Volume 9 Issue 5 December 2011/January 2012 - Ship Repair Journal

Volume 9 Issue 5 December 2011/January 2012

Welcome 

Welcome to the December/January issue of our journal. 

As you will notice from the Front Cover – we have changed 

the name to SORJ (Ship and Offshore Repair Journal). This 

reflects the amount of articles in the journal from the offshore 

oil and gas industry, as well as the fact that so many shiprepair 

yards throughout the world are now heavily dependent upon 

this industry for work. We will not be forgetting the more 

conventional shiprepair and conversion industries, but will 

simply broaden our horizons slightly to include offshore. 

Alan Thorpe 

Front Cover 

The front Cover of this edition shows Portugal's Lisnave, one of Europe's most successful shipyards in the general repair market. The majority of work completed 

by Lisnave is for 'repeat' customers – a fine recommendation for the shipyard. 

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. 

©2012 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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Europe £55/$114, rest of the world £63/$120. 

Send remittance to: Subscription Manager, Ship and Offshore 

Repair Journal, 131a Furtherwick Road, Canvey Island, Essex 

SS8 7AT, United Kingdom. Existing subscribers should send 

change of address details to this address. 

Ship and Offshore Repair Journal is published bi-monthly 

by A&A Thorpe, 131a Furtherwick Road, Canvey Island, 

Essex SS8 7AT, United Kingdom. Telephone: +44 (0)1268 

511300, 

Fax: +44 (0)1268 510467 

Web: www.shipandoffshorerepair.com 

4 Ship Repair Yards 

8 Repairs 

14 South Africa 

18 Offshore 

25 Norway 

28 Services 

32 Sensors 

34 Paints and Coatings 

38 Underwater Repairs 

Email: shipaat@aol.com 

EDITOR 

Alan Thorpe, 131a Furtherwick Road 

Canvey Island, Essex SS8 7AT, United Kingdom. 

Telephone: +44 (0)1268 511300 

Fax: +44 (0)1268 510467 


DEPUTY EDITOR 

Paul Bartlett 

Telephone: +44 (0)1844 273960 

Email: pbmc@gotadsl.co.uk 

FAR EAST BUREAU 

Contact: Ed Ion 

Telephone: +65 6222 6375 

Mobile: +65 9111 6871 

Email: edward.ion@helixmedia.asia 

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or contact Sue Morson at A&A Thorpe 

Telephone: +44 (0)1268 511300 


44 Machinery Repairs 

54 Emissions 

58 Ballast 

62 Cruise and Ferry 

78 Shipmanagement 

81 Agents/People 

83 Dock Gate 

84 Agents Contact Directory 

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PRODUCTION 

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Email: production@shipandoffshorerepair.com 

SORJ WEBSITE 

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A website is available for readers to find out the latest details 

about SRJ (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. 

Volume 9 Issue 5 – Page 3

ASRY celebrates 

35 years 

December 2011 saw the celebration of the 

35th anniversary of Bahrain’s ASRY since 

opening in 1971 with one large 500,000 

dwt graving dock (A Special Anniversary 

Supplement is published with this issue). During 

1991 ASRY purchased two floating docks from 

a US shipyard in Jacksonville, thus increasing its 

capacity significantly. However, it has been over 

recent years that the yard has really developed. 

Under the leadership of Chis Potter, ASRY first 

of all built a new slipway, thus entering the small 

ship market – especially the offshore supply 

vessel repair market. This week also saw the 

opening of a new 1.38 kms repair jetty. 

In 2008 ASRY formed ASRY Offshore 

Services (AOS) and successfully entered the 

rig repair market. Alongside ASRY’s shipyard 

there is a basin which is used by offshore rig 

operators to stack units not working. This, along 

with rigs entering the yard for repairs direct from 

their stations, has proved extremely beneficial to 

ASRY’s turnover. According to Chris Potter, “We 

are looking to increase the offshore content of 

the company’s turnover to some 40% over the 

coming years.” 

The latest ASRY expansion (ASRY Energy) has 

involved a joint venture with UK-based Centrax 

Ltd for the construction of power barges for use 

in developing nations and in areas suffering 

from natural devastation where power supplies 

have been knocked out. The barges, capable of 

producing up to 125 MW, comprise two Rolls- 

Royce gas turbines. 

ASRY’s new 1.38 kms Repair Quay Wall, 

located north east of the existing yard in an area 

known as the ASRY Basin, has been designed 

by the UK’s Royal Haskoning and built by local 

company Nass Contracting. With an alongside 

water depth of 12 m, the new facility is capable 

of accommodating three 300,000 dwt vessels 

simultaneously. Craneage will comprise two 

level-luffing cranes, running on rails, designed 

and built by Germany’s Ardelt. The cranes, 

of the company’s Kranich range of single-jib 

cranes, are lightweight, flexible units, offering 

extremely low maintenance and tailored for the 

demanding requirements of shiprepair as well 

as offshore rig repairs and installation work. 

One of the cranes will be a Kranich 1000- 

47, the other a Kranich 1000-28, both with a 

maximum lift of 30 t swl. Ardelt will install both 

new cranes in March 2012. 

During the anniversary celebrations in 

December, ships under repair at ASRY included 

KOTC’s 35,644 product tanker Al Sabiyah and 

her sistership Al Kuwaitiah. Other ships in the 

Page 4 – www.shipandoffshorerepair.com 

Ship Repair Yards 

The Maersk Idaho in ASRY 

yard at that time include Pratibha Shipping’s 

40,146 dwt product tanker Pratibha Tapi, 

ADC’s jack-up rig Bima, Red Sea Marine 

Services’ 95,628 dwt tanker Al Anbariah, 

V Ships (MARCAS)’s 37,227 dwt bulk carrier 

Paula II, and Tidewater (Singapore)’s anchor 

handling tug/offshore supply vessel Kirkconnell 

Tide, which is on the yard’s slipway. Also in 

the large graving dock was Moller-Maersk’s 

51,100 dwt containership Maersk Idaho, which 

is currently on charter to the US Military Sealift 

Command (MSC). This is the ninth such vessel 

repaired by ASRY during this year (2011). 

ASRY has work scheduled to mid-February 

2012, with vessels due at the yard – KOTC’s 

49,880 dwt LPG tanker Gas Al Gurain, 

69,789 dwt product tanker Al Salam II, and 

the 69,835 dwt product tanker Al Soor II, 

Bakri’s 95,628 dwt product tanker Al Anbariah, 

two vehicle carriers from American RO’s the 

49,814 grt Honor, and the 47,219 grt Patriot, 

V Ships’ 37,227 dwt bulk carrier Paula II, 

SeaChange’s 22,965 dwt containership 

Positano, and the 13,143 dwt cargo vessel 

UCO XX. 

Other vessels recently on the slipway include 

– Bilberry/Tuskar Shipping’s 1,600 m³ trailing 

suction hopper dredger Abbotsgrange, Great 

Lakes Dredge and Dock’s 2,750 m³ trailing 

suction hopper dredger Manhattan Island, and 

Bourboun Offshore Greenmar’s 1,603 dwt 

anchor handling tug/offshore supply vessel 

Bourbon Thera. 

Since the turn of the year ship repair projects 

in ASRY have included the Odfjell-owned 

24,728 dwt chemical tanker Bow Eagle and 

Mid-Ocean (IOM)’s 22,900 dwt containership 

CMA CGM Impala, Pacific International Lines’ 

23,840 dwt containership Kota Anggerik, 

MISC’s 20,000 dwt containership Bunga

Terasek, Mid-East Ship Management’s 300,361 

dwt tanker Safaniyah, London Ship Managers 

(LSM)’s 11,044 dwt reefer vessel Al Zohal 1, the 

9,112 dwt barge CC Biscay (ex JB 2), owned 

by Holland’s Khan Logistics BV, and the 1,498 

grt cutter suction dredger Li Long, owned by 

China Harbour Engineering Arabia Co, of 

Saudi Arabia. Meanwhile, recently on the yard’s 

large slipways was the Smit Transport Singapore 

owned 1,817 dwt, 75 t bollard pull AHT/OSV 

Smit Luzon. 

The large graving dock was recently filled 

with four offshore barges owned by Al Jazeera 

Shipping, Bahrain, all undergoing ballast tank 

steel repair, hull treatment, marking, hull anodes, 

N.D.T., and hull steel repairs etc and all scheduled 

to sail by 6 January. The barges are GTO 188, 

GTO 281, GTO 2503, and GTO 2504. 

Turning to the management side of ASRY, the 

yard has appointed a new Production General 

Manager – he is the 56-year old British national 

Martin Hoskins. A former seagoing marine 

engineer in the British Merchant Navy, Martin 

has held senior positions with both shiprepair 

yards and newbuilding yards. He spent a 

number of years with Drydocks World –Dubai 

and more recently with two Indian shipbuilders – 

namely ABG Shipyard and Bharati Shipyard. 

Sefine moves 

to shiprepair 

Turkey’s Sefine Shipyard has, for some years 

been very active in the newbuilding industry, 

the yard now having a large graving dock 

available for shiprepairs and conversions. 

The yard has the largest drydock in Altinova 

– 240 m x 42 m x 9 m, capable of handling 

ships up to Panamax size. 

The Sefine drydock, is currently served by 

a tower crane with 3.2 t at 60 m capacity, 

with two additional Portal Jib Cranes of 

25 t capacity each and one Gantry Crane 

of 2 x 60 t capacity under construction. 

To undertake the present demand from 

customers, mobile winches are available. 

A specially-designed floating gate allows 

ballasting within three hours through three 

openings each of 600 mm diameter. Deballasting 

is also performed within three 

hours by five e-pumps, each of 6,000 m 3 /h 

capacity. Up to 30 grit blasters, using one 

160 kW, three 250 kW, and one 315 kW 

compressors are available as is a 2,500 bar 

high pressure water jet. There is also 540 

m of alongside quay space, with depths of 


water up to 7 m. In addition to the drydock, 

Sefine Shipyard has a 160 m x 60 m slipway, 

with the capacity of two ships up to 25,000 

dwt. The slipway is served by 2 x 200 t 

capacity Gantry Cranes, also effective 100 m 

behind the slipway. 

A spokesman for the shipyard said, “The 

mainstay of business for the new dry dock, 

the second largest in Turkey, will come 

from owners and operators of panama-size 

vessels. We anticipate that initially the yard 

is looking to repair around 60 vessels/year, 

with the split between newbuilding and repair 

being 50:50. However, we are expecting 

repairs to become the yard’s mainstay of 

activities in a relatively short period of time. 

Depending on the response to the new yard 

from the market, Sefine could be looking 

to add a second-hand floating dock to its 

facility shortly.” 

The major project from the shiprepair and 

conversion market already completed was 

the conversion of a ro/ro vessel to a wagon 

carrier. The vessel involved was the former 

West Express now converted to a wagon 

carrier to transfer Railway Transportation 

vehicles. The conversion project was designed 

by MEB (Marine Engineering Bureau) and 



The West Express under conversion at Turkey’s 

Sefine Shipyard 

the owner of the vessel is Reserved Capital 

Enterprises Corp. 

The upper deck has been lowered 4.2 m 

down to make it suitable for wagon carrying 

– up to 400 t. The superstructure was cut out 

and moved ashore for modification. Extra 

reinforcement and dimensional corrections 

were performed to make it non-obstructive for 

wagon carrying. Extra reinforcement has been 

completed in tanks to increase longitudinal/ 

transverse strength. 

The deck area has been increased by doing 

modifications on bow deck side. All pipelines 

and electrical cable were renewed. The two 

main engines and three diesel generators 

have been overhauled. All steel outfitting 

issues have been performed for wagon 

carrying needs and as per approved drawings. 

A total of 1,850 m new railways fitted and 

approximately 800 t of steel work has been 

performed. A total of 1,000 t steel has been 

taken out and a certain amount was refitted 

after modification – total steel weight has 

increased 1,400 t. 

First months in operation 

at ODC 

After the completion of yard construction last 

April (2011), Oman Drydock Co (ODC) took 

its first step by repairing two split hopper vessels 

owned by Belgium’s Jan De Nul, and redelivered 

1,608 teu German-owned container 

ship Pacific Trader, ex Delmas Nacala during 

August, 2011, and a cement carrier Raysut 1, 

managed by Sekur Holdings Inc of Greece 

during December last year. 

A cruiseship, the 28,891 grt Veronica, ex 

Mona Lisa has been berthed alongside No 1 

quay since October last year, the vessel being 

under internal refurbishment for use by clients 

visiting Duqm, as floating hotel. She was 

drydocked during September and re-delivered 

some two months later. 

By re-delivering the 149,172 m 3 LNG 

tanker Muscat LNG, which belongs to Oman 


Shipping Company during October 2011, one 

day earlier than scheduled, ODC begun to 

make its mark as a qualified repair yard. The 

yard also delivered (on time) Kobe Shipping’s 

47,747 grt vehicle carrier Princess VII during 

December last year. 

Since last April, ODC has completed 45 

repair projects including the above-mentioned 

vessels, and three vessels were under repair 

in mid-January, including the small tanker 

Oasis 1. The technical expertise at the 

yard increases each time a repair project is 

completed, especially with regard to such hightechnique 

vessels such as LNG tankers and the 

conversion work. 

The marketing division communicates with 

a network of international agents to capture 

local and global clients through a set or 

promotional and marketing channels. And, 

ODC has been taking part in the shipping 

exhibitions in the different part of the world, 

through which ODC would like to closely 

approach the major shipping companies and 

vessel owners. 

In 2006, Omani Government and South 

Korea’3 Daewoo Shipbuilding and Marine 

Engineering (DSME) signed a contract of 

operation and management of ODC located in 

central area of Oman to develop and diversify 

heavy industries in Oman.Currently 50 people 

of above manager class including CEO from 

DSME are working for the yard. 

ODC secured a total 1.3m m 2 of land in 

Duqm and the yard is equipped with VLCC/ 

ULCC class graving docks (410 m x 95 m and 

410 m x 80 m), a total of five quays of 2,800 m 

long, 14 units of jib cranes with lifting capacity 

of 100 ton to 40 ton and slop & sludge 

treatment facility storing 10,000 m 3 . 

The Oasis 1 in ODC during January this year 

The yard is designed to serve not only ship 

repair and conversion but also fabrication of 

any type of onshore and offshore structures in 

the Middle East area such as steel structures, 

pipe spools and modules of onshore plant, 

topsides and jacket of fixed platform, etc. 

Particularly, ODC has a good location outside 

the Straits of Hormuz and will play an important 

role for Middle East to become a promising 

hub of ship repair, conversion and offshore 

fabrication projects. 

