dwt bulk carrier CS Calvina. After drydocking a series of PCC’s in August, Besiktas Shipyard then, during September, drydocked a number of bulk carriers and container vessels, the majority from repetitive clients. These included Buss Shipping’s 13,760 dwt containership BC Hamburg, Eagle Bulk Shipping’s bulk carrier 53.389 dwt Woodstar, Harren & Partners’ 37,301 dwt bulk carrier Puffin.

Lengthening and mid-life refit projects for GemakFor some years, Turkey’s U.N. RO-RO İsletmeleri AS started contemplating about increasing capacity and efficiency as well as decreasing environmental footprint of their fleet by lengthening their vessels. The decision has now been made and local shipyard Gemak Group has been chosen as the business partner for this demanding project, the award given against stiff competition from other major European shipyards. Ships from the same series will be lengthened by 30 m, the new mid-body section having a weight of some 1,130 tonnes. Prefabrication of the blocks has already begun at Gemak. For this block building, Gemak will use several of its facilities to ensure fast and high quality fabrication. Finally, it will be assembled in Gemak TGE Shipyard and launched from the slipway already outfitted to minimise down time of vessels during

cutting and lengthening operations. The first ship is expected in Gemak TGE Shipyard at the end of the year. Besides lengthening, Gemak will reinforce existing hulls of the vessels due to increased longitudinal and slamming forces. Also modification of HFO tanks related to MARPOL requirements will be performed in the fore part of the vessels. Besides the proximity of the U.N. Ro-Ro terminal, which ships due to be lengthened regularly use, the yard says that the most important reason for the award in favour of Gemak was its technical capabilities and the yard’s graving dock capacity in the Gemak TGE Shipyard, which will be utilised to perform cutting and lengthening operations. Once the ship is drydocked all movements will be performed in dry condition. “We will use our own SPMT’s to move lengthening section in the drydock.” says Birol Uner, Gemak’s CEO. “More challenging task is moving of the forward part of the vessel after cutting, weight of which will exceed 4,000 tonnes. Nowadays, our R&D team is developing a skidding system that will be used to move forward part of the ships over a length of some 30 m. We will also use special positioners, which were developed in-house for the 3rd Bosporus Bridge project that we have recently completed. “This piece of hydraulic PLC controlled equipment enables us to position heavy weights, such as lengthening section for U.N. Ro-Ro vessels with precision of less than 1 mm. This will make our job much faster, easier and will also ensure good alignment and high quality performance. Projects like these make us develop our technical capabilities and increase our competitiveness. It complies with our commitment to permanently develop our facilities. With these two projects we hope for more similar work from other ship owners. We will be able to offer very competitive price and short shipyard stay.” Recently, starting from end of 2013, Gemak has embarked on


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capacity expansion programme focused mainly on heavy steel structures fabrication, handling of heavy loads and efficient and environment friendly blasting and painting of newly fabricated steel structures in closed and controlled environment. Most of the investment was put in place in Gemak’s new shipyard in Altinova (Yalova) region related to the project of steel decks’ fabrication for 3rd Bosphorus Bridge which are some 48,000 t in total. These improvements have continued and Gemak is today investing in improving its piping and steel fabrication facilities aiming both shipbuilding and industrial projects. Meanwhile, Gemak has continued to provide repair services to the dredger market, the latest project involving Jan De Nul’s 20,260 kW cutter suction dredger Leonardo Da Vinci, which is now completed. The CSD Leonardo Da Vinci is one of the biggest cutter suction dredger vessels in the world, built in 1985, with 129.7 m total length, 22.4 m beam, 33.4 m of dredging depth, total installed diesel power - 20,260 kW, submerged pump power - 2,740 kW, in-board pump power - 2 x 4,485 kW, Cutter power -5,480 kW, propulsion power - two x 2,740 kW and now she is one of the most modern cutter suction dredger vessels in the world after departure from Gemak. The work scope comprised complete accommodation stripping, re-insulation, re-paneling, removal and refitting and repairing of almost all dredging equipment and other heavy lifting equipment, re-conditioning work, removal of spuds and inserting of spud pieces, major refit of deck crane and renewal of crane tracks, major steel renewal and modification work to the accommodation, renewal of all accommodation area cables, all A/C systems, renewal of air ducts/channels, fire alarm system upgrade, network system cabling, renewal of telephone system, E-track renewal, and other electrical systems upgrade and renewal, renewal of stainless steel, PVC, copper, hydraulic pipes, cosmetic painting of equipment, tanks and open spaces, overhauling of big cutter gearbox about 120 t, overhauling and repair of big capacity DC motors etc. One of the biggest challenges during the drydocking period was the removal of a 1,200 t cutter ladder from the vessel by using 1,500 t lifting capacity SPMTs, blasting interior and exterior areas, silicone paint application and refitting back. All operations were successfully engineered with pin-point accuracy, all assessments and calculations being carried out by Gemak Group’s R&D, Design and Ship Repair Engineering departments. After completion of the project, Gemak was then awarded another contract by Jan De Nul Group for repairing two more trailing suction hopper dredgers – the 11,300 m3 Filippo Brunelleschi and the 11,870 m3 James Cook, before both vessels begin dredging operations in Sabetta, Russia. Both projects were completed during July 2016 successfully and

on time. The yard accommodated the two dredgers simultaneously in the suezmax graving dock (300 m x 53 m). More recently Gemak undertook the drydocking and repair of the Jan de Nul’s trailing suction hopper dredger 18,000 m3 Gerardus Mercator in the yard for three weeks.

An early 2017 start for Marseille’s largest dockThe largest drydock in the Mediterranean, and the third largest in the world Dock 10 in Marseille, also known as Forme 10, will not now be ready to receive its first vessels since a major modernisation project undertaken by local repairer Chantier Naval de Marseille (CNdM) and Grand Port Maritime de Marseille until early 2017. The graving dock, measuring 465 m x 85 m x 10.7 m (maximum draught above keel blocks) has been undergoing major €28m renovation work since mid-2013.

Work includes the construction of a new 9,100 t concrete dock gate, 85 m wide, overhaul of the pumping system (three submerged drainage pumps each rated at 13 m3/sec capacity) and repair of the dock’s craneage, including a 150 t capacity gantry crane. Dock 10 opened for business in 1975, having been built specifically for the drydocking and repair of ULCCs. However, continued delays have pushed back its re-opening date, frustrating CNdM in its attempts to attract large cruise ships and mega containerships for repair and maintenance. CNdM was established in 2010 by leading Italian cruise ship repair and conversion specialist San Georgio del Porto, headquartered in Genoa. In June 2012, Societe d’Exploitation de la Forme 10, a subsidiary of CNdM, signed a long term concession with the Port of Marseille as the exclusive operator of Dock 10. Besides operating Dock 10 in Marseille, CNdM also operates two other graving docks, Dock 8 (320 m x 53 m) and Dock 9 (250 m x 37 m). In August this year leading cruise line Costa Cruises took a 33.3% stake in the Marseille repairer, investing €10m in the yard to improve facilities and efficiency. Costa will use Marseille for the repair and maintenance of its current fleet of 26 vessels, which also includes vessels from the fleet of Costa Asia and AIDA Cruises. The company also has seven large newbuildings under construction, all of which will be in service by 2020. Undergoing repair in Marseille during the last week of October were two cruise vessels - Regent Seven Seas’ 42,363 gt Seven Seas Voyager in Dock 8 and Compagnie du Ponant’s three-masted sail cruise vessel Le Ponant. SORJ

The caissons at Drydock No 10 in Marseille

Jan de Nul dredgers under repair in Gemak


Norway’s West CoastNorway’s OSV sector in crisistA short press release issued at the beginning of November by Aalesund-based offshore vessel operator Farstad could mean that some of the worst fears of executives in this unique offshore cluster are coming true. The 56-ship OSV owner has its head office at the centre of the country’s west coast offshore community. But although it is controlled from there, it is a truly global operator with offices in Melbourne, Perth, Singapore, Macaé and Rio de Janeiro. The press release revealed that Farstad has entered into a non-binding letter of intent with a company in the Siem Industries group with a view to a financial restructuring “with Siem or a fund managed by Siem as a key equity investor”. Siem Industries is a diversified industrial holding company with interests in offshore energy, reefer shipping, car carriers, potash mining, shipbuilding and finance.

The concern amongst some members of the Aalesund cluster is that the impact of a collapse in offshore day rates and a lack of demand for standard platform supply ships as well as high-end offshore vessels of various types will mean a dilution of the cluster’s rich local heritage. Generations of local families who were once

experts in fishing some of the world’s most dangerous waters are now world leaders in the most sophisticated offshore technologies including light well intervention and subsea construction. But there are fears that the impact of the downturn could lead to a round of mergers and acquisitions that could see some old families disappear. The close-knit Aalesund cluster is one of the world’s most concentrated centres of energy-focused enterprise, home not just to OSV owners but also to high-tech designers, builders and suppliers of sophisticated equipment for many extremely complex offshore vessels. Yet, as of the middle of September, industry statistics revealed that more than 100 of Norway’s advanced OSVs were laid up. At least 30 ships were lying idle in the Sunmøre region around Aalesund. Kristian Siem’s move to support a financial restructuring at Farstad is seen as part of a wider strategy to mastermind sector consolidation which would concentrate more power in fewer hands and provide a stronger negotiating entity to take on unhelpful bankers and short-sighted charterers. But the region’s offshore-focused families manage tight ships and their companies are quick to respond to market movements. Not all have deep pockets, however, and already this year, an unlikely tie-up between Rem Offshore and Solstad has been finalised. At a recent round-table discussion in Ulsteinvik, journalists heard first-hand

from some leading owners in the cluster who view Siem’s strategy with suspicion. Island Offshore’s managing director Haavard Ulstein, for example, picked up on recent remarks made by Siem in which he was critical of owners who set more store by “control than economics”. But Ulstein declared that this “control” had meant that the Aalesund cluster had become a world-leading offshore centre because companies had repatriated the proceeds of their global activities. “Control is very important because it is contributing significantly to local communities,” he said, adding that he very much doubted that Siem would contribute in a similar way. The possibility of sector consolidation was not the only controversial topic raised by the owners who, besides the Island Offshore boss, included Karsten Sævik, chief executive of Remoy Shipping and operations director of Bourbon Offshore Norway, Staale Kyrkjedelen. The three all voiced their concern about the potential loss of some owning companies, either through M&A activity or from bankruptcy. Day rates were currently unsustainable and had already resulted in widescale job cuts and perhaps a permanent loss of sector expertise. They were critical too of both their financiers and their customers who were each adopting short-term strategies which were not in the sector’s best interests. The downturn, though severe, is a temporary situation and when oil prices rebound, tomorrow’s oil will lie in regions where the “four d’s” apply – distant, deep, difficult and dangerous. At that time, Norwegian expertise – assuming it survives – will be in heavy demand once again. The owners were also critical of charterers which had encouraged them to embrace new technologies and were now failing to pay any premium. Island Offshore’s Ulstein declared that the next vessel to be laid up would be one of the company’s LNG-fuelled units which are significantly more expensive to run but for which charterers were not prepared to pay any premium. Statoil came in for specific criticism because its strategy of playing one owner off against another and offering increasingly short employment contracts was continuing to drive day rates down and would end in company failures. Some banks, meanwhile, were not providing appropriate support to OSV operators and this was also threatening the survival of many. If company failures and M&A led to major sector consolidation, banks could well find themselves with less negotiating clout and might have to take significant loan “haircuts” if one new entity assumed major sector debts. Some believe that this is what Kristian Siem has in mind.

Kleven wins Hurtigruten contractKleven is another Norwegian shipbuilder to suffer from its traditional market in the offshore oil and gas industry, having to move to alternative market sectors for work. During July this year, Kleven signed a contract with the Norwegian west coast cruise company Hurtigruten for two polar-class expedition vessels to be built at Kleven Verft in Ulsteinvik. The contract also includes an option for a further two vessels. The first of the 140 m vessels is to be delivered in July 2018, with the next following in July 2019. The ships will be named Roald Amundsen and Fridtjof Nansen, and there is an option for a further two vessels. Kleven has also recently signed a contract with DESS Aquaculture Shipping, a joint venture company established by Marine Harvest Norway and Deep Sea Supply, on the building of a fish harvesting vessel for carrying salmon from fish farms to processing plants. The vessel will be delivered from Myklebust Verft in March 2018, and is of SALT 425 FHV

Haavard Ulstein

Karsten Sævik


Norway’s West Coast

design from Salt Ship Design. The contract also includes an option for a second vessel. In addition to this latest contribution to the Myklebust Verft order list, the list also includes five fishing vessel to international owners, and two live fish carriers for a Norwegian owner. Recently in Norway’s Kleven Myklebust Shipyard, located on the Island of Ulsteinvik off Alesund, was Aker Offshore’s 16,697 gt specialist offshore construction vessel Aker Wayfarer. This is the second time that this ship has been in this yard this year, the first time a sub-sea tower being installed and preparation for a US$405m charter with Brazil’s Petrobras, which is due to start later this year. She has been operating in the North Sea since the conversion but has now

returned to the shipyard for final work, including modifications to the moonpool, before sailing for Brazil. This yard, part of the Kleven Group, which has a larger newbuilding yard also located on Ulsteinvik, is predominately a newbuilding yard, however, general repair work, especially on-board offshore support vessels is also carried out in the yard’s 15,000 tonnes (164 m x 28.9 m) lifting capacity floating dock.

Roll-Royce to supply propulsion system for HurtigrutenFollowing the order to Kleven for the two polar exploration vessels for Hurtigruten, Rolls-Royce announced that it is to supply the electric propulsion systems. In addition to the hybrid power solution, the vessels will have the latest automation and control systems, including the Rolls-Royce Unified Bridge, the first delivery of two azipull propellers using permanent magnet technology, two large tunnel thrusters, stabilisers, four Bergen B33:45 engines, winches and power electric systems. The hybrid technology for the two ships is planned for delivery in two phases. In Phase 1, auxiliary battery power will provide large reductions in fuel consumption related to ‘peak shaving’. This solution is to be installed on the first expeditionary ship ready for delivery in 2018. For Phase 2, larger batteries will be installed, enabling the possibility of fully electric sailing across longer distances and over longer periods of time. This will be used when sailing into fjords, at port and in vulnerable areas allowing

silent and emission free sailing. Rolls-Royce aims to install this new technology in ship number two, which is scheduled for delivery in 2019. The goal of Hurtigruten is also to refurbish ship number one with the same technology. Another innovation to be installed on-board is main propulsion thrusters that use integrated permanent magnet (PM) technology instead of being powered by separate propulsion motors. Over the last two years, Rolls-Royce has launched a range of propulsion and deck machinery driven by PM technology. From 2017 a new azipull model will be on offer, and this is the product specified as the main propeller units on board Hurtigruten.

VARD looks to the cruise marketOne of the largest shipbuilders in Norway is the VARD Group, part of Italy’s Fincantieri Group, with a total of nine yards on a world-wide basis, five of which are on Norway’s west coast, two in Romania, one in Brazil and one in Vietnam. While the offshore market continues to suffer, VARD has had to look for other market sectors – and the one main success has been the exploration cruise market. During October, VARD announced that the contracts for the design and construction of two luxury expedition cruise vessels for TUI Group’s German luxury cruise business Hapag-Lloyd Cruises have been confirmed. Both vessels are specially designed for cruises in polar regions in the Arctic and Antarctica, but are also prepared for operations in warm water destinations such as the Amazon river. The luxury expedition cruise vessels will be approximately 16,100 gt, about 138 m long and 22 m wide. Each vessel has seven passenger decks, with accommodation for a total of 230 passengers in 120 cabins and suites. The hulls of the vessels will be built by VARD’s shipyard in Tulcea, Romania, and delivery is scheduled from Vard Langsten in Norway in the first quarter of 2019 and the fourth quarter of 2019 respectively. Earlier this year, VARD signed a contract for two similar vessels with an international cruise company. The vessels are specially designed for a high standard of facilities, ice-class and the highest demands for environmentally friendly and safe operations. The expedition cruise vessels will be approximately 14,500 gt, about 137 m long and 22 m wide. Each vessel can accommodate 240 passengers in 120 cabins. Delivery is scheduled from Vard Langsten in Norway in the first quarter of 2019 and 2020 respectively. The vessels are designed in close co-operation with the customer by Vard Design in Ålesund, Norway, and

The Aker Wayfarer in Kleven Myklebust

The new Hurtigruten Polar cruise vessel, to be built by Kleven and powered by Rolls-Royce


the hulls will be built by VARD’s shipyard in Tulcea, Romania. Prior the summer period, VARD was also the recipient of a series order from Dubai’s Topaz Energy & Marine. The order comprised 15 Module Carrier Vessels, which are of VARD 9 21 design, and specially developed by Vard Design to navigate the shallow river systems as they transport modules through the Russian waterways to oilfields in Kazakhstan. Measuring 123 m by 16.5 m, the vessels are designed to carry high deck loads of up to 1,800 tonnes. The vessels will be operated by Topaz through a consortium led by Blue Water Shipping for the end-client Tengizchevroil. Five of the vessels will be built at Vard Braila and four at Vard Tulcea in Romania, while the remaining six will be built at Vard Vung Tau in Vietnam. Delivery is scheduled between the third quarter of 2017 and the second quarter of 2018. The aggregate contract price is close to US$300m.