New name for 

Götaverken Cityvarvet 

Sweden’s Götaverken Cityvarvet, Gothenburg, 

part of Holland’s Damen Group, is to 

change its name in March this year to Damen 

Shiprepair Götaverken, complete with a new 

yard entrance, upgrade of workshops, public 

image and website. 

The yard recently repaired six vessels 

including Marpetrol’s 6,802 dwt tanker Mar 

Cristina and Ektank’s 12,162 dwt tanker 

Ekfjord, both in drydock. The repair to the 

Mar Cristina involves some 300 tonnes of 

steel renewal, extensive stainless steel pipe 

renewal and a full tank coating programme. 

Other ships in the yard include another 

tanker from Ektank, the 13,683 dwt Ek-Star, 

Tamira Rederi’s 1,100 dwt bunker tanker 

Oljaren, BRP Shipping’ 3,364 dwt tanker Fox 

Sunrise, and Brax Shipping’s 21,162 grt ro/ 

ro vessel Transfer. 

Meanwhile, Stephan Aumann has been 

appointed as Commercial Director of the 

yard. SORJ

The European Supporter arriving at A&P’s Tyne shipyard 

Activities at A&P 

At A&P Group’s Tyne yard the 3,083 grt DP 

Reel, a wind farm support and coastal vessel 

owned by Red7Marine and managed by 

Gardline Group was recently in drydock for 

two weeks for minor repairs and thruster work. 

P & O Maritime’s cable-laying vessel European 

Supporter was also alongside at the Tyne yard 

for ongoing repair work. A&P won a contract 

with the Australian-based company earlier in the 

year already completing conversion work on this 

impressive cable laying vessel. The 106 m long 

vessel is equipped to perform a wide variety of 

installation, cable handling and burial tasks for 

the offshore renewables, telecommunications 

and oil and gas sectors. 

A&P has already manufactured and installed 

a 7 m long, abrasion-resistant steel chute onto 

the vessel’s stern, from which cables are lowered 

onto the seabed. Other work included a major 

overhaul of the generators, modifications to the 

steelwork inside the hangar accommodating the 

robotically operated vehicles (ROVs) and to the 

switchboard, electrical repairs and refurbishment 

of the pumps. 

The Tyne yard’s fabrication facility has also 

remained busy throughout the summer with the 

manufacturing of subsea mid-water arches and 

the completion of QE Class carrier. The yard is 

currently working on the manufacture of a crane 

boom rest for Subsea 7. 

A&P’s yard in Falmouth has completed 

work on Eships’ 13,130 dwt chemical tanker 


Repairs 

Eships Barracuda, which is owned by Middle 

East-based Eships. Eships has drydocked three 

vessels at A&P Falmouth over the past two 

months, work on all three vessels including 

survey renewal, painting and general repairs. 

BP Shipping’s 46,248 dwt product tanker 

British Tenacity arrived at the Falmouth yard for 

an 18-day refit, which includes general survey 

and repair, new grey water holding tank and 

various steelworks and repairs. The 183 m 

tanker is one of BP’s 12 Virtue class tankers built 

with a double hull, which operate worldwide. 

Seajack’s wind farm jack up installation 

vessel Seajacks Kraken returned to A&P 

Falmouth recently and the yard installed a 

helipad on-board the ship. The Seajacks Kraken 

was one of two ships that visited the yard this 

year under a multi-million pound contract to 

construct and install 100 t blade racks for two 

of the self-propelled jack-up vessels. The stateof-the-art 

vessels are purpose built for installing 

and maintaining offshore wind turbines. 

Following the departure of the RFA Largs Bay 

and its handover to the Australian Department 

of Defence last month, the RFA Cardigan Bay 

arrived at the Falmouth yard in August where it 

is undergoing a major refit with work ongoing 

until January next year. A&P Group has a 

contract with the MOD to provide upkeep 

support to Royal Fleet Auxiliary ships, with the 

partnership leading to a more economical 

approach to ship repair and maintenance 

throughout the RFA flotilla. 

Cemex Marine’s 2,370 m³ trailing suction 

hopper dredger Sand Weaver, recently left 

A&P Tees having undergone a 30 year survey 

and life extension at the yard – another Cemex 

Marine vessel, the 4,000 m³ trailing suction 

hopper dredger Sand Fulmer, is due to arrive 

for two weeks dry-docking. The Sand Fulmer is 

a large capacity vessel, where discharge can 

be achieved in three to four hours, allowing for 

rapid supply of marine aggregates. 

The 2,968 m³ trailing suction hopper 

dredger UKD Marlin, owned by UK Dredging, is 

currently undergoing work at the Tees yard which 

includes a tailshaft, CPP and dredge equipment 

overhaul – the 85 m dredger is designed for 

use in open sea and estuarial locations and 

has the ability and manoeuvrability to dredge in 

confined locations. 

As close neighbours to Svitzer Marine’s 

Teeside base, A&P’s Teeside yard is currently 

working on one of the Svitzer fleet of harbour 

tugs – the vessel is in drydock undergoing 

an overhaul of two propulsion units and 

also having sea valves, anchors and chains 

cleaned. The 77 m offshore support vessel 

Jan Steen returns to Tees where new modular 

accommodation will be added. The ship will 

also go into drydock to undergo bow thruster 

modification and new blades. The ship visited 

the yard in July earlier this year when UK based 

Global Marine Services contracted the Tees 

yard to carry out work prior to the Jan Steen 

undertaking cable laying in the North Sea. 

At that time A&P Tees announced that it was 

actively moving into the offshore mobilisation 

and demobilisation market and works on three 

or four ships from the sector each year.

More LNG tanker repairs 

for Navantia 

During October last year Spain’s Navantia, 

Fene-Ferrol focused its shiprepair activity on the 

drydocking and/or repairs of seven commercial 

vessels and seven military units of the Spanish 

Navy. As in previous periods, most of the work 

undertaken during October is on-board gas 

carriers, a total of 21 such projects undertaken 

so far this year – 18 LNG tankers and three 

LPG tankers. 

LNG tankers repaired at the Ferrol yard in 

October include Anglo Eastern Management’s 

126,530 m³ LNG Edo, STASCO’s 122,000 m³ 

Port Harcourt, BP Shippings’ 155,000 m³ British 

Diamond, and Hoegh LNG’s 126,540 m 3 

Matthew. The most remarkable works in 

October corresponded to the inspection, 

overhaul and repair works usually associated 

with LNG repairs, especially in connection 

with their propulsion systems, natural gas 

cargo tank containment systems, cryogenic 

pumps and equipment, cargo and inert gas 

lines, mechanical repairs of equipment and 

machinery, hull surface treatment and ballast 

tank coating, structural steel renewals, etc. 

Also recently under repair was the 30,947 

tanker Naparima, which is operated out of 

The LNG Edo in Fene-Ferrol 

London by MOL Tanker Management (Europe), 

and the 50,251 dwt tanker Yasa Seyhan, from 

the Turkish owner YASA Tankercilik. 

During October the yard also started 

alongside the repair of the world’s biggest 

fish factory vessel Lafayette, owned by the 

fishing company Pacific Andes; this vessel will 

also be drydocked later in the year. It is a very 

sophisticated vessel resulting from the recent 

conversion of a tanker into a modern fish 


factory vessel, with a total crew of approximately 

300 persons. This vessel, before its conversion, 

had been drydocked in Ferrol in the 90s as 

Protank Orinoco. 

In Navantia Cadiz – San Fernando a total of 

eleven vessels, ten merchant ships and one navy 

vessel, were repaired including those repair 

projects started at an earlier date and continued 

during the same period. 

Dr Peters’ 12,950 dwt containership Husky 



Racer, belonging to the repeat client Quadrant, 

drydocked in mid-October and received her 

standard drydocking works including extensive 

hull blasting and painting work, as well as 

the revision of the tail shaft and substitution of 

seals, the dismounting of the propeller blades 

to change the corresponding seals and the 

dismounting of the rudder blade in order to 

renew the rudder pintle bush. Several tanks 

were cleaned prior to the execution of steel 

renewal work and a total of 11 hatch covers 

were brought ashore in order to carry out the 

corresponding repair work. 

Sovcomflot’s 47,125 dwt product tanker 

SCF Neva received standard drydocking works 

including hull blasting and painting work and 

the renewal of piping in the engine room and 

steel in tanks. The boilers were cleaned and 

many electric motors were also overhauled. 

Modifications were carried out on fairlead 

rollers and the vessel’s main engine and 

turbocharge were both overhauled. 

BW Gas’s 148,300 m³ LNG tanker LNG 

Lokoja drydocked at Cadiz at the start of the 

month to carry out a very extensive repair, 

including her standard works in addition to the 

inspection of all of the elements of her cargo 

system, such as tanks, membranes, safety valves 

and piping sections, as well as the cleaning 

and repair of the main condenser and boilers. 

The shaft seals were renewed and a lifeboat 

davit was fully repaired for certification. The 

main boiler gas uptake bellows were also 

repaired and the electric motors belonging to 

the ventilation fans in the cargo areas were all 

overhauled. 

The arrival of Royal Caribbean Cruises’ 

69,130 grt luxury cruise liner Splendour of 

the Seas at the end of October is especially 

noteworthy; she is due to remain at the yard for 

one month of extensive repairs and upgrading, 

the most part of which is scheduled to be 

carried out during the month of November. 

Remolques Maritimos’ rescue tug Miguel de 

Cervantes drydocked at Cadiz at the start of 

the month to carry out her standard drydocking 

works as well as the overhaul of a winch and a 

The River Boyne (left) and the 

Noble Discoverer in Forgacs 


capstan, the cleaning of several coolers and the 

polishing of the propellers. 

Other vessels repaired – Knutsen OAS 

Shipping’s 141,720 dwt crude tanker 

Catherine Knutsen, Draxl Schiffahrts 6,850 

dwt containership Kirsten, Pioneer Ship 

Management Services’ 55,800 dwt bulk 

carrier Torm Regina, 22,340 dwt containership 

Maestra Caribe, and the Adriano Tercero. 

At Navantia Cartagena five navy and four 

civil vessels were repaired – Yacht A finished its 

paint work and stabiliser repairs, leaving our 

installations at the beginning of the month; the 

mega yacht Private Lives came into the Syncrolift 

during the first week in order to overhaul shafts, 

propellers, rudders, work on the starboard side 

stabiliser as well as painting the bottom hull; 

yacht Sequel P was dry docked to overhaul 

shafts and paint the bottom hull, and the 

dredger Jacomina was docked to overhaul the 

valves and paint the complete hull 

Busy times at Forgacs 

Australia’s Forgacs Engineering has recently 

experienced a full order book at its Cairncross 

dockyard facility in Brisbane, Australia, over the 

past few months. A number of dry-dockings 

and refits have been undertaken including 

the Royal New Zealand Navy’s multi-role 

vessel Canterbury, Schoening Bereederung’s 

12,306 dwt containership JRS Pegasus, Winter 

Gebruder’s 13,760 dwt containership BC San 

Francisco, P&O Maritime Services’ research 

survey vessel Aurora Australis, and Noble 

Drilling’s drill ship Noble Discoverer. 

Also during this time a full schedule of work 

has successfully been undertaken at the wet 

berth with a number of vessels undergoing 

afloat maintenance and repair work including 

boiler surveys on ASP Ship Management’s 

76,308 dwt ore carrier River Boyne, sister vessel 

to the River Embley, which was successfully 

repaired at Forgacs in Brisbane earlier in the 

year. The company’s in-water repair team has 

also been kept very busy with voyage repair 

work on many types of vessels in Brisbane and 

the surrounding ports. 

Earlier this year, Forgacs Dockyard’s 

Newcastle operation acquired prime site 

facilities at Fitzroy Street, adjacent to the 

company’s established ship repair site at 

Carrington. The expansion of the Newcastle 

site offers greater ship repair capability and 

both slipways are enjoying high occupancy 

levels. The acquisition of the Fitzroy site has 

also enabled Forgacs to grow its new building 

capability, adding to the construction capacity of 

its principal shipyard at Tomago. 

Repair and conversion 

work at Yiu Lian 

China’s Yiu Lian Dockyards (Shekou), the biggest 

ship-repair facility in the country, moved to a new 

location on Mazhou Island in the Pearl River delta, 

in 2007. This was to accommodate higher levels 

of demand for its ship repair services. The new 

facility occupies an area of 700,000 m 2 in total 

and includes two new VLCC drydocks, measuring 

400 m × 83 m and 360 m × 67 m as well as 

ship repair quays of 3,010 m in length overall. In 

addition, the yard has two existing floating docks, 

which measure 250 m × 36 m and 200 m × 32 

m, and can handle vessels up to 40,000 dwt – 

80,000 dwt respectively. 

Vessels recently undergoing repairs at the 

yard include – NYK’s 320,000 dwt tanker 

Takaoka, Berg Bulk’s 364,767 dwt ore 

carrier Berge Stahl, and MISC’s 45,612 dwt 

chemical tanker Bunga Balsam, along with 

two conversions for Seamar, the 301,569 

dwt tanker ORE Paqueta, and the 301,389 

dwt tanker ORE Corumba; both are being 

converted to VLOC’s. 

Yiu Lian has also seen a number of tankers in 

the yard – OSG Ship Management’s 273,539 

dwt Overseas Equatorial, Titan Ocean’s 

284,497 dwt Ticen Ocean, Moller Maersk’s 

109,579 product tanker Maersk Prime, Aurora 

Tankers’ 45,363 dwt oil tanker Selendang 

Ratna, and MISC’s 104,555 dwt Eagle Seville. 

Other vessels currently under repair include 

– Berg Bulk’s 211,201 dwt bulk carrier SG 

Prosperity, Synergy Marine’s 68,086 dwt 

containership Hanjin Venezia, Kitaura’s 76,596 

dwt bulk carrier Coral Diamond, Osaka A’s 

55,500 dwt bulk carrier Vega Rose, Valiant’s 

47,698 dwt bulk carrier Irini, Lemissoler’s 

43,401 dwt containership Govern, Sinopec’s 

1,597 grt tug/supply ship Dong Fang Yong 

Shi, also 9,511 dwt cargo vessel Sheng Tai 6, 

31,760 dwt bulk carrier Ikan Jerung, and the 

1,254 dwt tug Nan Hai 221. 

Teekay at Remontowa 

Poland’s Remontowa, Gdansk has benefited 

from an agreement with Teekay Marine 

regarding its fleet of tankers, which operate 

in and around the North Sea. The yard has 

repaired a total of seven such tankers last year, 

the latest being the 149,000 dwt Navion Saga. 