Ulstein changes directionThe Ulstein Group, which celebrates its 100 year anniversary next year (2017), has not settled for the current situation in the offshore support vessel market – the company has generally looked at other possibilities, especially in the conversion market for OSVs to fishing vessels and yacht support vessels. The yard’s latest contract reflects the change in direction - Ulstein Verft has recently signed a contract on building a yacht for a private owner, one of the world’s biggest ship owners. This will be the first vessel for Ulstein within this segment. The marine platform and hull line design is developed by Ulstein Design & Solutions. Exterior design and general arrangement plan (GA) will be supplied by Espen Øino. The vessel will be delivered first quarter 2018. The planning and engineering work has started and the project will keep a significant part of the Ulstein Verft workforce occupied throughout 2017. The yacht is 88.5 m long and 16.3 m wide. Meanwhile, Ulstein Electrical Technology has been awarded a pre-commissioning contract for two subsea rock dumping vessels under construction for Jan De Nul Group at AVIC Weihai Shipyard Co. Ltd., China.

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The Hapag Lloyd expedition cruise vessel to be built by VARD

The vessels will be used for rock installation to protect cables and other subsea structures at depths up to 600 m. The 6,000 gt vessels measure 95 m in length and 22 m in the beam. The pre-commissioning for the rock dumping vessels includes wiring and connection work on Ulstein equipment as well as equipment from other providers, and will commence shortly. The Ulstein equipment includes the power package of generators, switchboards, motor control center, thruster frequency converters and motors, the automation system ULSTEIN IAS, and DP system and thruster control.

Havyard – looking at other markets and shiprepairHavyard, along with virtually all the Norwegian shipbuilding companies, has had to look at alternative markets while the offshore industry remains in the doldrums. One area of interest is the shiprepair industry, Havyard looking at the possibility of bringing in a floating dock to its existing facility, allowing entry into the North Sea shiprepair industry. On the shipbuilding side of the yard’s activities, a double naming ceremony was recently carried out involving two icebreaking offshore vessels delivered to the Russian shipping


company Femco. The two sister vessels Pomor and Normann will be providing Icebreaker escort together with anchor-handling, towing and supply services on the oilfields outside of Sakhalin, thus the ships sailed through the Northeast Passage. Therefore delivery times were essential for the sailing to take place prior winter. The Pomor and Normann are designed for extremely challenging conditions. Both are constructed according to DNVs ice class Icebreaker Ice-10, with classifications demanding capabilities of breaking up to 1-metre-thick, one-year old ice. There are also specific requirements in terms of hull strength, use of material, rudder and steering systems, propellers and propulsion system. The ships are constructed with class notation Winterized Cold (-30). As such, these vessels are constructed for work in temperatures as low as minus 30 C degrees without freezing up. This means vital safety equipment and environment are protected against ice and frost at shielding, incorporation and electric heating or melting. Ships are fitted with engine power effective enough to go full out winterization and anchor handling operations at the same time. The first ship in a series of three icebreaking offshore vessels was delivered last autumn. Meanwhile, Havyard has managed to win a major contract for design and equipment of a multipurpose vessel. In addition to design, Havyard will also deliver ship equipment system packages with a total value of more than NOK100m, including Havyard’s own Concept Bridge. Havyard 832 MPV is a multifunctional vessel. The ship is going to be constructed at the Cemre Shipyard in Turkey for the shipping company Esvagt, and will be in operation for the American Hess Corporation. The design is a result of long-term work on the hull shape and improved seakeeping capabilities.

This will become the sixth Havyard vessel contracted by Esvagt. The other contracts are four wind service operation vessels and one crew change Vessel. The latest contract is the first one within the oil segment.

ABB launches a new OCTOPUSABB has launched an updated maritime software analytics platform that is the most comprehensive on offer to the shipping industry. The system brings together ABB’s EMMA and OCTOPUS applications into one software suite, under the banner OCTOPUS. For the first time external information, such as weather or cargo load parameters, can be combined with the ships process and propulsion information. OCTOPUS acts as a digital hub for vessel data that can improve efficiency across a whole fleet and it can gather an unlimited amount of signals from on-board sensors. The shipping industry is benefitting from increased connectivity with smart sensors able to transmit performance data to shore. The digitalization of shipping has led to stronger shore side operations with ABB working with companies to raise efficiency of daily operations and service. ABB is in a unique position to leverage this trend as it manufactures hardware with sensors and many of the measuring instruments that feed information to OCTOPUS. ABB has already transformed the industry’s approach to service and dry-dockings through its Integrated Operations concept as a way of operating that allow ships, onshore operations, and ABB to operate on the same information and communication technology backbone. OCTOPUS is currently installed on-board more than 400 vessels and the newly expanded version is expected to increase its appeal. On the same platform users can access a range of information including data about a vessels trim, bunker transfer, fuel consumption, power plant optimisation, electricity use, speed advice, propulsion power analysis and hull cleanliness. Due for delivery during the early part of next year is ABB Marine’s new cable-layer, currently under construction at Kleven. 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 centers 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. SORJ


A wind farm vessel being built in Ulstein’s covered building hall

The two ice-breaking supply vessels built at Havyard for Russia

The ABB Marine cable-layer building at Kleven


Chemical tankers avoid worst of the downturnThe low energy price environment is relatively good news for the chemical tanker market because cheaper oil and gas boosts downstream demand. US export volumes have increased, notably on long-haul voyages to Asia, and both Indian and Chinese imports continue to rise. Most analysts do not expect oil prices to rise significantly any time soon and the continuation of a relatively cheap energy backdrop is likely to support continuing expansion in seaborne chemicals trade. Global volumes are thought to have risen by about 4% in 2015 and are forecast to rise by a slightly lower 3.5% this year, probably to a total of around 285m tonnes. But the fact that more cargoes are being shipped on longer voyages will boost tonne-mile demand by closer to 5% during 2016, according to industry figures. Fleet growth remains fairly modest. According to Clarkson statistics, the fleet grew by 3% over the first eight months of this year, to a total of 2,611 ships totalling almost 42m dwt. New tankers joining the fleet were broadly similar to last year’s levels, with 1.6m dwt of capacity being commissioned up to September compared with 2m dwt over the whole of 2015. Despite the positive outlook, owners held off ordering new ships, at least over the first half of the year. However, close to press-time, it appeared as though attractive shipyard prices in China had won over at least two major owners. On the one hand, Norway’s Odfjell has signed up for four of the world’s largest stainless steel chemical tankers with China Shipbuilding

Trading Co and CSSC affiliate, Hudong Zhonghua just a few months after cancelling an order for two 17,000 m3 gas tankers at Nantong Sinopacific Offshore & Engineering. With options for four more ships, Odfjell has chosen 49,000 dwt ships with a capacity of 54,600 m3, an indication that the company’s management is reasonably confident of continuing long-haul trade growth. The first of the $60m ships is due for delivery in June 2019, with others scheduled at three-month intervals thereafter. Commenting on the order, Odfjell CEO Kristian Mørch said, “We are very happy with the agreement we have signed today, which is a significant step in solving our tonnage replacement needs. The vessels will be the most efficiency stainless steel chemical tankers available, and the vessels are designed to be good for the environment, good for our customers and a good investment for our shareholders.” Meanwhile, following more than a year of flirting with bankruptcy, Dubai Financial Market-listed Gulf Navigation has ordered six new chemical tankers at China’s Wuchang Group. Now headed by Khamis Juma Buamim who left Drydocks World Dubai suddenly in March 2015, the executive team underwent a major shake-up in January when the Chairman and six board members left at the same time one month after Captain Parag Jain had been appointed chief executive. However, Captain Jain left the company in July and has been replaced with ex-Tasneef executive Omar Abu Omar who is now President, Maritime and Operations. A key moment in the company’s financial rehabilitation appears to have been a settlement with Nordic American Tankers on a long-standing debt, the first of several, which Buamim hailed as a milestone in

Chemical Tankers by Paul Bartlett

FAYARD A/S | Kystvejen 100 | DK-5330 Munkebo | Tel: +45 7592 0000 | fayard.dk | [email protected]


underpinning investor confidence and paving the way for other settlements with creditors. He has since said that the company’s “fully energised management” is now working to clear all past liabilities and put the company back onto a sound footing so that new opportunities can be explored on a more positive basis.

Sector consolidation London-based chemical tanker, tank container and terminal operator Stolt-Nielsen announced in July that it had agreed to acquire the chemical tanker operations of Bergen-based Jo Tankers for about $575m. The deal involved 13 chemical tankers, six of which have been on charter to the Oslo-listed chemicals major for the last five years, and a 50% stake in a joint venture with eight ships on order. Eight of the 13 tankers are stainless steel ships ranging from 19,000 dwt to 38,000 dwt while the other five comprise a combination of stainless steel and coated tanks and are all around 37,000 dwt. The eight newbuildings are stainless-steel ‘eco-friendly’ ships of 33,000 dwt being built at New Times Shipbuilding in China. The first vessel was delivered in July with others due to be commissioned through the second half of this year and the first half of 2017. The move reflects the changing nature of the trade in seaborne chemicals which are now less regional and more global in nature. Although Jo Tankers had been a family-owned company for three generations, it had remained a regional player whilst many of its customers had expanded into the international chemical distribution arena. It was a logical step, therefore, if a difficult decision to take, to become as part of the Stolt-Nielsen’s global network. For Stolt-Nielsen, the deal made eminently good sense. Commenting that the transaction would over the tonnage replacement needs of our current chemical tanker fleet for the next several years, Niels G. Stolt-Nielsen, Chief Executive, said, “While giving us some operational savings, it adds new trade routes to our service offering, thus expanding our presence on key trade lanes and … with the expanded fleet we will be better positioned to serve our customers with the quality, reliability and flexibility they require from their logistical provider.” Early in October, Stolt-Nielsen reported unaudited results for the third quarter ending on August 31st. The company reported operating profits down from $45.3m in the second quarter to $31.4m, reflecting lower deep-sea rates and less contract of affreightment business. The figures also reflected a loss of $0.5m on bunker hedges compared with a $6.5m gain in the prior quarter. Net profit attributable to shareholders for the first nine months was $90.3m on turnover of $1.42bn compared with a net profit of $111.3m on turnover of $1.49m during the corresponding period one year earlier. SORJ

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Agents / People

New COO at Dubai DrydocksMohammad Rizal Bin Abdullah has taken over as Chief Operating Officer - Drydocks World – Dubai (DDW), replacing Dr Kim, who is now Special Consultant to the owner of the yard. Mohammad Rizal completed his apprenticeship in Sembawang Engineering and Shipyard in Singapore building pressure vessels, single buoy moorings and topside modules for Woodside projects. He later joined Pan United in 1989 as Ship Repair Manager and promoted to Marine Manager in charge of Afloat Repair Dept. He joined DDW, as a Ship Repair Manager in 1993, later moving to the Commercial Division in 1996 as an invoicer. He became the Invoicing Manager in 2000 before taking up the position of Production Manager in 2004 and then Production Director in 2007.He was as an Executive Director from 2010 till he left to join Abu Dhabi Ship Building in 2015 as Director- Production and Operation.

Mark Giles joins Inter MarineMark Giles has joined UK’s Inter Marine Group as Director of Sales and a position on the company’s Board of Directors. Mark (56) has spent his entire career working in the marine industry spending some 22 years with the UK’s A&P Group and, more recently as Drydocking Co-ordinator with Italy’s Grimaldi Group. The current Board of Directors at Inter Marine comprises Slawomir Kalicki, David Bailey, Robert Bil, Mateusz Lewandowicz, Murray Eldridge, and, now, Mark Giles. Inter Marine Group is a global, customer-focused organisation with an excellent understanding of

the complexities of the cruise and commercial shipping industry, and thanks to a flexible, highly motivated and experienced team, able to mobilise work force at short notice on a global scale. Inter Marine UK has a proven track record of meeting the ever-changing demand for the shipping industry worldwide. The Company’s activity is founded on

offering to clients’ peace of mind, technical expertise and a pragmatic approach to their challenges. Inter Marine has operational centres around the globe managed and operated by experienced teams. The company understands current markets and technology as well as the industries traditions and values. Services are varied and wide-ranging as in following areas - shipbuilding (including commercial and naval ships), shipyard and voyage repairs, conversions, and mobilisation.

Next EMCS Superintendents course in April 17EMCS has announced the successful completion of its 22nd Ship Superintendent Training Programme. The course was attended by delegates from a variety of companies, including LNG, Tankships, Ship Management, Ferries, Towage, ro/ro, General Cargo, Superyachts, and Health and Safety. Delegates were from a wide variety of nationalities, including Japanese, British, Greek, Cypriot, Columbian, Uruguayan, Maltese and Korean. This was an excellent team who gelled together from the start, with plenty of classroom participation and all said they would recommend others for the course. EMCS said that particular thanks to be made to InterManager, Moore Stephens, UK P&I, Harbour Insurance, Isle of Man Ship Registry, Lloyds Register, Carisbrooke Shipping,

Midocean Shipmanagement, Sarah Sullivan Tutoring, Brookes Bell, Media and Crisis Management, Expol, Bernhard Schulte and Smart Business Solutions. EMCS is now looking forward to the next course running April 1-9th 2017. Places can be reserved or further information attained from [email protected]. As well as the Superintendent Training Programme, EMCS are also available with specialised labour for repair/maintenance works for afloat repairs (“riding teams”) and shipyard workers of all trades, diving services, consultancy and much more. For further information visit www.emcs.co.im

Andy Shaw Returns to AsryBahrain’s ASRY has announced that Andrew Shaw will be the new Chief Executive of the shipyard, effective early January 2017. He re-joins the company after previously holding the position of General Manager of the ASRY Offshore Services division from 2009 to 2014. ASRY Chairman, Shaikh Daij Bin Salman Al Khalifa, confirmed the selection, “With the current challenges facing the Middle East ship

repair market, we were looking for a candidate that would bring not only relevant industry experience, but also a proven track record of good leadership, as well as a dynamic hands-on approach to facing the challenges in our future. Andy is all these things, and is also intimately familiar with the inner workings of ASRY having worked here for almost five years previously, positioning him perfectly to take the yard forward.” Shaw has more than 25 years’ experience in the global maritime industry. He was most recently Group Managing Director for two and half years of UK’s A&P Group. Previously he was General Manager of ASRY Offshore Services for almost five years. His previous career also includes time at Vickers Shipbuilding & Engineering Ltd (VSEL) and Vosper Thornycroft. SORJ

Mohammad Rizal (third from the left) was part of the Drydocks World team, which accepted The Shipyard of the Year award at the Maritime Standard Awards.

Mark Giles

Andy Shaw


How should the ship repair “community” regard the intense interest being generated (mostly by its fanatical enthusiasts) for autonomous ships? Perhaps they should take a hint or two from the insurance world, which is exercising what might be described as a diplomatic caution in its response. You can understand the enthusiasm for what has been heralded as the next great technological breakthrough, notably among people desperately looking for something to build and to sell, at a time when conventional lines of activity are drying up. It has been suggested that if nobody built any ships at all, for the next five years (some have even stretched this to a decade), nobody who operates ships would even notice the difference, although it might be that they would start to see the possibility of profit towards the end of the period in question. Absence, it is said, makes the heart grow fonder and rather fewer ships might make shippers willing to pay a little more for their use. But back to robots and the attractive messages being put out by Rolls-Royce and various high-tech enthusiasts, Finnish shipbuilders and various departments in Brussels , which have clearly been impressed by the imaginative artists impressions currently being circulated. Citing the advantages of getting in early with “disruptive technology” such as that produced by Uber taxis or Amazon, the friends of autonomous ships enthuse about the obvious answers they produce to crew supply problems and even suggest that ships with nobody aboard them would be safer and offer a more precise service to one depending on the current mood of the master. There have been encouraging trials of shore control in what might be described as “safe places” such as the sheltered waters on the Norwegian coast. Navies, of course only have taxpayers funds to play with, but they too are developing strategies for “drone” craft that can do much of a major warship’s work, at what they believe will be a fraction of the cost. Technically, there seems no reason whatsoever to prevent merchant

ships being remotely controlled by a team sitting comfortably in a shore side office, rather than bucketing around on the briny. We can control space vehicles orbiting comets in deep space and drive tracked vehicles around Mars. It was more than thirty years ago that a Japanese 40,000 dwt bulker with nobody aboard crossed the Pacific, completely controlled by the scientific crew of an accompanying ship. Interestingly, the Japanese were looking for something that would give their then suffering shipyards a technological lead, while the owners were despairing of persuading Japanese young people to take up a sea career. But the Japanese trials never went anywhere in the end, as they sensibly realised that the capital costs of such ships would deter owners, who made it quite clear that they were looking for cheap, no-nonsense tonnage, produced efficiently by quality shipyards. The owners, for their part, found that with a tweak of their domestic legislation, they could replace their reluctant Japanese seafarers with willing and far cheaper folk from the Philippines. The marine scientists realised there was no counter argument and turned their attention to other adventures, such as the development of ultra-high speed cargo ships. The current enthusiasts for autonomous ships perhaps ought to look rather harder at the obstacles they will have to surmount, if they are ever to get their robot marine vehicles into commercial production. And indeed the earlier Japanese example ought to give them pause for thought, bearing in mind the inability of three quarters of the shipping industry to make any sort of reasonable return on the capital employed. But perhaps the most difficult barriers they will have to crack are those involving liability and maritime law, with the aforementioned caution of the insurers of both hulls and cargoes to be confronted. Who is the bold owner of a precious cargo who will entrust this to a ship on a sea crossing with nobody aboard her? There are risks which are unavoidable, and others which are – in a word – discretionary. And if you list all the conventional perils of the sea, it is difficult to be easily convinced that they will be in any way mitigated by having no complement aboard. And that is before we get into the law of the sea, SOLAS and all the legal minefields that will have to be crossed if an autonomous ship is not to be judged a derelict. Who on earth is the “Master”, who can be judged responsible and liable for things that go wrong in foreign waters? There are vastly experienced marine engineers who, if you press them, will deplore the current trend of unmanned machinery spaces, and even moving the watch-keepers into comfortable soundproofed control rooms, where they fail to feel or smell the bearing running hot or note the tell-tale stain of oil prefacing a leak in a high pressure fuel line. In one of these fine autonomous ships, with no accommodation provided, these traditionalists will say; “who is going to keep the blooming engine room clean, let alone safe?” You can hardly employ a riding squad to soogie the machinery space to stop the build up of oil and grease and then expect them to bring their sandwiches and doss down on the plates! Is marine machinery so amazingly reliable that it will never break down, it will never smoulder or catch fire, leak or run a bearing? Perhaps it is possible to make a ship so bomb-proof and packed with redundant equipment that even the rat guards are duplicated,