Other Teekay tankers repaired this year include 

the 126,749 dwt Navion Scandia, her sistership 

Navion Anglia, the 127,466 dwt Stena Alexita, 

the 108,073 dwt Stena Natalita, the 160,083 

dwt Huelva Spirit, and the Apollo Spirit.


One of the Teekay marine shuttle tankers 

in Remontowa 

Remontowa has also recently completed the 

modification on-board two Stena Line ferries, 

both former Tallink vessels now destined for 

the Stranraer/Belfast service. Both vessels, the 

Superfast VII and the Superfast VIII, entered 

Remontowa in August for a major modification 

and upgrade, which included conversion from 

over-night ferries to day ferries. 

Also recently in the shipyard is DEME’s rockcarrying 

vessel Rolling Stone, which has been 

recently working in St Petersburg for Tideway, 

a subsidiary of DEME, and called in the 

Gdansk shipyard for repairs on her way back to 

northern Europe. 

Other ships currently in the yard include 

Maersk’s 29,015 dwt product tanker Britta 

Maersk, and the 16,563 dwt product tanker 

Nyborg Maersk, Stena Line’s 29,846 grt 

passenger/car ferry Stena Feronia, Bro Tankers’ 

16,533 dwt tanker Bro Nibe, which is now part 

of the Maersk Tankers’ fleet, and Antony Veder’s 

5,000 LPG tanker Coral Meandra. 

Floating dock 

leaves Cernaval 

December saw the floating dock Andalucia 

leave Spain’s Astilleros Cernaval, Algeciras, for 

The Mario Lopez floating dock in Cernaval 


The Northern Valour in N-KOM 

Malaga for re-installation at Astilleros Mario 

Lopez (which is part of the same Group as 

Astilleros Cernaval). The floating dock has 

been lengthened by 45 m to a new length 

overall of 146 m. The modification comprised 

some 3,000 t of steel in four new pontoons 

to reach the new length. This modification 

and upgrade was carried out during 60 days 

docking within the yard’s graving dock in the 

port of Algeciras bay. 

Meanwhile, ships recently in Astilleros 

Cernaval include Masumoto’s 10,379 dwt 

reefer vessel Ivory Girl, Imperial Shipping’s 

4,565 dwt ro/ro vessel Hansaland and 

Wagenborg Shipping’s 9,085 dwt general 

cargo vessel Kasteelborg. 

First anniversary 

for N-KOM 

Nakilat-Keppel Offshore & Marine (N-KOM) 

celebrated its first year anniversary on 23 

November 2011. Since its inauguration last 

year, the Qatar’s shipyard has successfully 

completed over 45 projects for the offshore 

and marine industry. With 19 LNG repaired 

in the past year, N-KOM is poised to become 

the world’s leading LNG shiprepair yard, with 

its strategic location close-by LNG terminals 

complementing Qatar’s role as a leading 

exporter of LNG world-wide. 

The yard is certified by Det Norkse Veritas 

(DNV) for ISO 9001,ISO 14001 and OHSAS 

18001, and has recently been certified by 

ASME for the following : “U”,”U2”,”S” and “PP” 

stamps , and the National Board “R” stamp. 

This enables the yard to offer a comprehensive 

range of solutions to the offshore, onshore and 

marine industries. 

Since November, the yard has carried out 

afloat repairs for two LNG carriers’ from 

STASCO the 261,700 m 3 Al Ghuwairiya and 

the 210,100 m 3 Al Nuaman (repairs were to 

the main engine and the ballast line in duct 

keel), Stanford Marine’s support vessel Stanford 

Challenger, and Karl Schluter’s 40,114 dwt 

containership Northern Valour. The container 

vessel is undergoing major steel repairs in 

ballast tanks, cargo holds, hatch covers, major 

overhauling of the bow thruster and main 

engine, grid blasting and full painting in the 

shipyard’s 360 m x 66 m Drydock No1. SORJ

EBH Group capitalises 

on opportunities 

Strategically located around the treacherous 

southern African coastline, the Elgin Brown & 

Hamer (EBH) group reports a successful year 

with the completion of a number of major 

contracts and an extensive programme of 

scheduled repairs to vessels of all sizes, from 

large container ships to small tugs. Director 

Willem Kruk reports that the group has a full 

order book and that the outlook for the year is 

very encouraging. 

Rob Deane, managing director of the 

Durban-based Group, told SORJ that there are 

numerous growth opportunities for the South 

African industry. “The oil and gas exploration 

currently being undertaken off the east coast 

could result in the establishment of a large oil 

and gas industry that will be serviced by local 

ship repair firms.” 

Along the west coast, offshore exploration has 

created substantial demand for the ship and rig 

repair services provided by EBH Namibia, which 

has two floating docks, both of which were 

fully booked throughout the year. According to 

Deane, the proposed expansion of the Durban 

Port would increase capacity from 3m to 12m 

teu. This would create considerable opportunity 

for the repair industry in the long term, he said. 

During October, the docking of a huge derrick 

barge, the 120.0 m x 31.7 m DB Superior Pride, 

at EBH’s Bayhead shipyards in Durban drew 

widespread interest. Utilised in the oil industry to 

service oil platforms, the 16,348 grt barge was 

towed to the port by a powerful American oceangoing 

tug, Gulf Service, to undergo drydocking 

and general maintenance repairs. 

Once outside the port, three harbour tugs 

took over, bringing her to the EBH Quay and 

subsequently into the drydock. The barge has 

The two Fairmount tugs in Eldock, Durban 


South Africa 

a six-deck accommodation and control section 

and can accommodate up to 300 people, with 

its own hospital for emergencies. The main 

hoist of the massive crane has a lifting capacity 

of 800 tons at a 26.7 m reach with a working 

radius of between 8.5 and 52 m. The auxiliary 

hoist has a lifting capacity of 120 tons at 35 m 

with a working radius of between 16 and 72 m. 

During 2011, two 2006-built, 3,233-gt 

ocean-going tug sisterships – Fairmount Glacier 

and Fairmount Alpine, both arrived in Durban to 

undergo maintenance repairs and were initially 

double banked on the EBH quay. Thereafter, 

the 75 m vessels were drydocked back-toback 

on EBH’s floating dock, Eldock, enabling 

work on the tail shafts and propellers to be 

undertaken with maximum efficiency. Repairs to 

the Fairmount Glacier also included the removal 

and overhaul of the 35 ton stern roller. 

A recent first for EBH Durban was the tandem 

docking of two Jo Tankers, the 25,032 dwt Jo 

Betula and the 25,148 dwt Jo Kashi, in the portowned 

graving dock. By having the two vessels 

together, EBH could undertake the repairs and 

drydock work in parallel. While the Jo Betula 

was a planned docking, the Jo Kashi was an 

emergency project due to stern tube bearing 

damage. Work was also undertaken on the 

boilers, which were repaired in situ. 

The EBH group operates in Durban, East 

London, Cape Town and the Namibian port of 

Walvis Bay. Facilities include floating docks with 

multiple docking capacity, fully equipped repair 

quays and machine shops, a floating crane, 

barges and a tug. A full in house capacity in 

all aspects of ship repair is provided, as well as 

deploying riding crews to vessels worldwide. On 

average, EBH repairs up to 600 vessels a year, 

of which more than 130 are docked. 

One of the main elements of the contract 

called for the provision and fitting of 516 timber 

fenders – 92 tonnes in all 

New facilities at 

DCD-Dorbyl 

DCD-Dorbyl Marine has launched the 

upgraded A-Berth facility. Designed and built to 

provide the local and international oil and gas 

industry with a multi-disciplinary engineering, 

repair and refurbishment facility, the state-ofthe-art 

A-Berth is set to provide a benchmark 

for the industry. Based in the Port of Cape 

Town, with facilities in Saldanha Bay and a joint 

venture in East London, DCD-Dorbyl has built 

a reputation as a fine ship repair and general 

engineering company since the early 1900’s. 

The Port of Cape Town has seen the 

successful completion of a number of large 

scale offshore oil and gas projects over the years 

and management at DCD-Dorbyl believes that, 

with the upgrading of the A-Berth facility, the 

company will be able to provide unparalleled 

service for any conceivable future projects. 

The upgraded A-Berth facility has a 275 

m long quay and allows berthing of vessels 

with a draft of up to 12 m. The laydown area 

is 42,700 m 2 , with a warehouse facility of 

2,760 m 2 , office space of 1,000 m 2 and a 

medical facility. Access to the berth is provided 

around the clock and clients can rest assured 

that security is paramount, with ISPS, Port 

security, a secured site and CCTV surveillance 

ensuring the safekeeping of their vessels. 

New accreditation 

for Dormac 

Dormac recently announced that its Durban 

branch has been awarded two internationally 

recognised Det Norske Veritas accreditations, 

ISO 14001 and OHSAS 18001, while in

South Africa 

The DB Superior Pride in the graving dock in Durban (see previous page) 

addition the Cape Town and Saldanha branches 

each achieved additional accreditation of DNV 

ISO 9001. The Durban branch of the company 

has been ISO 9001 accredited for some 

years. With the establishment of the Dormac 

Offshore division, management and the 

board reiterated its objectives of obtaining an 

internationally recognised Quality, Health, Safety 

and Environmental system and subsequent 

accreditation. 

A number of repairs have been carried 

out in Durban – Habro Kongea 1’s 5392 

dwt general cargo vessel Thor Light (general 

repairs including crane pedestal repairs), the 

1969-built US Navy-owned Scripps Institute 

of Oceanography research vessel Melville 

(general repairs), Sinotrans’ 24,021 dwt bulk 

carrier Great Friendship (general repairs), 

Berlian’s 31,114 dwt product tanker Gandari 

(general repairs), the Port of Maputo tug Xefina 

(Mechanical riding squad dispatched to Maputo 

to carry out complete removal and repairs to 

the port tug’s shuttle units), Sinotrans’ 180,246 

dwt bulk carrier Great Tang (tail shaft repairs 

carried out in Durban. Repairs on the 8 month 

old vessel, whilst afloat, included the withdrawal 

of the tail shaft, liner as well as HP water jet 

cutting of the main bush), Swire’s 2,100 dwt 

AHTS Pacific Retriever (Simplex technician 

traveled to the drydock in Abijan to carry out the 


bonding of stern tube seals), Subtech’s carne/ 

work barge Aegir 30 (steel renewals as well as 

blasting and the application of a fresh coat of 

paint), Suntech’s barge Imvubu (manufactured 

and installed complete new stern ramp), and 

two bulk carriers from Holbud Shipmanagement 

– the 37,636 dwt Al Qawiyyu (supplied 

materials labour equipment in way of steel and 

pipe repairs, repairs carried out in record time 

in order to meet the vessels very short port call), 

and the 44,062 dwt Restorer (repairs included 

the complete removal of crane jib number 1. 

The jib was transported to the Dormac yard, 

where it was jigged down and the damaged 

steel cropped out and renewed). 

Meanwhile, repair projects recently underway 

in Dormac’s Cape Town yard include CITIC’s 

115,000 dwt bulk carrier Magsenger 2 (assisted 

with the change out of Main Engine and all 

relevant components. (Cape Town Harbour) 

on this brand new Cape Size vessel), Vale’s 

400,000 dwt ore carrier Vale China (the first 

Valemax – 369m x 65m to call a South African 

Port: Additional steel stiffening in wing tanks 

as per Class instructions and requirements- 

carried out at inner anchorage, Saldanha Bay), 

the Royal Fleet Auxiliary fleet oiler Gold Rover 

(general repairs), the cargo vessel O.C.C Jaguar 

(replacement of valves and piping in Cape 

Town Harbour), the Royal Mail vessel St Helena 

(this vessel calls at Cape Town every four/five 

weeks with general ship repair requirements), 

and Ensco’s drillship Ensco DS1, ex Pride Africa 

(fabrication of new crane pedestals). 

At Dormac’s Walvis Bay yard in Namibia, 

work has progressed on-board Pic Shipping’s 

8,890 dwt general cargo vessel Daniela 

(removed damaged crane jib from the vessel 

and transported to the yard, performed crop and 

renew of various damaged sections, stripped out 

damaged crane cab and hydraulic equipment 

and performed steel repairs on crane housing. 

Fitted new owner-supplied hydraulic and electrical 

equipment to crane. Transported repaired jib to 

vessel and fitted on-board. Completed installation 

of remaining equipment and commission/load 

test crane. Replaced all anchor chains with new, 

Thein’s 12,920 dwt containership Stadt Flensburg 

(performed cell guide repairs), Estonia Shipping’s 

12,126 dwt containership Safmarine Onne 

(performed electrical fault finding & repairs to 

power generation system), Transeste’s 42,200 dwt 

containership Widukind (supplied various steel 

profiles) and Songa Offshore’s semi-submersible 

drilling rig Songa Eclipse (supplied welding 

equipment, welding consumables and team of 

welders and supervision to perform welding on 

high pressure mud lines – on-going since 15 

December 2011 and due for completion by end 

of January 2012). SORJ

West Java project 

nears completion 

During April last year (2011) Singapore’s 

Jurong Shipyard Ltd (JSL), a wholly-owned 

subsidiary of Sembcorp Marine, secured an 

approximately S$20m contract from Golar 

LNG Energy to convert the LNG tanker Khannur 

to a Floating Storage and Regasification Unit 

(FSRU) to be renamed West Java FSRU. 

The 125,000-cbm LNG tanker will be 

converted into a FSRU capable of producing 

500 MCFD (million cubic feet per day) of gas, 

with a regasification capacity of approximately 

3.8 MTPA (million metric tonnes per annum). 

The West Java FSRU represents Golar’s 

fourth FSRU project for PT Nusantara Regas, 

a joint venture between Pertamina and PGN. 

On conversion completion, the vessel will be 

installed some 15 kms offshore Muara Karang, 

Jakarta Bay, in Indonesia, where it is contracted 

to operate until the end of 2022, with provision 

for further automatic extension options to 2025 

subject to certain contract conditions. 

Now Sembawang Shipyard, also part of 

SembCorp marine, has won the contract 

to carry out modifications on-board the 

126,300 m 3 LNG tanker LNG Aquarius, which 

is managed out of London by MOL LNG. 

The vessel is to enter an 11 year charter, 

The Khannur in JSL 


Offshore 

involving some 3m t of LNG, at the end of 

January 2012 to operate between the LNG 

gas terminal at Bontang Indonesia, which is 

operated by Pertamina, and the floating gas 

terminal offshore Djakarta (Nusantara ReGas), 

which comprises the West Java FSRU, owned by 

Golar Energy. 