The robot and the repairer

Michael Grey

Dockgate by Michael Grey MBE


Dockgate

Rolls-Royce is keen to see the ‘autonomous’ ship

but who will ever buy such a vessel? So perhaps repairers ought not to be even slightly concerned at the prospect of autonomous ships, as one can imagine all the weather damage, wear and tear, dents and buckles, wrecked equipment and all the damage that is currently avoided by having competent seafarers on the spot. Autonomy could mean a lot of grist to the mill.

Desert song “Book me a flight to Ras Al-Khair!” It could that such an urgent summons will be heard in the offices of technical superintendents in the future, with a deal struck to build a vast ship repair and newbuilding centre on the Gulf coast of Saudi Arabia. Haskoning DHV and Hyundai Engineering and Construction will mastermind this project that will occupy a substantial chunk of the coastline close to Jubail. It is reported that seven drydocks will be excavated, along with a substantial ship lift, two huge basins and half a dozen piers. Strategically close to the huge oil outlet of Ras Tanurah, the large tanker traffic is an obvious attraction, although rig fabrication and repairing right across the offshore spectrum is a target market. One might ask why another major yard is in prospect for a region that might already be considered extraordinarily well provided with such facilities. It is a good question, but one perhaps that can be paradoxically tracked back to the glut of oil and the falling oil price. Strategic decisions relating to this situation are being taken in the Kingdom, not least the importance of diversifying from the oil-based economy that is proving so problematical. An industrial complex which could employ up to 10,000 people is a useful step towards this diversification. The logic appears compelling and

suggests that the Gulf States do very well out of their repair yards. Big ship repairers elsewhere may however look at this development in a less positive light.

Chirp in confidence Near misses and hazardous occurrences are not altogether unknown in ship repairing circles. So would it not be useful to get to hear about other people’s incidents, not least so that you could take precautions and avoid repetition? The ‘Confidential Hazardous Incident Reporting Programme’ is an initiative that moved from the world of aviation into shipping and is now firmly international, providing a vehicle that can alert people to the errors of others. It is designed to counter the prevailing “blame culture” and encourage people, when they have experienced what might be described as a near miss, to tell other people about it without fear of being blamed. CHIRP encourages a safety culture, encouraging people to report lapses, professional alertness and enhances the ‘fix it now’ approach, which ensures that people actually think about the importance of safety in a potentially hazardous environment. It is making a mark in the shipping world with both companies and individuals reporting incidents, but with the complete confidence that the reports will be ‘de-identified’, so that the lessons can be learned without learning the identity of the participants. It is something that ports or indeed ship or repair yards could participate with advantage. A regular feedback ensures that what is learned really does get promulgated around the industry. As CHIRP point out – “a near miss shared and reviewed can directly prevent an actual accident in similar circumstances later; death, injury, damage, loss can all be avoided”. Check it out on www.chirp.co.ukSORJ

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


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 RepresentedSembcorp Marine, SingaporeSES Marine, SingaporeSembawang Kakinada Ltd, Kakinada, IndiaES Offshore and Marine Engineering, Thailand

Australia

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

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

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)BALTIC STATES: (Lithuania, Latvia, Estonia, Poland, Russia, Ukraine)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)

Belgium/Luxembourg

Baltic States

• 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)SEMBCORP MARINE (Singapore, Brazil)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

• 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.ruyschshipyards.comEmail: [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)Colonna’s Shipyard, Inc. – (USA, Norfolk)Detyens Shipyards, Inc. – (USA, Charleston)Detyens Shipyards, Inc. – (USA, Norfolk)Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan)Dormac Marine & Engineering – (South Africa, Durban, Cape

Town, Saldanha Bay, Walvis Bay)Fama Group Shipyards - (Cyprus, Limassol Division)Fama Group Shipyards - (Egypt, Alexandria Division)Malaysia Marine & Heavy Engineering – (Malaysia, Pasir

Gudang and Johor)MTG - Dolphin - (Varna, Bulgaria)MEC Repairs - (S.A. Balboa, Veracruz)Naval Shipyard (Poland, S.A. Gdynia) 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)

AIMSSBavelselaan 26, 4835 GM Breda, The NetherlandsTel: +31 76 889 20 42Email: [email protected]: www.aimsseurope.comContact: Sami GolestanianEmail: [email protected]: +31 6 28 96 38 48Contact: Onno KramerEmail: [email protected]: +31 6 27 28 90 98Shipyards• AGH- Bandar Abbas, Iran• Bugwang Shipyard- Busan/ Mokpo/ Yeosu, Korea• IMC-YY- Zhoushan, China• Nico International- Fujairah, UAE• PaxOcean- Zhoushan, China• TNG- Veracruz, Gulf of Mexico• World Marine- Mobile, AlabamaRepair Services & Supplies• BAS Marine- Panama• Brightsun Marine- Singapore• Walco Repair (Facta)- Spijkenisse, The Netherlands• Global Marine Power- Houston, USA• Nico International- Dubai, UAE• Zebec Marine- India & Singapore

Agents Contact Directory



COMBITRADE GMBH

Kehrwieder 9, 20457 HamburgGermanyTel: +49 40 80 80 110 600Fax: +49 40 80 80 110 699Email: [email protected]: 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)Shipyards RepresentedEUROPEA&P Tyne (UK)A&P Tees (UK)A&P Falmouth (UK)Desan Shipyard (Turkey)Gibdock (Gibraltar)Nauta Shipyard (Poland)Mykolaiv Shipyard ‘OKEAN’ (Ukraine)MIDDLE EASTArab Heavy Industries (U.A.E)

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)

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

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 ofMonaco, 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)

WSR SERVICES LTD

234 Ayias Fylaxeos, CY 3082 Limassol, CyprusTel: +357 25344418Email: [email protected]: www.umarwsr.comCompanies Represented – ShipyardsASRY - BahrainChengxi Shipyard - Shanghai & GuangzhouCiramar - Dominican RepublicColombo Dockyard Ltd - Sri LankaDakarnave - Dakar, SenegalDetyens Shipyards - Charleston, USADormac Marine & Engineering - South AfricaEDR Antwerp - BelgiumFAYARD A/S - Munkebo, DenmarkGerman Dry Docks - Bremerhaven, GermanyGemak Shipyard - TurkeyHRDD Dockyard - Shanghai/ChinaLisnave Estaleiros Navais - Setubal, PortugalLoyd Werft - Bremerhaven, GermanyMarina Barcelona 92 - SpainMTG Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedRiga Ship Yard - LatviaZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaSembcorp Marine Repairs & Upgrades - SingaporeShanhaiguan Shipyard - North ChinaSociber - Valparaiso, ChileViktor Lenac - Rijeka, CroatiaZhoushan IMC YY - ChinaWeihai Huadong Shipyard - North ChinaHarland and Wolff Heavy Industries - Belfast , N. IrelandCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaAvalontec Engineering - SingaporeJobson Italia - Italy, MoroccoNico International - UAEZener Maritime - India, SingaporeDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaSubsea Global Solutions - Brazil, Curacao, Los Angeles, Malta,Miami, Panama, TrinidadLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceTrident BV - The Netherlands, Las Palmas , Italy

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 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

Germany

China Denmark France

Cyprus

Finland


A&P Group’s Falmouth shipyard

ADVERTISE IN

SORJ



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)INDIAN OCEANColombo Dockyard (Sri Lanka)FAR EASTCIC Changxing Shipyard (Shanghai)CIC Lixin Shipyard (Shanghai)CIC Boluomiao Shipyard (Guangzhou)CSBC Kaohsiung (Taiwan)CSBC Keelung (Taiwan)Huangpu Wenchong Shipbuilding - CSSC (Guangzhou)Mitsubishi Heavy Industries (Japan)Shanhaiguan Shipyard (Qinhuangdao)CENTRAL AMERICACaribbean Drydock (Cuba)SOUTH AMERICATsakos Industrias Navales (Uruguay)Special ServicesEdilcom Ou – worldwide (Thickness Measurement, FlyingSquad),Marine Technical Services (MTS) - worldwide (Port Repair,Voyage Repair),Marcontrel – worldwide (Port Repair, Voyage Repair and ElectricCargo Crane Automation),STEP Consolidated – workshops in Brazil, Portugal and SouthAfrica(Port Repair, Voyage Repair incl Flying Squads)M.M. Shipping – whole Indian coast (Port Repair, Voyage Repair),Seagull Marine – SE Asia (Port Repair, Voyage Repair,specialised in PBCT propeller)Dai Hwa Engineering – Korea (Port Repair, Voyage Repair),Shanghai Ocean Credence – Chinese coast (Port Repair, Voyage Repair),Guangzhou Xinwanghai Shipping Services – Chinese coast (PortRepair, Voyage Repair incl In-Water Surveys/Cleanings),Kwang-Youn-Gi Engineering Co. Ltd – Taiwan (Repair workshopwith flying squad),Alnmaritec (Aluminium-Workboats),Port Marine Contractors (PTY) LTD – South Africa (Port Repair,GmbH & Co KG (Mother Company)Yards Represented by Ernst Russ GmbH & Co KG (MotherCompany)Tel: +49 40 80 80 110 600Email: [email protected] Shipyard (North of Spain)MTG Dolphin (Bulgaria)PERSIAN GULFHEISCO (Kuwait)FAR EASTHyundai Vinashin (Vietnam)CENTRAL AMERICACuracao Drydock Company (Curacao)

Curacao Drydock (Netherlands Antilles)

GERMANIA SHIPYARD AGENCY GMBH

Schauenburgerstr. 35, 20095 Hamburg, GermanyTel: +494030087799Fax: +494030382 607Email: [email protected]: www.shipyard-agency.comContacts: Christof Gross, Heinz Gross, Hilka Willms, Thomas Meyer-StockShipyardsNorth America/Central America/CaribbeanChantier Davie Canada Inc. Quebec ,CanadaDetyens Shipyard Charleston,USACiramar Shipyards International Trading Co., Ltd, Dom.RepTNG Talleres Navales del Golfo, Veracruz MexicoSeaspan Vancouver Drydock, CanadaSeaspan Victoria Shipyards Company Ltd, Canada

Mare Island Dry Dock, LLC, USA, California MEC Repairs, S.A., PanamaFar EastDSIC Dalian ShipyardQingdao Beihai Shipbuilding Heavy Industry Co. Ltd, ChinaHuarun Dadong Dockyard Co.,Ltd, ChinaPaxOcean Engineering Zhoushan 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, GermanyBlohm&Voss Repair GmbH,Hamburg GermanyHarland&Wolff HI. Belfast, UKShipyard Reimerswaal, NetherlandsBaltyard, GdyniaHSOG LTD. UKPregol Shipyard KaliningradAstander, Santander,SpainAstican , Gran Canarias,Spain Afloat CompaniesBMT Repairs, SpainHON Marine, MalaysiaUMA Marine Group,IndiaLongkong Marine Engineering Co., Ltd, ChinaOceantrans Marine Services Co. Ltd, China(Continued on page 76)Offshore Inland Marine & Oilfield, LLC, USAMarineService Hirthals A.S., DenmarkSubSea Global Solutions, WorldwideMiami Diver LLC, USAMiami Diver International, Netherlands AntillesMiami Diver Panama, PanamaTrident BV. NetherlandsTrident ItaliaTrident MaltaParker Diving Service, Long Beach USADrydocks World Global Offshore Services, UAEROG Rotterdam Offshore Group, NetherlandsSpares and EquipmentBrightsun Marine Pte. Ltd, SingaporeSunRui Marine Environment Engineering Company, ChinaTerragon Environmental Technologies Inc, CanadaSenda Shipping Engineering & Service Ltd, China

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

Greece

• 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.grContact: Mr John GiavridisMobile: +00306936201988Contact: Mr Nikolaos GiavridisMobile: +00306936766165List of Shipyards and Ship Repairers RepresentedAFRICAElgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia)East London Ship Yards (Pty) Ltd. – (Elgin Brown & HamerGroup) (South Africa)Electro Marine (Pty) Ltd. (Elgin Brown & Hamer Group) (South Africa)Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – (Durban – Capetown – East London) (South Africa)Port Marine Contractors Pty. Ltd. (Elgin Brown & Hamer)

(South Africa) AMERICASCiramar Shipyards (Dominican Republic)Detyens Shipyard Inc. (DSi) (USA) G.C. Maritime Services (USA)L.A. Maritime Services (USA)Mapamar (Brazil)Marine Hydraulics International (Mhi) (USA) Proios S.A. (Argentina)Talleres Industriales S.A. (Panama)Tandanor – Talleres Navales Darsena (Tandanor Shipyard)

(Argentina)Tru - Marine HoustonWashington Marine Group Shipyards (Canada)Vancouver Drydock Co. (Washington Marine Group) (Canada)Vancouver Shipyards Co. Ltd. (Washington Marine Group)

(Canada) Victoria Shipyards Co. Ltd. (Washington Marine Group) (Canada) ASIAArab Eagle Marine Engineering Llc.

(Keppel Offshore & Marine Group) (UAE) Arab Heavy Industries –

(Keppel Offshore & Marine Group) (UAE)Cic Shanghai Changxing ShipyardCosco Total Automation Co. Ltd. (China)Cosco Shipyard Group (China)Cosco Dalian Shipyard (China)Cosco Guandong Shipyard (China) Cosco Nantong Shipyard (China) Cosco Zhou Shan Shipyard (China)Cosco Shanghai Shipyard (China) Cosco Lianyungang Shipyard (China) Cosco Xiamen Shipyard (China)Cosco Shipyard Qingdao Co. Ltd (China)Dalian Cosco Rikky Ocean Engineering Co. Ltd. (China)Dong Sung Engineering (S. Korea)Keppel Philippines Marine Inc.

(Keppel Offshore & Marine Ltd. of Singapore) (Philippines)Keppel Batangas Shipyard (Keppel Group) (Philippines)Keppel Offshore & Marine Ltd Group (Singapore)Keppel Shipyard Ltd. Benoi Yard (Singapore)Keppel Shipyard Ltd. Gul Yard (Singapore)Keppel Shipyard Ltd. Tuas Yard (Singapore)Kwang Youn Gi Engineering (Taiwan)Nakilat Keppel Offshore & Marine (Keppel Group) (Qatar) Long Kong Marine Engineering (China)Shanghaiguan Shipyard (China)Sasebo Heavy Industries Co. Ltd (Japan)Subic Shipyard And Engineering Inc. (Keppel Group)

(Philippines) Tru - Marine Pte. Ltd Tru - Marine SharjahYiu Lian Dockyards (She Kou) Ltd (China)EUROPEAdriatic Shipyard Bijela (Montenegro)Astilleros Canarios S.A. (Astican Shipyard) (Spain)Astilleros De Santander (Astander Shipyard) (Spain) Biga Group Ltd (Croatia) Odessos Shiprepair Yard S.A. (Bulgaria)Brodotrogir Shipyard (Trogir) (Croatia)Fincantieri – Cantieri Navali Italiani S.P.A. (Italy) Fincantieri Muggiano Shipyard (Italy) Fincantieri Palermo Shipyard (Italy) Fincantieri Trieste Shipyard (Italy) Gryfia Shipyard (Poland)Keppel Verolme B.V. (Keppel Offshore & Marine Group)

(Netherlands) Marineshaft Hirtshals A.S. (Denmark)Naval Shipyard Gdynia S.A. (Poland)Navikon Ship Repair Yard Ltd (Poland)Riga Shipyard (Latvia)Tru - Marine RotterdamTyzla Shipyard (Turkey)OCEANIABabcock Fitzroy Ltd (New Zealand)

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 - Shanghai & GuangzhouCiramar - Dominican Republic




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 RepresentedASMAR, 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)

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 Sang Engineering & Shipreapir Co. (Korea South)Hong Kong Yiu Lian Dockyard (Hong Kong SAR)Shan Hai Guan Shipyard (China North)Shekou Yiu Lian Dockyard (China South)Zhoushan Longshan Shipyard (China East)