Meanwhile, Cathelco Seafresh is supplying 

reverse osmosis desalinators for the Khannur in 

JSL. Two Cathelco Seafresh ‘Ton’ units will be 

installed on the vessel, each with the capacity 

to produce 40 t of fresh water per day. Fully 

automatic in design, they incorporate water 

quality sensing systems which test the product 

water electronically. Pure water is passed to a 

holding tank, while any which does not reach 

the standard is rejected and sent overboard. 

Offshore accommodation 

vessel contract for 

Sembawang 

Singapore’s Sembcorp Marine’s subsidiary 

Sembawang Shipyard has secured a 

US$140m contract from Equinox Offshore 

Accommodation Limited to convert a ro/pax 

vessel to a DP2 Accommodation and Repair 

Vessel (ARV). 

Sembawang Shipyard has been awarded 

this milestone specialised contract based on 

the shipyard’s capabilities in passenger-ship 

conversion and upgrading and established 

track record in the highly specialised and 

technically challenging field of DP2 and DP3 

offshore vessel conversion work. To be named 

ARV3, the vessel is expected to arrive in the 

shipyard in January 2012 for the conversion 

and modification works. 

The completed ARV3 will be a diesel 

electric DP2 high specification vessel, uniquely 

designed and equipped to provide extensive 

accommodation and workshop facilities to 

support and service offshore facilities and 

projects in deep water areas. ARV 3 will have 

accommodation facilities to comfortably 

house a complement of 450 persons. Upon 

completion in fourth quarter 2012, the versatile 

ARV3 will be deployed to support offshore works 

in Brazil for five years under Owner’s charter 

contract with Petrobras of Brazil. 

Ong Poh Kwee, Managing Director of 

Sembawang Shipyard said “We are very 

pleased to be chosen by Equinox Offshore 

Accommodation for this important project. We 

believe that with our combined expertise, we will 

deliver a high quality and sophisticated offshore 

vessel to meet the stringent requirements of 

Petrobras, Brazil. This award further reaffirms 

Sembawang Shipyard’s market leadership in

Offshore 

the passenger-ships and specialised dynamic 

positioning offshore conversion market. We 

thank Owners for their trust and confidence in 

our shipyard and look forward to a long-term 

collaborative partnership to deliver mutual 

benefits and value propositions to both our 

companies.” 

Petter Hoie, Chief Executive Officer of 

Equinox Offshore Accommodation Limited, 

said “Sembawang Shipyard is our valued 

partner in Singapore for our offshore and 

conversion work and has strongly supported us 

since our inception. The shipyard has clearly 

demonstrated its strong track record in handling 

sophisticated offshore work especially vessels 

equipped with dynamic positioning capabilities 

and passenger-ships conversion and upgrading. 

We are confident that the ARV3 will be the 

state-of-the-art DP2 Accommodation Repair 

Vessel, serving the offshore needs of our valued 

customer, Petrobras, Brazil.” 

Gibdock’s success in the 

offshore market 

Gibraltar-based Gibdock’s key strategic aim to 

carve a niche in the growing regional market 

for jack-up and semi-submersible drilling rig 

repairs, maintenance and modification work, 

has moved an important step closer. 

Following the arrival in October of the Etesco 

Millennium, a modified semi-submersible 

built in 1976 by Marathon Le Tourneau and 

upgraded in 2006, steel repair work has been 

carried out afloat and tasks in the pipeline 

include tank cleaning and repair, and work to 

enable safe mooring. 

An extensive survey of the rig structure is 

being carried out to ascertain its condition. The 

rig has been working offshore continually for 

over five years and Richard Beards, Gibdock’s 

commercial director, says: “We are optimistic 

that the owner will authorise further work to 

the rig once this survey process is completed 

The semi-sub Etesco Millennium in Gibdock 


and details of the rig’s future deployment 

are confirmed.” The contract is an important 

landmark for Gibdock, which has not handled 

a drilling rig since 1998. “We believe that 

the successful completion of this project will 

lead to more work of this type,” says Beards. 

“It is part of our future strategy to get into the 

semisubmersible and jack-up rig sector and 

having the Etesco Millennium in Gibdock can 

only help us to achieve this target.” 

In another important initiative to support its 

rig market strategy, Gibdock has commissioned 

an extensive survey of the seabed alongside its 

wharves. Joe Corvelli, Gibdock chief executive, 

says: “We investigated the harbour bottom 

in the area of the main wharf to be able to 

understand the suitability of the ground for 

landing a jack-up rig. The conclusion was that 

the area is perfectly suitable for receiving jackup 

spud cans and was soft enough that they 

would not be damaged, but hard enough that 

the weight would be supported and the structure 

safely moored.” 

In investigating the seabed, Gibdock 

performed a high-power deep penetrating 

sonar survey and undertook a number of 

core samples. The combined results were 

integrated to develop a three-dimensional 

profile of the ground layers and their individual 

characteristics. The conclusion was confirmed 

in a review carried out by a leading jack-up rig 

owner and a specialist rig repair contractor with 

extensive experience in this area. Beards says: 

“The results have demonstrated without doubt 

that our facilities are suitable for accepting jackup 

rigs,” says Beards. “The investment we have 

made in this survey will reassure rig owners that 

we can accommodate large jack-up rig projects 

here in Gibdock and that they can bring their 

rigs to Gibraltar with full confidence that there 

are no technical constraints.” 

Armed with this technical appraisal and the 

showcase provided by the Etesco Millennium 

contract, Gibdock is confident it is on the verge 

of an important breakthrough in this sector. 

“The quality of our staff and our facilities make 

us extremely well suited to this kind of work,” 

says Corvelli. “There is simply no better location 

to handle rig repair repairs and, with demand 

for rigs in West Africa, the Mediterranean and 

Black Sea getting stronger, we believe we are 

well placed to secure more rig business in the 

coming year.” 

Saipem awards 

upgrading contract to 

Keppel Verolme 

Rotterdam’s Keppel Verolme, part of Singapore’s 

Keppel Offshore & Marine Group, is to 

undertake upgrading activities on-board the 

semi-submersible drilling rig, Scarabeo 6, for 

Italy’s Saipem Misr for Petroleum Services S.A.E. 

(Saipem). The vessel is expected to arrive at the 

yard in 2Q 2012 for a period of six months. 

Work on the rig includes upgrading its drilling 

capabilities to a water depth of 1,200 m, the 

prefabrication and installation of various deck 

extensions, and the renewal of traction winches, 

cable spooling winches and double riser 

tensioners. A new storage area for risers will be 

constructed and new sponsons and blisters will 

be installed to accommodate the new winches 

as well as enhance buoyancy and stability. 

The maintenance programme will include 

refurbishment of the accommodation. 

Keppel Verolme previously carried out a 

major upgrade on Scarabeo 6 in 1998. A 

regular customer of Keppel, Saipem had also 

sent the Saipem 7000, a semi-submersible 

crane and pipe-laying vessel, for drydocking 

at Keppel Verolme in 2007. More recently, the 

yard completed the repair and modification 

of the semisubmersible pipe-lay vessel, 

Castorsee in 2010. Earlier this year, Keppel 

FELS in Singapore delivered Scarabeo 9, a sixth 

generation ultra-deep-water semi-submersible 

drilling rig, to Saipem on schedule and with no 

lost time incidents.

Offshore 

The Eagle Texas – to be modified at DDW-Dubai 

Keppel’s current projects for Saipem include 

the completion of a new build pipe laying 

vessel, Castorone, which is being jointly 

undertaken by Keppel Shipyard and Keppel 

Singmarine as well as a survey and repair 

programme on the S44, a barge for posttrenching 

and backfilling of pipelines, carried 

out by Keppel Verolme. 

DDW wins AET contract 

UAE’s Drydocks World (DDW) has 

signed a Contract with Singapore’s AET 

Shipmanagement for two Tanker-to-Modular 

Capture Vessel (MCV) conversion projects. 

AET is converting these tankers as part of 

the Marine Well Containment Company’s 

(MWCC) well containment system. MWCC 

is a non-profit, stand-alone organisation with 

10 member companies ExxonMobil, Chevron, 

ConocoPhillips, Shell, BP, Apache Anadarko, 

BHP Billiton, Statoil and Hess. The conversion 

will be implemented at the Drydocks World – 

Dubai (DDW-D) facility. 

The two tankers involved are two 107,700 dwt 

newbuildings from Tsuneishi Shipbuilding – the 

Eagle Texas and her sistership Eagle Loiusiana. 

The conversion will allow the tankers to continue 

to operate normally as tankers in the US Gulf of 

Mexico, with capability to be deployed as MCV 

within the shortest possible time. The first vessel is 

expected to arrive at the yard in December 2011 

and the second vessel in February 2012. Each 

project will be completed within a period of nine 

months. Each vessel will handle about 100,000 

bbls of liquid and about 200m standard ft3 of 

gas/day. The MCVs are capable of operating at 


depths of 3,048 m. 

The vessels will be equipped with new 

state-of-the-art containment system provided 

by Marine Well Containment Company. 

Conversion scope includes installation of 

four power generators, four retractable type 

azimuth thrusters, one tunnel thruster, Dynamic 

Positioning, Pipe racks on deck and supports for 

Process Module, Flare tower, turret etc. 

Presiding over the naming ceremony earlier this 

year AET President & CEO, Hor Weng Yew said, 

“MWCC is currently developing an expanded 

containment response system to capture and 

contain oil in the event of a potential future 

underwater well control incident in the deepwater 

Gulf of Mexico. Shortly, Eagle Texas and her sister 

ship, Eagle Louisiana, will undergo conversion to 

incorporate specially designed equipment that will 

allow her to serve as a modular capture vessel in 

the expanded containment response system. It is 

with a great deal of pride that we commit both 

vessels to this valuable venture and we would 

like to thank Marty Massey and his colleagues 

at MWCC for this opportunity to partner on this 

important activity.” 

Khamis Juma Buamim, Chairman of 

Drydocks World said, “We are extremely happy 

to sign this prestigious Contract with AET, a 

well-known global service provider, as part of 

our well-articulated strategy of building our 

presence in the oil, gas and energy industries. 

We already have an established reputation and 

strong expertise in carrying out sophisticated 

vessel conversion projects for world-leading 

companies. Our thrust on expanding our 

knowledge base and creating a technologydriven 

state-of-the-art facility has borne fruit and 

we are able to effectively serve the industry.” 

EMAS awarded 

contract by BP in the 

Gulf of Mexico 

EMAS, a leading global offshore contractor 

and provider of integrated offshore solutions to 

the oil and gas (O&G) industry and operating 

brand for Ezra Holdings has announced that its 

subsea construction division, EMAS AMC, has 

been awarded a contract by BP Exploration & 

Production. EMAS AMC will perform subsea 

work in the Atlantis field located in Green 

Canyon block 743 in the Gulf of Mexico. 

The project scope comprises the installation 

and replacement of subsea equipment 

comprised of manifolds, PLEMs (Pipeline End 

Manifolds), jumpers and associated hardware 

in over 2,000 m of water, as well as assisting 

BP with complete commissioning and start-up 

activities. EMAS AMC’s CEO, C J D’Cort, said: 

“This project award is in recognition of our 

expertise in the deep water subsea installation 

market.” This is the second contract awarded 

by BP to EMAS AMC for work on the Atlantis 

field. The first project was completed in 2010 

along with the installation of subsea hardware 

for BP’s Thunder Horse project. EMAS AMC’s 

regional headquarters in Houston will execute 

the planning and installation activities for the BP 

project during the first half of 2012. 

Hamworthy wins 

FPSO contract 

Hamworthy has won a contract from South 

Korea’s Hyundai Heavy Industries (HHI) to 

supply its inert gas generator (IGG) package for 

the QUAD 204 FPSO project. The BP-operated 

FPSO is to be deployed some 180 kms to the 

west of the Shetland Isles in the North Atlantic 

as a replacement for the Schiehallion FPSO. 

Hamworthy will supply two sets of inert gas 

generator units, including two deck water seals, 

two control systems, two inert gas cleaners and 

two pressure vacuum breakers. The IGG system 

together with the control system will be placed 

inside a dedicated inert gas room to protect it 

from the harsh operating environment. 

The new FPSO, measuring 270 m by 52 m, 

will be able to produce 130,000 bbls of oil and 

2.2m m 3 of gas/day and will have a storage 

capacity of 1.06 m bbls of oil. The contract for 

the BP FPSO follows on the heels of the deal 

signed earlier this year with HHI, for delivery of 

a fully assembled inert gas system to the Goliat 

FPSO to be delivered in 2012 for deployment

Offshore 

in the Barents Sea, and an earlier contract 

with HHI for the FPSOs Usan and Akpo, to be 

deployed offshore Nigeria. 

Commenting on the latest contract with HHI, 

Odd Ivar Lindløv, Hamworthy Moss Offshore 

Business Unit Director said: “Following on 

from orders to supply our inert gas systems to 

the Goliat, Usan and Akpo FPSOs, we have 

established ourselves as a leading and trusted 

supplier for safe and reliable inert gas products 

for the offshore market. We are very pleased 

to be working with HHI again on this latest 

package for the QUAD 204.” 

Maersk Supply Service 

wins major contracts 

with key customers 

Maersk Supply Service has won four major 

contracts worth about DKK1.5bn (around US$ 

250m) with the major Brazilian oil company 

Petrobras and American oil major ExxonMobil 

for operation in Australia. 

Brazil is a strategically important area for 

Maersk Supply Service and the A. P. Moller 

– Maersk Group and the new contracts 

demonstrate Maersk Supply Service’s continued 

The Ocean Endeavour – one of a number of 

semi-subs built by Singapore’s Keppel FELS 


commitment to developing business there. 

Maersk Supply Service currently has 22 vessels 

operating offshore Brazil and harbours further 

growth ambitions. 

“These contracts reinforce our strong 

relationships with two of the industry leaders in 

deepwater exploration and production requiring 

high safety and specialised operational 

performance,” says Carsten Plougmann 

Andersen, CEO of Maersk Supply Service. 

“We are very pleased with having won these 

contracts in very tough tendering processes. We 

have been working with Petrobras for more than 

25 years in ever increasing water depths with 

currently 17 vessels on charter and look forward to 

continue the deepwater-journey together,” he says. 

The two Danish anchor handling tug supply 

vessels Maersk Blazer and Maersk Boulder 

have each won four year extensions of current 

contracts with Petrobras, from February 2012. 

The vessels have been working for Petrobras 

since 2007 and 1999 respectively and 

mainly perform deep water operations with 

conventional and torpedo anchors. 

Two contracts have also been concluded with 

American oil major ExxonMobil, for a minimum 

two years each for the Danish flagged platform 

supply vessels Maersk Nomad and Maersk 

Nexus. The Maersk Nomad contract includes 

significant modifications including fitting a 125-t 

crane on the vessel to enable her to support 

subsea operations in the Jansz field on the 

North West shelf. Maersk Nexus is already in 

Australia on contract and Maersk Nomad will 

be delivered to Exxon in April 2012. Australia 

is a growing market and Maersk Supply Service 

aim to expand their market share in the region. 