BANCHERO COSTA & C.Agenzia Marittima S.p.A., 2 Via Pammatone, 16121 Genoa, ItalyTel: +39 010 5631 626/629/634Fax: +39 010 5631 602Email: [email protected]: www.bancosta.itContact: Fabio BertoliniMobile: +39 335 8078217Contact: Daniele PerottiMobile: +39 335 7366801Contact: Loretta BudsonMobile: +39 335 7366802Companies RepresentedArdent Salvage (The Netherlands)Astilleros Cernaval, Algeciras (Spain)Astilleros Mario Lopez, Malaga (Spain)Chengxi Shipyard (China)CMR Tunisie (Tunisia)Colombo Dockyard (Sri Lanka)Cromwell & C. (Argentina)Damen Shiprepair & Conversion• Damen Shiprepair Amsterdam (The Netherlands)• Damen Shiprepair Oranjewerf, Amsterdam (The Netherlands)• Damen Shiprepair Brest (France)• Damen Shipyards Den Helder(The Netherlands)• Damen Shiprepair Dunkerque (France)• Damen Shiprepair Harlingen(The Netherlands)• Damen Oskarshamnsvarvet (Sweden)• Damen Shiprepair Van Brink Rotterdam(The Netherlands)• Damen Shiprepair Rotterdam(The Netherlands)• Damen Shiprepair Vlissingen(The Netherlands)• Damen Shipyards Sharjah-Albwardy Marine Engineering

(UAE)DIANCA Astilleros (Venezuela)EST Engineering Ship Technology (Singapore)Gemak Shipyard (Turkey)General Naval Control (Italy)Guangzhou Dengtai Shipyard (China)Hyundai Mipo Dockyard (South Korea)Hyundai Vinashin Shipyard (Vietnam)Komas-Korean Maritime Repairs Service (South Korea)Malaysia Marine & Heavy Engineering (Malaysia)MSR Gryfia Shiprepair Yard (Poland)Pregol Shiprepair Yard - Kaliningrad (Russian Federation)Qingdao Beihai Shipyard (China)Riga Shipyard (Latvia)Sasebo Heavy Industries (Japan)Shanghai Shipyard (China)Sociber (Chile)SYM (Barcelona, Spain - Santo Domingo, Dominican Republic)Tru Marine (Singapore)Underwater Shipcare, Singapore,Zhoushan Xinya Shipyard (China)

CAMBIASO RISSO SERVICES SAMGildo Pastor Center, 7 Rue du Gabian, MC 98000, MonacoSwitchboard: + 377 98801360

INTERLINKS MARINE ENTERPRISESPVT. LTD.607, Raheja Chambers, Nariman Point,Mumbai 400 021 , IndiaTel: +91 22 62216798Fax: +91 22 62216799Email: [email protected]: www.interlinksmarine.comContact: Vijay Jain, Chairman & MDMobile: +91 9867695525Shipyards RepresentedASRY (Bahrain)Brodotrogir Shipyard (Trogir – Croatia)Odesso Shiprepair Yard (Varna – Bulgaria)Serdijn Ship Repair (Rotterdam – Netherlands)

Hong Kong

Italy

India

DGS Industrial & Naval Ltd, BrazilMetalships & Docks (Vigo - Spain)Marine Services CompaniesInterlinks Marine Services Ltd. London(For Air Compressors Spares of European origin)Interlinks Marine Europe Inc(For Spares of Far Eastern origin)

Fax: + 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 RepresentedASMAR, 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

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MonacoEDR Antwerp - BelgiumBLRT GRUPP - Estonia, Lithuania, FinlandMilaha Maritime & Logistics - QatarFAYARD A/S - Munkebo, DenmarkGerman Dry Docks - Bremerhaven, GermanyHRDD Dockyard - Shanghai/ChinaLoyd Werft - Bremerhaven, GermanyMTG Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaShanhaiguan Shipyard - North ChinaViktor Lenac - Rijeka, CroatiaWeihai Huadong Shipyard - North ChinaZhoushan IMC YY - ChinaHarland and Wolff Heavy Industries - Belfast , N. IrelandCIC Boluomiao Shipyard - S. ChinaCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaAvalontec Engineering - SingaporeJobson Italia - Italy, MoroccoNico International - UAEZener Maritime - India, SingaporeDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaSubsea Global Solutions - Brazil, Curacao, Los Angeles, Malta,Miami, Panama, TrinidadLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceGarant Diving - LithuaniaROG Ship Repair - RotterdamTrident BV - The Netherlands, Las Palmas , Italy




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)

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 -Turkey

The Netherlands

Riga 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- Senegal CNIC – Douala – CameroonSOUTH AMERICAS.P.I. – Mar del Plata – Argentina

KEPPEL BENELUX SERVICES PO Box 1001, 3180AA Rozenburg, Netherlands Prof. Gerbrandyweg 25, 3197 KK Rotterdam-Botlek, Netherlands Tel: +31 181 234 416 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

PC MARITIME SERVICES BV

PO Box 139, 1740 AC Schagen, NetherlandsTel: +31 224 295 070Mobile: +31 620 011 607Email: [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)• Nantong (China)• Hong KongMarco Polo Shipyard, Batam (Indonesia)Oman Drydock Company, OmanBLRT Grupp• Western Shiprepair (Lithuania)• Tallinn Shipyards (Estonia)• Turku repair Yard (Finland)Harland and Wolff (Ireland)Gibdock (Gibraltar)Tole Tivat Shipyard (Bulgaria)Besiktas Shipyard, Yalova (Turkey)Hidrodinamik, Tuzla (Turkey)Grand Bahama Shipyard, Freeport (Bahamas)Davie Shipyard, Quebec (Canada)

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.ruyschshipyards.comEmail: [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)Colonna’s Shipyard, Inc. – (USA, Norfolk)Detyens Shipyards, Inc. – (USA, Charleston)Detyens Shipyards, Inc. – (USA, Norfolk)Dongsung Engineering & Shiprepair Co. Ltd. – (South Korea, Ulsan)Dormac Marine & Engineering – (South Africa, Durban, Cape

Town, Saldanha Bay, Walvis Bay)Fama Group Shipyards - (Cyprus, Limassol Division)Fama Group Shipyards - (Egypt, Alexandria Division)Malaysia Marine & Heavy Engineering – (Malaysia, Pasir

Gudang and Johor)MTG - Dolphin - (Varna, Bulgaria)MEC Repairs - (S.A. Balboa, Veracruz)Naval Shipyard (Poland, S.A. Gdynia) 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)

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

LINDSTRØM MARINE AGENCIES AS

Thorøyaveien 32, 3209 Sandefjord, NorwayTel: +47 3344 6567Fax: + 47 3345 4371Mobile: +47 9188 5803Email: [email protected]: Tom E. LindstrømShipyards RepresentedSembcorp Marine Ltd Repairs & Upgrade, Singapore Admiralty Yard

Tuas Boulevard Yard Benoi Yard Tuas Road Yard

Sembcorp Marine Kakinada, IndiaFincantieri, ItalyOceanus Marine, Malta

Norway


Viktor Lenac Shipyard, Rijeka



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, Lithuania

Poland

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)Japan Marine United Corp (Japan)Lisnave Mitrena (Portugal)Nauta Shipyard (Polen)Seaspan Vancouver Shipyard (Canada)HSD Marine (Singapore)

Tel: +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


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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 - ShipyardsASRY - BahrainCiramar - Dominican RepublicColombo Dockyard Ltd - Sri LankaDetyens Shipyards - Charleston, USADormac Marine & Engineering - South AfricaEDR Antwerp - BelgiumFAYARD A/S - Munkebo, DenmarkChengxi Shipyard - Shanghai & GuangzhouSembcorp Marine Repairs & Upgrades - SingaporeRiga Ship Yard - Latvia Gemak Shipyard - TurkeyGerman Dry Docks - Bremerhaven, GermanyHRDD Dockyard - Shanghai/ChinaLoyd Werft - Bremerhaven, GermanyMTG Dolphin - Varna, BulgariaPapua New Guinea Dockyard LimitedZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaShanhaiguan Shipyard - North ChinaSociber - Valparaiso, ChileZhoushan IMC YY - ChinaWeihai Huadong Shipyard - North ChinaHarland and Wolff Heavy Industries - Belfast , N. IrelandCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaAvalontec Engineering - SingaporeJobson Italia - Italy, MoroccoNico International - UAEZener Maritime - India, SingaporeDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaSubsea Global Solutions - Brazil, Curacao, Los Angeles, Malta, Miami, Panama, TrinidadLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceGarant Diving - LithuaniaROG Ship Repair - RotterdamTrident BV - The Netherlands, Las Palmas , Italy

Lithuania Russia

WSR SERVICES LTD

18 Boon Lay Way #10-118, Tradehub 21, Singapore 609966

Tel: +65 315 81050Email: [email protected]: www.umarwsr.comCompanies Represented - ShipyardsBLRT GRUPP - Estonia, Lithuania, FinlandEDR Antwerp - BelgiumMTG Dolphin - Varna, BulgariaHRDD Dockyard - Shanghai/ChinaZhoushan IMC YY - ChinaWeihai Huadong Shipyard - North China

Singapore




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)

Greens Power 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 PaxOcean Graha (Indonesia) PaxOcean Nanindah (Indonesia)

PaxOcean Offshore Zhuhai PaxOcean Pertama (Indonesia)

PaxOcean Shipyard Zhoushan PaxOcean Singapore 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)