Keppel AmFELS wins 

semi-sub contract 

Keppel AmFELS LLC, a US wholly-owned 

subsidiary of Keppel Offshore & Marine, 

has secured a contract from Diamond 

Offshore to construct and upgrade a moored 

semisubmersible rig with delivery scheduled 

for 3Q 2013. The estimated shipyard contract 

price is approximately US$150m. 

The rig, to be named Ocean Onyx, will 

be constructed from an existing hull from a 

Diamond Offshore cold stacked unit, which 

previously operated as the Ocean Voyager. 

Keppel AmFELS’ scope of work on the Ocean 

Onyx includes the reconstruction of the rig, 

installation of advanced equipment such as 

a modern drilling package, and installation 

of sponsons to the pontoons to enhance the 

stability of the rig in deepwater. 

The rig will be designed to operate in 

water depths of up to 1,830 m and will have 

a variable deck load of 5,000 t, a five-ram 

blowout preventer, and quarters capacity for 

140 personnel. 

Larry Dickerson, President and CEO of 

Diamond Offshore, said, “We have worked with 

Keppel for more than a decade, and our rigs 

have consistently been delivered on time and 

within budget, whether in the US or Singapore. 

With Keppel’s track record as a leading offshore 

yard, we are confident that this project will also 

be a success.” 

Keppel O&M has previously built four similar 

semisubmersible rigs for Diamond Offshore: 

the Ocean Baroness, Ocean Rover, Ocean 

Endeavour and Ocean Monarch. 

Tan Geok Seng, President of Keppel AmFELS, 

said, “We are pleased to be able to embark 

on another major rig project for Diamond 

Offshore, who has worked with Keppel on 

more than 20 projects since 1996. Diamond’s 

rigs are sent regularly to our yards around the 

world for maintenance, repair and upgrade, 

and Keppel AmFELS has proven to be their 

choice yard in the US Gulf of Mexico. Having 

built a long-term partnership with Diamond, 

we understand the company’s needs and are 

confident of delivering another high quality rig 

to their satisfaction.” SORJ

A Xmas tree under repair at Aker Solutions 

Norwegians ‘co-operate and compete’ 

in latest subsea technologies 

New regions of the world’s oceans, rich with hydrocarbons, may be a 

key focus for many energy companies, but areas such as the North Sea 

still offer exciting potential. Advances in subsea technologies – led by the 

Norwegians – are enabling enhanced oil and gas recovery from existing 

wells, as well as the development of new ones and the harnessing of oil 

and gas reserves from outlying reservoirs tied back to existing subsea 

infrastructure. The lives of some fields, where reserves were previously 

believed to be all but exhausted, have been lengthened significantly and 

some now have years of viable production left. 

Bergen is the focus for Norway’s subsea cluster where the Norwegian 

Centre of Expertise, Subsea, (NCE Subsea) has proved remarkably 

successful in promoting participating firms’ expertise, both at home 

and abroad. With typical Norwegian pragmatism, there is a healthy 

mix of corporate contact, academic input and client involvement in 

the development of a range of ground-breaking subsea technologies. 

“Companies co-operate when they can, and compete when necessary,” 

explains NCE Subsea general manager, Trond Olsen. The success of the 

Norwegian initiative would seem to offer a blueprint for others, but no 

such co-operation appears to exist on the UK side of the North Sea. 

Membership of his organisation has grown from 35 companies in 

2006 to more than 120 companies today. And rapidly rising cluster 

turnover over the last five years is likely to increase significantly over the 

next five years, Olsen believes, pointing to a likely doubling in the number 

of subsea wells and Xmas tree installations, from the 1,600 currently 

deployed in the Norwegian and UK sectors of the North Sea. He predicts 

that the subsea sector is likely to expand at 15% a year between now and 

Norway 

2016, with even faster growth of 25% in the so-called ‘after-market’, 

the provision of support services including reservoir management, facility 

maintenance and monitoring and the lifting and overhaul of subsea 

installations, where necessary. 

A shortage of young subsea engineers has been addressed with the 

initiation of a Statoil-sponsored subsea engineering degree at Bergen 

University, as well as master’s qualifications in science and technology, as 

well as innovation and entrepreneurship. Close ties have been established 

with academic institutions in Brazil and there is now a regular programme 

in which Norwegian and Brazilian students visit each other’s universities 

to broaden their horizons. Meanwhile, a number of subsea awareness 

courses, e-learning initiatives and crash courses, workshops and seminars 

are helping to build up expertise amongst young people in this specialised 

and rapidly expanding arena. 

“Companies co-operate 

when they can, and compete 

when necessary,” 

Global demand for subsea Xmas trees, the installations incorporating valves, 

chokes, fittings and metering devices through which well output is controlled, is 

likely to exceed production capacity by a significant margin. Indeed, Olsen says 

that if all current capacity were channelled into the Brazilian market alone, there 

would not be sufficient capacity to meet that country’s demand on its own. In 

the North Sea, meanwhile, where such installations currently have an average 

age of 9.3 years but were originally built to last for 20 years or longer, there are 

significant maintenance, modification and operation requirements, with existing 

trees pulled up, refurbished, upgraded and redeployed. “We can’t dispose of 

them.” says Olsen. “We need to re-use them.” 


Norway 

The two main companies for the repair and maintenance of Xmas trees 

are FMC and Aker Solutions. Aker Solutions has its main base at CCB, 

many Xmas trees being retrieved from the North sea and returned to 

operational life some weeks later . Aker Solutions has also recently been 

awarded a frame agreement for engineering, procurement, installation 

and commissioning (EPCI) for Talisman Energy’s maintenance and 

modifications projects on the Norwegian continental shelf. Aker has 

also signed a contract with Marathon Oil Norge AS to supply a subsea 

production system for the operator’s Bøyla project on the Norwegian 

continental shelf. Contract value is approximately NOK210m. 

Some of the developments which are driving subsea technology in the 

North Sea are relevant in other regions too, according to Olsen. Enhanced 

oil recovery is the catch phrase of the moment in this mature region. But 

new metering and monitoring devices built in to subsea infrastructure at 

the outset – some, but not all, can be retrofitted – in other locations, will 

enable more effective reservoir management in the future. Developments 

in technologies including subsea pressure/temperature gauges, multiphase 

meters, sand monitors, wet gas meters and corrosion/erosion monitoring 

devices will all contribute to enhanced recovery volumes as energy 

companies seek to make the most of what is ultimately a finite resource. 

Rig repair work at CCB 

The Coast Centre Base AS (CCB) based at Agotnes, just outside Bergen 

on Norway’s west coast is most probably the world’s largest single 

offshore centre specialising in sub-sea equipment, sub-sea logistics 

(Statoil has its storage space here supplying its fleet of offshore rigs in the 

North Sea) and maintenance and repair. The base has approximately 

100 specialised offshore companies in its confines and offers rig repair 

operations under the project management of CCB. 

Facilities include 800 m of quayside with deep water (up to 50 m) 

drafts. Currently there is a shore side crane with a lifting capacity of 20 t at 

a height of 50 m. This year (2012) a new 90 m high crane, with a lifting 

capacity of some 50 t (to the centre of a typical semi-submersible rig) will 

be installed. CCB currently has the capability of handling up to three semisubmersibles 

simultaneously; however, there are also plans for another 

two quays, which will increase this capability. 

Recently alongside was the 1981-built semi-submersible drilling rig 

Songa Delta, which underwent her five-year Class renewal. Some 65 

companies worked on this project under the project management of CCB. 

This was the fourth semi-submersible rigs in CCB during 2011 – another 

one entered the yard during December last year. During 2010 some 11 

rigs were worked on. CCB has also worked on-board drillships, such as the 

West Navigator, which suffered damage in the North Sea during 2009. 

The Songa Delta at CCB 


The Safe Caledonia under repair in Bergen Group’s Hanoytangen yard 

Bergen Group wins Octabuoy contract 

At its large rig-repair facility at Hanoytangen, near Bergen, Bergen 

Group has already won a number of important repair and refurbishment 

contracts involving semi-submersibles operating in the Norwegian Sector 

of the North Sea. 

Recently the yard had the semi-submersible accommodation rig Safe 

Caledonia, which is part of the Prosafe fleet, in for a comparatively minor 

job. Another rig belonging to Prosafe, the Safe Scandinavia, was also in 

the yard earlier in 2011, and came again for a seven day stay during 

December 2011. 

The yard’s largest repair has involved the Transocean rig Transocean 

Winner, which was in the yard for some 82 days during August and 

September 2011. Work involved a new Class certificate (SPS) and thruster 

work, the contract for the work coming from Denmark’s Semco Maritime. 

The yard has also had Odfjell Drilling’s semi-submersible rig Deepsea 

Atlantic in for modifications following a well-documented dispute between 

the charterer, Statoil, and the owner Odfjell Drilling. The rig was originally 

built in South Korea’s Daewoo Shipbuilding & Marine Engineering (DSME) 

and delivered in 2010. 

Bergen Group has also won a major contract (Octabuoy) from 

Bluewater Industries, Houston for a rig to be completed for the Cheviot 

Field in the UK sector of the North Sea, which is operated by ATP Oil & 

Gas. The hull is being built in China’s COSCO Shipyard at Qindong, 

north of Shanghai, and will be brought to Hanoytangen on-board 

Dockwise’s heavy lift vessel Blue Marlin and stored prior the topside 

modules being sent from China to Houston and then to Bergen. Work to 

complete the rig will start in 2012 and go through to 2013 with a hookup 

date being some time in 2014. Bergen Group is also bidding for the 

hook-up operation. 

The large dock at Hanoytangen is 125 m x 125 m x 17 m depth – the 

largest drydocking facility in northern Europe. Although it has only, so far, 

been used as a wet dock, it is planned that, for the older rigs still operating in 

the North Sea, it will soon be used for the repair of thrusters and propellers.

DNV pushes for equality on sub-sea 

power standards 

DNV is currently concerned about the lack of international subsea power 

standards. There is a lack of harmonisation between American and 

European standards. Meanwhile, ISO 13628-6, Subsea production 

control systems is often referred to also for power systems due to lack of 

relevant standards 

The industry recognises the need for standardisation. There has been an 

initiative from operators to start with Subsea Electrical Power Connectors 

and Penetrator Objective to develop an international standard for subsea 

electrical connectors and penetrators. 

The ClampOn subsea corrosion-erosion monitor 

There is a Joint Industry Project (JIP) with seven operators facilitated 

by UK’s OTM Consulting (SEPS Group) – (Subsea Electrical Power 

Standardisation). A network of operators has been formed to actively 

work for standardisation of subsea electrical systems and components. 

Thus DNV is contracted to develop the manuscript for the connectors and 

penetrator standard. Major suppliers also involved to get the standard 

adopted by ISO/IEC/IEEE. 

New era for corrosion-erosion 

measurement 

Norway 

The ClampOn Corrosion-Erosion Monitor (CEM) gives operators a 

non-invasive means of obtaining an accurate, realistic and quantifiable 

picture of wall thickness changes in a given section of pipe. The CEM 

uses ClampOn’s proven and highly-regarded acoustic technology. 

Traditional spot measurements are typically hit-and-miss and may not give 

any indication whatsoever of critically thin wall thicknesses. By providing 

measurement of changes in wall thickness over a large area of pipe, the 

ClampOn Corrosion-Erosion Monitor gives operators the market’s best 

tool for measuring wall thickness changes. 

Developed as a Joint Venture Project in conjunction with BP and 

Innovation Norway, key benefits to the operator include: 

• Ability to monitor and quantify changes in wall thickness over a large area 

• Can be deployed at hotspots to monitor erosion development 

• Can extend the lifetime of subsea pipelines and structures 

• Can be retrofitted to existing pipelines and structures 

• Can be installed under insulation on new pipelines 

• Reduced need for unnecessary maintenance 

• Estimation of corrosion-wear rates 

• Non-intrusive. 

Since the introduction of the ClampOn Subsea Corrosion-Erosion Monitor 

(CEM) during May 2011, the Corrosion-Erosion Monitor has been very 

well received by both operators and engineering companies alike. After 

just a few months, ClampOn has sold 10 such systems to major operators 

including Total and BP. All of these systems will be delivered this year and 

the system supplied to a BP field in GOM was already operational by the 

end of December 2011. SORJ 


US contract for Austal 

Demonstrating its growing presence in the 

defence and vessel support markets, Austal’s US 

operation has been awarded a sub-contract by 

BAE Systems to provide structural maintenance 

services for Sea Fighter (FSF-1), a US Navy 

Research Vessel which is used for advanced 

technology demonstrations. 

The vessel is a 79.9 m high-speed aluminium 

catamaran, designed to operate at speeds 

in excess of 50 knots. It is operated by Great 

Eastern Group for the Office of Naval Research. 

Austal’s Chief Executive Officer, Andrew 

Bellamy, said the contract was in line with key 

company strategies to expand its defence and 

vessel support businesses. 

The A$7m acquisition of the former FBMA 

Marine shipyard enables Austal to establish 

shipbuilding operations at the West Cebu 

Industrial Park at Balamban, in the province 

of Cebu. Austal will invest a further $5m to 

enhance the shipyard’s existing facilities. 

Austal plans to commence vessel construction 

in the first quarter of 2012, dependant on 

orders, and expects to employ about 30 

workers during the start-up phase. Future 

workforce growth is expected in line with 

market demand, and the site allows for efficient 

expansion of the facility when future operational 

and market conditions require. 

Austal will primarily construct small and 

medium sized aluminium passenger ferries, 

work boats and transfer vessels such as Austal’s 

Wind Express series of wind farm support 

vessels at the Philippines shipyard. The shipyard 

is purpose-designed and built for building 

aluminium vessels of that size and type and will 

also have the skilled workforce and facilities to 

be able to undertake service and maintenance 

The Unitor UWW-161 MP (Unitor Wire Welder- 

161 Multi Process) 


Services 

work. Austal is retaining its large commercial 

vessel manufacturing capability in Australia. 

The Philippines shipyard has a history 

of aluminium vessel fabrication, and has 

previously delivered medium and high speed 

ferries, patrol boats and specialist work boats to 

operators based in Europe, Mexico, Australia 

and Asia. 

Austal’s significant intellectual property in the 

design and construction of commercial vessels 

will be utilised at its Philippines operations, 

which will help ensure that Austal’s quality and 

performance standards are maintained. 

News from WSS 

Wilhelmsen Ships Service’s (WSS) marketleading 

global Liferaft Exchange Programme 

(LRE) is set to hit 15,000 exchanges since its 

launch just over two years ago and continues to 

expand, according to Dave Evans, WSS product 

marketing manager for liferafts. The LRE 

concept, which exchanges service-due liferafts 

and life-saving appliances for operational ones, 

allows vessel operators to take better control of 

costs and reduces the chance of getting caught 

out by unforeseen service dates and weak links 

in the supply chain which can prove to be costly. 

Developed in response to customer feedback 

and following a pilot programme involving 

several major ship owners and operators, usage 

of the LRE service has increased so quickly that 

WSS logistics operators are currently working at 

full stretch to meet demand. 

Christmas came early for WSS in North and 

Central America as the company announces 

significant rises in sales of Liferaft Exchange 

Programme (LRE) throughout 2011. WSS 

Technical Manager – Safety for North and 

Central America George Farrelly said: “The 

growing success of the global LRE programme 

has been mirrored in North America over 

the past three years. As well as a significant 

increase in new customer sales, we have several 

Fleet Agreements recently signed. Our growth is 

a direct result of increased customer satisfaction 

delivered through the hard work of our 

employees.” He continued; “The outlook for the 

region in 2012 looks favourable, and we can 

see further opportunities to grow in several other 

market segments.” 

Since its launch, the LRE programme has 

quickly grown and is now being used by over 

2,300 vessels globally. New liferaft stations 

are constantly being added and the service 

now includes 42 stations covering 632 ports 

worldwide. 

Meanwhile, WSS has launched a new, 

innovative welding machine that allows 

operation of three separate welding processes 

within one unit. The Unitor UWW-161 MP 

(Unitor Wire Welder- 161 Multi Process) allows 

users to carry out stick-electrode welding, 

wire welding (MIG/MAG) and TIG welding 

using a 230 volt single-phase 16 amp slow 

fuse. This represents a major step forward 

for welders in the constant drive to improve 

efficiency. Weighing just 12 Kg, the machine is 

fully portable and has been manufactured in 

compliance with CE directives and standards 

of conformity, with a ‘touchable’ Open Circuit 

Voltage of only 10 volts, making it extremely 

safe for shipboard use. 

More LNG contracts for 

Hamworthy 

UK’s Hamworthy has underscored its position as 

the world’s leading supplier of inert gas systems 

by winning contracts to install its technology on 

21 LNG carriers under construction in three 

shipbuilding yards in South Korea. 

The contracts have been secured with 

Norwegian owners Golar, AWILCO and 

Höegh LNG, and Greek owners MaranGas 

and Thenamaris. A total of 12 Hamworthy 

Moss inert gas systems will be installed on a 

series of 156,000 m 3 capacity LNG tankers 

and a 170,000 m 3 LNG FSRU’s at Samsung 

Heavy Industries (SHI), seven inert gas systems 

will be installed on 160,000 m 3 capacity LNG 

tankers at Daewoo Shipbuilding & Marine 

Engineering (DSME) and two inert gas systems 

will be installed on 170,000 m 3 LNG FSRU’s at 

Hyundai Heavy Industries (HHI). 

Each inert gas system, offering capacity 

of 14.500 Nm 3 /h-16.000 Nm 3 /h, will be 

“The upgraded 

system for the latest 

newbuildings is based 

on key experience 

from the Qatargas 

project"

delivered to the respective shipyards in 2012 

and 2013. “The upgraded system for the latest 

newbuildings is based on key experience from 

the Qatargas project,” says Morten Letnes, 

Marine Business Unit Director, Hamworthy 

Moss. “High grade materials, in-house 

component manufacturing and unique twostage 

fan solution ensures reliable running 

conditions. Upgrades on system regulation, 

component cooling and capacity tuning are 

based on years’ of experience from operating 

the system under extreme conditions. Our 

global network is key in providing service 

and support to ship owners and yards across 

the world and the combined team effort of 

our employees in Norway and Korea was 

instrumental in securing these latest inert gas 

system contracts.” 

Service agreement 

for Schottel 

Schottel Inc. the US American subsidiary of the 

German manufacturer of propulsion systems, 

Schottel GmbH, signed a sales and service 

agreement with DP Marine Service S.A.DE C.V. 

based in Ciudad del Carmen, Mexico, with 

subsidiaries in Veracruz and Monterrey. 

The agreement ensures ship owners Schottel 

service in Mexican ports as well as spare parts 

being made available at short notice. DP 

Marine Service is having repair shops in all 

locations and their engineers are being trained 

at the Schottel Academy in Spay, Germany. 

DP Marine Service is wholly owned by the 

Drexel Group, a family owned and operated 

group of companies headquartered in 

Monterrey which has experience in servicing 

diesel engines since 1955 already. 

This new agreement will provide the local 

customers with the support they need to operate 

their ships in the demanding and growing 

offshore industry as well as participating in the 

future of new constructions and upgrades. 

DAMOS gets 

BV approval 

Damen Services, part of Holland’s Damen 

Shipyards Group, has announced that its 

Damen Asset Management Operating System 

(DAMOS) has been independently approved 

by Bureau Veritas. DAMOS is a unique vessel 

maintenance management system that allows 

Services 

customers to maximise uptime and optimise 

cost of ownership. DAMOS is part of the 

Damen Services Lifecycle Support System and 

identifies and categorises all on-board systems 

of a vessel. For an efficient maintenance 

planning cycle, all requirements are drawn from 

this database. This enables the customers to 

perform proper maintenance with all relevant 

maintenance information at their fingertips. 

A shipowner can prolong the lifecycle of his 

fleet and decrease total cost of ownership by 

using the information from DAMOS. When 

using a certified DAMOS system, external 

surveys become faster and easier since the proof 

of proper maintenance is stored in DAMOS. 

The last step to a fully certified preventive 

maintenance system is in the corresponding 

processes. Damen can deliver, in concept, 

everything that is needed for a class survey, 

including fully furnished process descriptions. 

Therma Marine takes 

over Teknotherm 

It has been announced that Norway’s 

Teknotherm AS and Teknotherm Holding 

AS filed for bankruptcy on Wednesday, 28 


Services 

December 2011. Since then, Therma Marine 

A/S, which is a wholly owned subsidiary 

of Eagle A/S, has acquired the complete 

bankrupt estate of Teknotherm from the 

trustee and the largest creditor in the estate, 

Handelsbanken. Due to a strong branding 

name in the marine business, it has decided 

that Therma Marine A/S will (have already) 

change name to Teknotherm Marine A/S. The 

agreement includes acquisition of tangible and 

intangible assets in the estate of the parent 

company Teknotherm AS, and the acquisition of 

subsidiaries in Poland, Sweden and China. 

Teknotherm moved one year ago into new 

production facilities in Sarpsborg, Norway, 

but will now shortly be re-moved back into the 

‘old’ facilities in Halden, where Therma Marine 

has been located. The subsidiaries in Sweden, 

China and Poland will continue their operations 

under the new owner and are unaffected by the 

bankruptcy. 

Teknotherm Marine AS will now have to 

take on substantial work in order to restart the 

business. The planning of this work is already 

Cathelco have supplied seawater pipework anti-fouling equipment 

for the Berge Stahl, the world’s second largest ore carrier 


in progress. After approval of the Competition 

Authority we will commit to agreements with 

employees, customers and suppliers. 

Bergesen order for 

Cathelco 

UK’s Cathelco have supplied seawater pipework 

anti-fouling equipment for the Berge Stahl, the 

world’s second largest ore carrier. With a length 

of 343 m and a capacity of 364,767 dwt the 

Norwegian vessel owned by Berge Bulk was the 

largest bulk carrier in existence until the launch 

of the 402,347 dwt Vale Brasil in 2011. 

The Cathelco system will protect seawater 

pipework connected to the scoop of the Berge 

Stahl which has a flow rate of 4,500 m³/hr. 

A system is also being supplied to protect a 

strainer serving two ballast water pumps with 

a flow rate of 600 m³/hr. Designed to prevent 

blockages in pipework caused by the growth 

of barnacles and mussels, Cathelco systems 

comprise copper and aluminium anodes, 

which are fed with an electric current from a 

control panel. 

In operation, the copper anode releases ions 

which create an environment where barnacles 

and mussels do not settle or breed. At the same 

time, the aluminium anode produces ions which 

suppress corrosion by forming an anti-corrosive 

coating on the internal surfaces of pipes. In the 

case of the Berge Stahl, four copper anodes 

and two aluminium anodes will be installed 

in pipework upstream of the scoop using 

pipe upstands. Cathelco are also providing 

two cathodes for the scoop installation which 

provide a dedicated earth return for current 

from the anodes, avoiding any problems with 

uneven anode wear. 

The strainer installation serving the ballast 

water pumps will consist of two copper anodes 

and two aluminium anodes connect to a control 

panel. The system has also been designed with 

two cathodes, providing a dedicated earth 

return and preventing any ‘stray current’ issues 

with the strainer basket. SORJ

Shipping and marine companies continue to benefit from on-going efforts 

to develop innovative, new sensor technologies needed to meet the 

ever expanding challenges of the industry. Ultra-reliability and long-life 

precision sensors such as inclinometers, accelerometers and load cells 

are common place in a number of marine and shipping applications. 

Load cells for example are used to convert a force into an electrical signal 

and offers measurement of tension, compression and shear forces. The 

majority of today’s designs use strain gauges as the sensing element 

and feature low deflection and high frequency response characteristics, 

which are especially beneficial for both materials testing and high-speed 

load measurement applications, particularly where peak forces are being 

monitored. In the marine industry they are often used for hoist loads, 

platform retention, towing forces and mooring loads and systems. 

Many common trends can be seen across the sensor marketplace 

and application portfolio, including the use of wireless communications 

technologies, improvements in the ability of sensors to operate in extreme 

conditions (temperature, shock, pressure, EMF, RF, radiation); bundling of 

capabilities to process multiple inputs and outputs on a single platform; 

and the development and use of novel materials to enhance sensor 

performance, longevity and accuracy. 

Over the last few years, however, the shipping and marine industry has 

been under constant pressure to improve efficiency and reduce cost in the 

face of the worst global economic condition in decades. Consequently, 

companies have a tremendous incentive to re-examine equipment and 

technologies that they already have at their disposal, and investigate 

ways to utilise these readily available resources to meet new application 

requirements. This approach, of re-examining existing patent portfolios 

and technologies as possible enablers or outright solutions to current 

and future technology development challenges is being used more and 

more and with significant success. Companies in the shipping and marine 

industry, and public entities responsible for operating and maintaining 

marine fleets are examining and recognising the value of existing, field 

proven technologies as at least a partial solution to reduced budgets, and 

an opportunity to cost effectively facilitate meeting near and mid-term 

revenue and profit goals. 

There are several advantages to this approach. Existing technologies 

are already by and large developed, so available IR&D budgets can be 

better utilised to modify these technologies to meet specific application 


Sensors 

Technologies may be decades old 

and just waiting to be rediscovered 

Sensors are an integral component of any measurement and automation application in the shipping and marine industry 

to ensure accuracy, reliability, efficiency and communications capability. This has fuelled research and development into the 

sensors industry and the continued innovation in sensors technology has ensured a thriving market and a growing demand 

for custom solutions. According to analyst firm Frost & Sullivan, the sensors market in Europe is estimated to reach US$19bn 

by 2016, creating opportunities for technological advancements and ultimately new applications for sensors. 

“The sensors market in Europe 

is estimated to reach US$19bn 

by 2016” 

by Jessie Bonfeld, 

VP Business Development, Sherborne Sonsors 

requirements. In many cases some level of field test data already exists, 

minimising the risk and cost of proving that the basic premise of the 

technology actually works, and costs to validate that the technology is 

robust enough in its basic format to be put into the field. There may 

already be familiarity with the technology itself, or the concepts behind 

it, amongst the user and customer base, adding greatly to their comfort 

level in directing and committing funds to have it further developed and 

ultimately put in the field. 

There are already several examples of inertial sensors supporting 

applications in the marine industry where field proven technologies 

are addressing new and more challenging applications. Inclinometers, 

sometimes also known as clinometers, monitor how much a vessel is 

pitching or rolling while both in still water and rough weather. If a ship 

lists excessively in an active wave environment then it could lead to a 

ship capsizing. With the help of inclinometer technology that has been 

in existence for many years it becomes easier to determine whether the 

tilting of the ship is dangerous or within the danger-free limits. The well 

understood accuracy, repeatability, and robust design of these existing 

sensors now allow owners and operators to further extend the ability 

to work at or near the limit of their equipment, maximising profitability, 

minimising downtime, and maintaining the highest possible productivity. 

With depths of offshore oil wells now well beyond five miles, the attitude 

control of oil rigs and other offshore structures while being deployed is 

a very critical process, which becomes more challenging as exploration 

Jesse Bonfeld

A Sherborne servo inclinometer Type T233-0001-3 

and production depths continue to increase. The levelling of these semisubmersible 

structures relies heavily on the tilt information obtained from 

existing precision inclinometer technologies, which ensure stability, control 

and accurate positioning with only minor modifications allowing them to 

operate in a very difficult and aggressive environment. 

Another application for proven inclinometer technology is found in 

ballast transfer systems for offshore barges, ships and other marine 

applications. Here inclinometers check the load balancing of a vessel for 

both safety reasons and to ensure optimum trim, thus reducing drag and 

Sensors 

energy requirements, improving efficiency and profitability. 

As the above examples demonstrate, trying to develop new technologies 

to address the most current application challenges is not always the 

most cost effective approach. Often, existing, field proven solutions 

can be translated to these applications, completely intact, or with only 

minor modifications. Given the current economic conditions, and global 

competitive environment, engineers and product managers in all industries, 

including marine, need to keep an open mind when contemplating novel 

sensor solutions to their most difficult applications. SORJ 


The LNG tanker Al Marrouna in N-KOM 

LNG tanker work for IP 

September 2011 witnessed a milestone for 

International Paint and Qatar’s N-KOM with 

the coating of three LNG tankers marking the 

application of 10,000 litres of Intersleek foul 

release technology at the new Qatar facility in 

less than four months since opening. 

The 151,700 m 3 sisterships Al Marrouna and 

Al Areesh, operated and managed by Teekay 

Marine Management and the 137,354 m 3 Doha, 

which is owned by a Japanese consortium-led by 

Nippon Yusen Kaisha (NYK Line) and managed 

by NYK LNG Shipmanagement Ltd., were all 

repaired with the Intersleek 700 system within 

four weeks, completing the projects ahead of 

schedule, with the time savings afforded by the 

foul release system a key factor. 