SEADOCK MARINE AGENCIES LTD123 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.seadockmarine.comContact: George D. SkinitisCompanies Represented Blohm & Voss Repair GmbH (Hamburg, Germany)TURBO-TECHNIK GmbH & Co. KG (Wilhelmshaven, Germany)Dynamic Co. (Athens, Greece)Metalships & Docks S.A. (Vigo, Spain)

Shanhaiguan Shipyard - North ChinaChengxi Shipyard - Shanghai & GuangzhouZhoushan Nanyang Star Shipbuilding Co.,Ltd - ChinaCaribbean Dockyard - Trinidad & TobagoTNG (Talleres Navales del Golfo S.A.) - Vera Cruz , MexicoUnderwater and AfloatCromwell CIA - Buenos Aires, ArgentinaDolphin Diving Services - IndiaHydro Service Srl - ArgentinaN&A UW Inspection & Maintenance - EcuadorSebute S.A. Underwater services - Cartagena, ColombiaLongKong Marine Eng. Co., Ltd - ChinaTechnodive Ltd - GreeceGarant Diving - LithuaniaTrident BV - The Netherlands, Las Palmas , Italy

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

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)

Sweden

United Kingdom

ENCOMPASS MARINE LIMITED

26a Flour Square, GrimsbyNE Lincs, DN31 3LPUnited KingdomTel: +44 (0) 1472 245500Fax: +44 (0) 1472 245511Email: [email protected]: www.encompassmarine.comContacts: Peter Smith, Kevin Jarvis, Paul GeorgesonDiving & Marine: Kath Ridley, Simon Clarke

Switzerland

Shipyards RepresentedAsaba Shipyard (Malabo, Equitorial Guinea) Cammell 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)Diving & Marine Service Companies RepresentedAtlantis Marine Services (Fujairah, UAE)Komas (Korea)Link Instrumentation (UAE & Singapore)NARP Ship Repair (Turkey) Rentong Marine (China)South Bank Marine Charts (Grimsby, UK)Total Marine Contracts (Grimsby, UK)Underwater Shipcare (Singapore)Underwater Contractors Spain (Spain)VICUSdt - (Vigo, Spain)World Diving StationsZener Maritime (Rotterdam, Mumbai, Singapore)

ENCOMPASS MARINE LIMITED

26a 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 GeorgesonDiving & Marine: Kath Ridley, Simon ClarkeShipyards RepresentedArab Heavy Industries (UAE)Asaba Shipyard (Malabo, Equatorial Guinea) Besiktas Shipyard (Yalova, Turkey)BLRT Group• Tallinn Shipyard (Tallinn, Estonia)• Turku Repair Yard (Turku, Finland• Western Shipyard (Klaipeda, Lithuania)Cammell Laird Shiprepairers (Merseyside, UK)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)Zhoushan IMC-YongYue Shipyard (Zhoushan, China)Zhoushan Xinya Shipyard (Zhoushan, China)Diving & Marine Service Companies RepresentedAtlantis Marine Services (Fujairah, UAE)Komas (Korea) Keyser Technologies (Singapore)Link Instrumentation (UAE & Singapore)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)VICUSdt - (Vigo, Spain)Worldwide Diving StationsZamakona Group (Las Palmas, Canary Isles)Zener Maritime (Rotterdam, Mumbai, Singapore)

EMCS INTERNATIONAL LTD(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 GeorgeMobile: +44 7624 492 7160




MARINE MARKETING INTERNATIONAL LTD

Unit G15 Challenge HouseSherwood Drive Bletchley,Milton Keynes MK3 6DPUnited KingdomTel: +44 (0) 1908 378822Mobile: +44 (0) 7720 074113Email: [email protected]: www.marine.marketingContact: Mike McMahon, Janet Cook, Katie McMahon Companies RepresentedShipyardsAbu Dhabi Ship Building (UAE)Baltyard (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)Offshore Inland Marine (Pensacola, USA)Oman Drydocks Company, Duqm, (Oman)Qingdao Beihai Shipyard (N. China)Shanhaiguan Shipyard, Qinhuangdao Marine ServicesBIOSEA Ballast Water Treatment (France)Caswell Environmental Services (Asbestos) (Stevenage, UK)Dongsung Engineering (South Korea)Edilcom UTM Specialists (Estonia)Electro Marine (South Africa)Kwang-Youn-Gi Engineering (Taiwan)Laser Cladding Technologies (UK)Marine Services & Shipping Ltd 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)

Contact: Amanda Green (North East UK Representative)Tel: 0191 5160010Mobile: +44 77363 18126Services ProvidedLabour supply for afloat/shipyard/offshore repairs

and maintenanceDiving Services Worldwide - (For all diving enquiries contactLouise Cowell on central phone/email)Consultancy 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 repairsand vessel agency services)Course ManagedShip Superintendents’ Training Course. (For all enquiries andreservations 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

L&R MIDLAND (UK) LTD.3 Bolt Court (2nd Floor)London EC4A 3DQ Tel: +44 (0) 20 3856 6520D: +44 (0) 20 3856 6521Mobile: +44 (0) 77 1214 8881Fax: +44 (0) 20 7936 2237Email: [email protected]: www.lrmidland.comContact: Jon HollowayShipyards RepresentedSembcorp Marine (Singapore)Sembcorp Marine Admiralty Yard Sembcorp Marine Benoi Yard Sembcorp Marine Pandan Yard Sembcorp Marine Tanjong Kling Yard Sembcorp Marine Tuas Boulevard Yard Sembcorp Marine Tuas Crescent Yard Sembcorp Marine Tuas Road YardOresund Drydocks - Sweden Cantieri del Mediterraneo - Italy

LLOYD WERFT UK Karnak, Kearsney Court, Alkham Road, Temple Ewell, Kent KT16 3EBContact: Steve BuhlmanTel: +44 (0) 1304 275865Mobile: +44 (0) 7803 179640Email: [email protected] RepresentedLloyd Werft (Bremerhaven)Rickmers Werft (Bremerhaven)

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SHIP REPAIRERS & SHIPBUILDERS LTDFirst Floor, 3 The Clockhouse, Burford Road, Carterton, Oxfordshire, OX18 3AA, United KingdomTel: +44 (0) 1367 860 050Mobile: +44 (0) 7767 690 704Email: [email protected]: www.shiprepairers.co.ukContact: Roderick WordieTel: +44 (0) 7767 690704 Contact: Marie McClureTel: +44 (0) 7765 228984Contact: Hollie LaneTel: +44 (0) 7717 215741Companies RepresentedAsmar (Punta Arenas, Chile)Asmar (Talcahuano,Chile)Asmar (Valparaiso, Chile)ASRY (Bahrain)BAE Systems Southeast Shipyards (Mobile, Alabama)BAE Systems Southeast Shipyards (Jacksonville, Florida)BAE Systems (Norfolk)BAE Systems (San Francisco)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 & SESmarineLagersmitIntelligent EngineeringKET Marine

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) UAE

Damen Shiprepair Van Brink Rotterdam, The NetherlandsDamen Shiprepair Vlissingen, The NetherlandsDesan Shipyard, Tuzla Bay, Istanbul, TurkeyFincantieri Shipyards (Palermo, Trieste, Muggiano), ItalyGrand Bahama Shipyard, Freeport, BahamasRiga Shipyard & Leipaja Shipyard, LatviaVigor Industrial, Portland, Oregon USA

L&R MIDLAND INC.788 W Sam Houston Pkwy NorthSuite 200Houston, TX 77024USATel: + 001 713 680 0909 Fax: +001 713 680 9704Email: [email protected]: www.lrmidland.comContact: Tom McQuilling

Ryan Smith Stephen Willrich

Shipyards RepresentedSembcorp Marine (Singapore) Sembcorp Marine Admiralty Yard

Sembcorp Marine Benoi Yard Sembcorp Marine Pandan Yard Sembcorp Marine Tanjong Kling Yard Sembcorp Marine Tuas Boulevard Yard Sembcorp Marine Tuas Crescent Yard Sembcorp Marine Tuas Road Yard

Damen Shiprepair & Conversion Amsterdam Rotterdam Vlissingen Dunkerque (France) Brest

Fincantieri (Italy)Grand Bahama Shipyard (Freeport)Odessos Ship Repair Yard (Bulgaria)

United States

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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 RepresentedMetalo ck 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 drydock, afloat, as well as underwaterSKF Coupling Systems AB: OKC and OKCS Shaft Couplings, OKF Flange Couplings,Supergrip BoltsTurbulo 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 andMounting ServiceUnderwater Repairs and Service

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SHIP AND OFFSHORE REPAIR JOURNAL | Volume 14 ... 14 Issue 4 – Page 7 DSVBr completes heavy lift...

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Transcript of SHIP AND OFFSHORE REPAIR JOURNAL | Volume 14 ... 14 Issue 4 – Page 7 DSVBr completes heavy lift...