The Al Marrouna and Al Areesh, coated with 

the Intersleek 700 scheme at newbuilding in 

October 2006 and January 2007 respectively, 

needed only one full coat at this latest docking 

– a clear demonstration of how Intersleek can 

significantly reduce time in drydock and deliver 

through life cost savings. 

Significantly, the repair requirement is even less for 

vessels undergoing interim dockings. For example, 


Paints and Coatings 

no full coats were required for Doha, whose 

previous drydocking took place in June 2009. 

With over 1,500 vessels, including 100 

LNG vessels, coated with Intersleek since 

1999, many shipyards have benefited from 

foul release technology. Benefits can include 

reduced application time and faster vessel 

turnaround plus a reduction in solvent emissions, 

a reduction in waste packaging and no biocide 

release into the local marine environment. 

International is proud to have reached 

this landmark achievement in partnership 

with N-KOM, a technology leader in repair, 

conversion and construction, and looks forward 

to many more collaborations to deliver on-time, 

quality projects at this world-class drydock facility. 

Cathelco design special 

box cooler anti-fouling 

systems for Rio Tinto tugs 

Cathelco have designed special box cooler 

anti-fouling systems for two tugs which are used 

by Rio Tinto to berth iron ore carrying vessels 

in the port of Dampier, Australia. The Pilbara 

Vulcan and Pilbara Neptune both experienced 

problems with bio-fouling which caused their 

box coolers to overheat. In response to this, the 

box coolers were extended and deliberately left 

with uncoated surfaces to improve heat transfer. 

“Rio Tinto approached Cathelco to provide a 

solution to the fouling problem, but as the box 

coolers were uncoated and electrically isolated 

from the seachests they also wanted to be sure that 

the anti-fouling system would not cause corrosion 

problems in the future”, said Stephen Ellis, project 

development manager at Cathelco Ltd. 

On each of the tugs, the Cathelco system will 

protect nine box coolers against mussel and 

barnacle growth which can impair the efficiency 

of the heat transfer process. The order for the 

equipment was won by Marine Plant Systems, 

Cathelco’s well-established agent in Australia. 

Copper anodes, fed with an electric 

current from a control panel, are mounted 

horizontally beneath the box coolers to create 

an even distribution of ions when the system is in 

operation. The ions create an environment where 

barnacles and mussel larvae do not settle or 

breed and are passed harmlessly to discharge. 

“The client wanted to eliminate the risk of 

‘stray currents’ which could have a corrosive 

effect on the seachest. To minimise this risk,

Paints and Coatings 

we designed special perforated cathode 

plates which cover the anode to provide an 

effective earth return”, said Garry Churm from 

Cathelco’s technical department. 

In addition, Cathelco designed a corrosion 

monitoring system to measure the difference 

in voltage between the box coolers and the 

seachests to check that there is electrical 

isolation. In the event of a failure in the isolation 

an alarm is registered on the control panel. 

Tugs and other vessels working in-shore 

with frequent periods alongside are particularly 

vulnerable to bio-fouling in their seawater pipework 

systems. In tropical waters where barnacles and 

mussels breed more prolifically the problem is 

intensified. Cathelco seawater pipework antifouling 

systems have been fitted to more than 

30,000 vessels over a period of more than 50 

years. These range from tugs and workboats to the 

largest oil tankers and cargo vessels. 

Ecospeed for a 

Staten Island ferry 

The underwater hull of the John Noble, one 

of the ferries owned by Staten Island Ferries 

was coated with Ecospeed in Bridgeport, 

Connecticut. Under normal operation, ferries 

have to drydock once a year to comply with 

classification regulations. During the busy tourist 

season these ferries need to be sailing to make 

money so the best time for drydocking is the off 

season when there are fewer passengers. For 

this reason the majority of these ferries come 

into drydock for a short time during the winter 

months. The owner is then presented with bad 

weather conditions in which to perform repair 

work to the paint system, and often therefore 

a quality paint job cannot be assured. It is 

Ecospeed being applied to one of the Staten Island ferries 


therefore essential to reduce the maintenance 

and paint work that has to be done in drydock. 

The use of Ecospeed on the hulls, however, 

opens the door to looking deeper into how 

to optimise their fuel efficiency in between 

dockings. Ferries sail on a fixed route, so the 

ports they visit and the turnaround time is known 

in advance. Knowing the exact schedule makes 

it possible to implement a stricter underwater 

maintenance programme. 

Regular underwater treatment of Ecospeed is 

used as a performance enhancement measure. 

Added drag caused by marine fouling is kept 

under control. Moreover, the coating’s surface 

texture and hence its hydrodynamic efficiency 

improves with each treatment. As a result, 

by adjusting the treatment interval, the fuel 

penalty resulting from biofouling is minimised to 

significantly lower levels than would be the case 

for an SPC or foul release paint. 

Restoring the performance of the hull by 

repainting it can be time-consuming and 

therefore expensive in drydock. However, once 

Ecospeed has been applied, this is no longer an 

issue. Instead, the owners of John Noble and 

any other ferry operator can optimise the hull 

performance, and thereby fuel consumption, 

by in-water maintenance which can be done 

economically outside of drydock. 

Meanwhile, a Norwegian based shipping 

company chose Ecospeed to give lasting 

protection to their two newbuild general 

cargo vessels. The first vessel, the 9,500 dwt 

Golfstraum, was delivered in November. Her 

sistership Rystraum is planned for a 2012 delivery. 

Both vessels are of the highest ice class and will 

be trading in North Europe and the Baltic Sea. 

Because the most northern parts of the Baltic 

Sea are almost completely frozen during the 

winter season the owner wanted an underwater 

hull coating that would protect his vessels against 

the frequent impact of large pieces of floating dry 

ice. Ecospeed was therefore the ideal coating, 

requiring no more than a few touch-ups during 

future drydock visits and no full repaint. 

Ecospeed has also received the Lloyd’s 

Register certificate that recognises the coating 

as an abrasion resistant ice coating for vessels 

intending to navigate in ice conditions. For this 

reason the ice belts of both vessels (the area on 

the bow just above the waterline that is most 

prone to mechanical damage from sailing 

through ice) were also coated with Ecospeed. 

For over five years several vessels coated with 

Ecospeed have been sailing through the most 

severe Baltic Winters. None of these vessels 

have required more than just a few touch-ups 

during their drydock visits. Further evidence of 

Ecospeed’s resistance is the excellent condition 

of the coating on the underwater hull of the 

4,906 dwt icebreaker Oden that has been 

sailing to both the North and the South Pole 

since it was coated 4½ years ago and the 

virtually intact and undamaged condition 

of Ecospeed on the 1,800 dwt RRS (Royal 

Research Ship) Ernest Shackleton after two 

seasons of battering its way through ice up to 

2.5 m thick with a high content of gravel and 

volcanic lava adding to its abrasiveness. 

Besides its durable resistance to mechanical 

damage, Ecospeed is also a non-toxic coating 

and offers a TBT-free, copper-free, biocide-free 

and silicone oil-free solution for the protection 

of the underwater hull. In 2008 stringent tests 

were carried out within the framework of an EU- 

LIFE demonstration project to provide scientific 

data and to authenticate the non-toxicity of 

the Ecospeed hull performance technology. 

This research proved that the coating is 100% 

toxicant free and that it produces no negative 

effect on the water quality or the marine 

environment at any point. SORJ

Canadian Coast Guard 

work for SSA 

Emergencies happen and equipment fails, 

even to first responders like the Coast Guard. 

After a summer refit and shipyard period a 

Coast Guard vessel was put back into service 

to provide support for critical research taking 

place high up in the Canadian Arctic. As the 

vessel is an icebreaker the propellers are of 

a unique design allowing the blades of the 

fixed pitch propeller to be exchanged in the 

event of damage. Unfortunately one propeller 

on the vessel developed a problem rendering 

the vessel out of service stranded at sea in 

the middle of the Canadian Arctic. Finding a 

suitable drydock or drydock at all for that matter 

in the northern Canadian Arctic is impossible 

– no such facility exists. Propelling the vessel 

further would only cause further damage and 

potentially cause a catastrophic failure to the 

tail shaft and propeller. So the decision was 

to perform an in-situ repair. So whom does 

the Coast Guard contact when a propeller 

malfunction occurs well above the latitudes of 

any drydocking facility? The member companies 

of the Subsea Solutions Alliance (SSA) of course 

received the call. 

The SSA’s offices in St John, New Brunswick 

and Vancouver Canada were engaged to assist 


Underwater Repairs 

Main pic and inset: SSA divers work on the seal of Canadian Coast Guard vessel 

with trouble shooting and eventually attempting 

a repair in this remote and desolate area in 

Northern Canadian territorial waters. With 

equipment packed and personnel prepared 

the team departed for the long trek by charter 

plane and helicopter to the stranded vessel. 

Once on board an assessment was performed 

to evaluate the extent of the damage. The 

vessel’s propeller had slipped off the keyed 

tapered tail shaft and was riding the tail shaft 

with a clearance fit as opposed to the required 

interference fit as outlined by the propeller 

manufacturer. If not for the propeller nut, 

the propeller would have been lost at sea. 

Considering the conditions and the design of 

the propeller system the diver/technicians of the 

SSA together with the propeller manufacturer 

developed a repair procedure to attempt to 

reset the propeller on its taper. This required 

the rope guard to be removed for inspection 

of the shaft seal and forward flange area of 

the propeller. As this propeller was a 'built up' 

design, it required that all of the propeller 

blades be removed, taken topside to the deck 

so that the mono-block propeller hub could be 

pushed up the tail shaft the required distance. 

Working in the extremes of nature, the diver/ 

technicians of the SSA forged ahead and 

completed the disassembly and inspection of 

the propeller. Co-operating with the Subsea 

Solutions Alliances’ OEM partner the diver/ 

technicians fabricated the necessary tools to 

attempt to reset the propeller hub on its taper. 

The Big push up the taper began. Following 

the same procedures provided by the OEM 

for pushing the propeller hub up the taper, 

the expert diver/technicians went to work. 

Slowly and consistently the propeller hub 

made the trek up the taper toward its rightful 

position on the tail shaft. However, within 

millimeters of reaching its goal the propeller 

hub discontinued its upward climb. Burrs on 

the tailshaft and damage to the propeller 

surface caused an irregular riding surface not 

allowing the propeller hub to ride successfully 

into position. Considering the situation with 

the tail shaft damage, the decision was made 

to arrest the propeller hub and tail shaft into 

position and leave the propeller blades of the 

built up propeller off so that the vessel could 

sail safely to the next available port for repair. 

It is unfortunate that the riding surface of the 

tail shaft was damaged beyond capabilities of 

repair as the propeller refit would have been 

completed in accordance with the OEM’s 

requirements. However circumstances beyond 

anyone’s control limited a full complete 

repair. However, a safe temporary repair in 

accordance with the Coast Guard’s and OEM’s 

requirements was completed. The good news is 

the vessel sailed away safely and is continuing 

its all-important mission in the Arctic. The diver/ 

technicians of the SSA demonstrated again that 

expert services are even needed by our most


prepared and trained first responders of the sea. 

Let us work together with you on developing 

permanent and temporary solutions to keep 

your vessels on the move! 

Cruise ships do not come out of service for 

unscheduled service unless absolutely necessary. 

Having an excessively leaking aft shaft seal 

could require a vessel to take an unscheduled 

dry-docking or be taken out of service in 

order to repair this damaged component. 

Providing unique methods of repair for the 

cruise industry has been the mainstay for the 

member companies of the SSA. With our roots 

in this industry growing out of the expansion of 

the cruise industry we work very closely with all 

cruise operators to perform complex underwater 

repairs without delaying or taking a vessel out of 

service. This past month two aft shaft seals were 

replaced on cruise vessels without any delays, 

any missed ports or any issues. 

While transiting her itinerary on the east coast 

of North America a cruise vessel developed a 

leak on her aft shaft seal. Unable to manage 

the volume of seawater ingress, an underwater 

seal replacement was required. As this podded 

propulsion system contained a seal system 

with six bonded lip rings it required the SSA’s 

Tranhab Flexible Hyperbaric cofferdam system 

for its repair. The operations team from the 

SSA’s office in Miami Florida analysed the 

itinerary and planned the execution of the repair 

over a series of three consecutive ports of call to 

ensure no vessel delays or loss of ports. Delays 

in leaving a cruise destination or missing a 

cruise destination are a huge impact to a cruise 

vessel’s financial performance and reputation. 

In the initial port the cover plates are removed 

cleanly with a carbon arc gouging system. 

The vessel was then prepped for TransHab 

installation. In the second port of call, which 

was over a 24-hour period, the TransHab 

flexible habitat was installed, the six bondable 

lip rings in the sealing system were replaced 

and the TransHab flexible habitat was removed. 

As all diver/technicians from the SSA performing 

this OEM and Classification Society approved 

repair were factory trained and certified by 

Alan Trevarthen (Left), Managing Director for 

UMC, and Gert Hendriksen, Managing Director 

for MPR, signing the agreement (see "UMC signs 

deal with MPR") 


Germany’s Blohm and Voss Industries, a full 

factory warranty was provided just as if the work 

was performed in the drydock. 

Finally in the third consecutive port, the cover 

plates were fully welded back to the podded 

propulsion system utilising the Classification 

society approved wet welding procedures of the 

SSA. With diver technicians coded to a class “A” 

standard under these procedures a permanent 

wet weld on the cover plates was accepted by 

class. Planning and executing according to the 

plan is what the SSA is all about. This is what has 

made the SSA the cruise ship underwater repair 

and maintenance company on a global basis. 

While a cruise vessel was transiting its 

itinerary in Australia and New Zealand the 

face seal developed a leak. Upon the delivery 

of spare parts, the face seal was exchanged 

completely wet without ANY vessel delays or off 

hire time. The operations team from the SSA’s 

office in Miami Florida analysed the itinerary 

and planned the seal exchange over three 10 to 

12 hour consecutive port calls. In the initial port 

call the rope guard was removed with a carbon 

arc gouging system. In the second port of call 

the face seal and seat were exchanged using 

an OEM and Classification society approved 

procedure. All technicians were factory trained 

and certified by the Original Equipment 

Manufacturer of the seal assembly. In the final 

port of call, the rope guard was welded back 

into place utilising the classification society 

approved wet welding procedures of the SSA. 

There are those times when the best plans 

just don’t come together in today’s shipping 

industry. Ship owners are always looking to 

maintain their equipment and in some cases old 

equipment becomes obsolete and unavailable 

for direct replacement. The majority of the time 

new replacement equipment is interchangeable 

with older models, but in some cases they 

aren’t. When echo sounders are upgraded and 

are incompatible with existing mounting flanges, 

through hull fittings need to be replaced. Clients 

need a permanent and class approved insert 

repair performed without taking their vessel out 

of service. Who do they call? – The experts of 

the SSA. While a vessel was performing cargo 

operations in the port of Antwerp, Belgium, the 

SSA member company from The Netherlands 

performed a permanent insert repair to 

facilitate the installation of a new mounting 

flange for a replacement echo sounder. Taking 

into consideration the class requirements for 

governing the size and method of installation 

of a permanent insert repair, the engineering 

department of the SSA developed a permanent 

repair procedure that was approved by class. 

By developing this procedure in advance of the 

repair, an accurate timeline was developed so 

While a cruise vessel 

was transiting its 

itinerary in Australia 

and New Zealand the 

face seal developed 

a leak. Upon the 

delivery of spare 

parts, the face seal 

was exchanged 

completely wet 

without ANY vessel 

delays or off hire time 

that repairs could be performed while cargo 

operations took place. The diver/welders from 

the SSA in The Netherlands arrived at the vessel 

and performed all dive safety procedures as 

well as outlined the procedure with the vessel’s 

staff prior to operations taking place. A fully 

engineered cofferdam was then installed over 

the old echo sounder by means of wet welding 

to secure the cofferdam into position. With 

certified wet welding procedures preapproved 

by class and diver / welders coded to these 

procedures, quality welds with consistent 

strength were applied. The cofferdam was 

then drained and leak tested. The ship’s crew 

provided access to the cargo hold and the old 

echo sounder was removed. The old plate and 

echo sounder flange was removed and the 

ship’s structure was prepared for a permanent 

insert. The permanent insert was prepared 

orienting the flange bolt pattern accordingly. 

Finally the insert repair was welded into the 

ship’s structure with a class approved repair 

procedure utilising full penetration welding. 

Upon cooling, the weld and heat affected zone 

was checked with a non-destructive method. 

The technician from the manufacturer of the 

echo sounder installed the new echo sounder. 

The cofferdam was safely removed and the 

technician from the OEM tested the newly 

installed echo sounder. 

From simple video surveys to complex in 

water repairs, the SSA can provide the entire 

portfolio. Multi-skilled diver/technicians, certified 

in all facets of underwater ship repair, supported

y an in-house engineering department enables 

the SSA to deliver the entire repair; all in house! 

Let us know what we can do for you. 

SSA was very busy recently meeting the needs 

of the industry by performing multiple high 

value repairs in various ports around the world. 

The summary below illustrates just some of the 

major projects performed. 

• A monoblock propeller repair with cold static 

load straightening was performed on the US 

East Coast 


load straightening was performed in the 

Caribbean 


load straightening was performed in Italy 

• A controllable Pitch propeller repair with 

blade seal replacement was performed on 

the US East Coast 

• An aft stern Lip seal system was repaired with 

a flexible hyperbaric cofferdam in the Middle 

East 


a flexible hyperbaric cofferdam in Central 

America 


a flexible hyperbaric cofferdam on the US 

East Coast 


a flexible hyperbaric cofferdam in the South 

Pacific 


a flexible hyperbaric cofferdam in Europe 

• An aft stern Face seal was repaired 

completely wet in the Caribbean 

• A stabiliser repair was performed in Italy 

• A tunnel thruster exchange was performed in 

the Far East 


the Caribbean 


Italy 

• A tunnel thruster repair was performed in Italy 

• A tunnel thruster repair was performed in 

South America (Brazil) 

• An azimuthing thruster repair was performed 

in South America (Brazil) 

• A permanent weld repair was performed 

to the sea chest of a vessel on the US West 

Coast 

• A permanent insert repair was performed 

to the shell plate of a vessel in the Canary 

Islands 

• A permanent insert repair was performed 

to the shell plate of a vessel on the US East 

Coast 

• A permanent weld repair was performed to 

the shell plate of a vessel in the Middle East 

• A rudder repair was performed on a vessel in 

the Far East. 

UMC signs deal 

with MPR 

Worldwide underwater ship maintenance 

specialists UMC International and Dutch 

based marine propeller repair specialists 

Maritime Propeller Repairs (MPR) have signed 

an agreement to co-operate for workshop 

and in-water propeller repairs. The agreement 

was signed in Asperen, Netherlands during 

September 2011, at an open day hosted by 

MPR. More than 300 visitors attended the 

event, and all were very enthusiastic about the 

new joint service. Alan Trevarthen, Managing 

Director for UMC, and Gert Hendriksen, 


Managing Director for MPR, signed the 

agreement in front of local press and shipping 

company representatives. 

Established in 1972, UMC has an extensive 

network of office locations around the world 

from where they offer a global underwater 

engineering vessel support service. UMC have 

developed a reputation of being the world’s 

leading vessel underwater support service 

company and continually strive to develop new 

ideas and procedures to reduce operating 

costs of vessels in service. UMC attend around 

1000 vessels per year and are constantly called 

to inspect marine propellers. In many cases, 

damage is found and correct diagnosis is key. 

MPR was established in May 2011 by a team 

of highly experienced propeller repair specialists 



Hydrex divers work on the bulk carrier offshore UAE 

whose knowledge and expertise in this field is 

second to none. The company has established 

specific welding procedures which have been 

tested and approved by Class. The workshop, 

located in Asperen, has a capacity of up to 80 t 

lift. The mobile propeller balancing equipment 

can be dispatched to vessels anywhere in the 

world, and two teams of mobile specialists 

ensure a quick response to clients’ requests. 

Propellers of up to 11 m diameter can be 

accurately measured. 

MPR specialises in all types of fixed and 

variable pitch propeller repairs: 

• Cavitation 

• Cracking 

• Straightening 

• Polishing 

• New blade tips 

• Modification of blades 

• Balancing 

• Emergency repairs 

• Blue fitting of Propellers and rudder stocks. 

The objective of the agreement was to be able 

to offer a 24 hour support service for the joint 

client base of UMC and MPR, reaching out 

worldwide. The agreement also covers repairs 

and removal, replacement of bow/stern thruster 

units and the bonding of seals. Alan Trevarthen 

commented “MPR have demonstrated that they 

are perfectly placed to provide UMC access to 

specialist expertise and resources in propeller 

repairs, allowing UMC to reliably offer a wide 

range of in-water propeller maintenance services 

to our customers.” Gert Hendriksen commented 

“The demand for propeller repairs has surprised 

even us. The opportunity to work together with a 

company of the standing of UMC is a great vote 

of confidence in our workforce.” 


News from Hydrex 

When the shell plating of a 300 m bulker was 

indented over a length of 150 m after running 

aground in the Suez Canal, a large crack 1.5 

m long appeared, making it impossible for 

the vessel to sail any further. To close off the 

crack and allow the vessel to continue its route, 

Hydrex sent a nine man diver/technician team 

to the vessel’s location, some 34 kms off the 

coast of Fujairah, United Arabian Emirates. 

The ship had suffered very extensive 

grounding damage while leaving the Suez 

Canal, indenting the underwater hull on the 

starboard side over half the total length of the 

ship and up to 6 m deep, compressing the shell 

plating and seriously weakening the strength of 

the hull. Luckily the damage only covered the 

first three ballast tanks, for had it reached the 

fourth tank or the cargo hold, there was risk that 

the ship would have sunk. 

As the situation now stood, only some small 

cracks were present and no leakages. The ship 

was allowed to sail on to its next stop in Fujairah 

where unfortunately a large crack appeared. 

This was a consequence of the movement of 

the indented plating during the journey. The 

additional damage and consequent water 

ingress made it impossible for the vessel to 

continue to China for unloading until the crack 

was repaired sufficiently to avert the risk of any 

further damage. 

After the customer contacted us, one of 

Hydrex’s technicians flew to Fujairah for a 

preliminary inspection of the damage. This 

was essential in order to create a repair plan 

that would offer the customer the best possible 

solution for this specific problem. This plan was 

designed in co-operation with a naval architect. 

Next it was proposed to the customer who 

gladly approved it. 

The leakage had lowered the fully loaded 

ship from a draft of 18 m to 22 m. Because 

such a water depth means shorter diving 

intervals, a large diving team was immediately 

mobilised to the vessel to allow the team to 

work continuously for the 12 hours that were 

available each day. 

To get a perfect assessment of the way 

the shell plating had been compressed, a 

special frame was made and secured over 

the damaged area. This allowed the diver/ 

technician team to get exact measurements 

of the distorted plating. These measurements 

were then used to create a special cofferdam 

that would cover the crack and prevent it from 

growing further. 

After the cofferdam had been positioned 

and secured, it was reinforced with longitudinal 

stiffeners and additional fortifications until it was 

strong enough to hold the water pressure. The 

tank behind the crack was then emptied, bringing 

the vessel back to its previous draft of 18 m. 

In total the reinforcements covered an area of 

18 m² and the combined length of all the welds 

was over 500 m. When the operation was 

finished, only a few reinforcements needed to 

be added to the inside of the hull to prepare the 

ship for its journey to China. 

In Manzanillo, Mexico, a Hydrex diver/ 

technician team cropped two of the six blades 

of the propeller of a 208 m container vessel. 

Both blades had suffered heavy cavitation 

damage and needed to be cropped to restore 

the propeller’s balance.

To make a full assessment of the damage, 

the team first performed an underwater 

inspection. The information acquired was 

then used to calculate and determine the 

correct measurements needed to modify the 

trailing edges of the propeller blades. The two 

blades were then cropped and all edges on 

the cropped areas were ground and polished. 

This kind of repair is carried out to achieve the 

greatest possible efficiency for the vessel. 

By taking advantage of the in-house 

developed cold straightening technique, 

propeller blades that are bent can often even 

be straightened underwater, allowing the ship 

to return to commercial operations without the 

need to drydock. In this way optimum efficiency 

of the propellers can be restored by bringing the 

blades back close to their original form while 

the vessel remains afloat. 

Hydrex has carried out repairs and 

replacements on all types of seals on site, and 

in most cases underwater, for a number of years 

now. This helps owners to extend their vessel’s 

drydock interval and eliminates the loss of time 

and production brought about by drydocking. 

Using the Hydrex flexible mobdocks, fast 

response to any emergency call is guaranteed 

to locations around the world from the various 

Hydrex offices. 

Since Hydrex divers first carried out an 

underwater face seal replacement 15 years ago, 

the company has constantly worked to advance 

the techniques used for all kinds of seal repairs. 

This led to the development of the unique flexible 

mobdock (mobile mini drydock) technique which 

allows Hydrex teams to create a dry underwater 

working environment around a seal assembly. 

The technique made it possible to replace stern 

tube seals in their entirety underwater. Hydrex 

has now received full class acceptance from 

several major classification societies to perform 

The Navios Sagittarius 

underwater stern tube seal repairs. 

During July, 2011 the Tsavliris Salvage Group 

urgently dispatched the salvage tug Stevns 

Battler in response to a call for assistance from 

the 75,756 dwt bulk carrier Navios Sagittarius 

laden with a full cargo of iron ore pellets. The 

Navios Sagittarius had run aground on the 

Tonneberg Banke, about 23.5 miles east of 

Frederikshavn, Denmark, while on passage 

from Finland to China. 

The salvage team arrived the same day 

and prepared a refloating/salvage plan, 

incorporating environmental and safety 

measures. During late July, a salvage plan was 

approved by the Danish authorities and, after 

about 3,000 t of cargo had been transferred 

to the lightering vessel, by pressurising certain 

tanks and with the assistance of tugs, the vessel 

was refloated. 

A Hydrex diving team contracted by the 

salvors had carried out a preliminary video 

inspection which found large penetrations, 

indentations and cracks in the hull, and heavily 

deformed plates. However, it was impossible 

to get a full picture of the damage with the 

ship still aground. The vessel was then towed 

to Frederikshaven for a detailed underwater 

inspection, extensive bottom repairs, and 

reloading of cargo. 

With the vessel refloated it was possible to 

carry out a detailed inspection of the hull and 

note all damage. Tsavliris had signed a Lloyd’s 

Open Form salvage contract with Navios and 

sub-contracted several companies to carry out 

inspection and repairs. The chief sub-contracting 

company for the inspection, planning and 

repair work was Belgium’s Hydrex. Tsavliris had 

previously contracted Hydrex to carry out a stern 

tube replacement on the bulk carrier Minoan 

Euro in Manila. Captain George Polychroniou, 

Tsavliris’ Operations Manager overall in charge 


A new hull section for the Navios Sagittarius 

of both salvage projects confirmed that, “The 

co-operation with Hydrex was excellent in both 

operations.” This was particularly important in 

a complex salvage operation which lasted three 

months and for which Hydrex mobilised 24 

divers full time, in two shifts, for the duration of 

the operation, under the technical directions of 

Tsavliris naval architects and salvage master. 

The Hydrex team of 24 full-time divers 

was organised and assembled by Onno De 

Nooijer, Technical Services Officer for Hydrex 

in Antwerp, Captain Barend Visser, Tsavliris 

Salvage Master and Michalis Chourdakis, 

Tsavliris Technical Consultant, and headed up 

initially by Toon Joos, one of Hydrex’s most 

experienced diver/welders, who was able to 

provide much technical input and assistance 

to the naval architects during the planning 

stages. Toon was later replaced by Jan Botte 

who successfully led the Hydrex divers for the 

majority of the repair operation. 

Thus it was Hydrex divers who examined the 

hull, took measurements and photographed 

and videoed the damage. They reported two 

very large holes in the hull, one about 5 m x 

5 m aft on the port side and the other about 

8 m x 1.8 m near the forepeak on the port 

side, as well as many smaller holes, cracks 

and indentations. The damage was very severe 

indeed. SORJ 


Wärtsilä opens new 

logistics centre 

Finland’s Wärtsilä, has inaugurated its new 

spare parts distribution centre in Kampen, the 

Netherlands. The Central Distribution Centre 

is to be inaugurated by Wärtsilä’s President 

& CEO Björn Rosengren together with Bort 

Koelewijn, the Mayor of Kampen. 

The Central Distribution Centre is the core 

of Wärtsilä Global Logistics Services, and 

integrates eight previously localised spare 

parts warehouses into one global supply chain 

operation. It covers the entire material flow from 

order confirmation until the point of delivery at 

the customer’s doorstep. The new centre will 

shorten transportation distances, reduce spare 

parts traffic between warehouses, and improve 

management of the entire supply chain. 

Wärtsilä’s global service network continues to 

serve the customers with a full range of services 

and repairs. 

“The new centre will deliver spare parts to 

customers and Wärtsilä’s 160 service locations 

around the globe. By using one global 

logistics centre, and through the creation of a 

highly efficient logistics flow, Wärtsilä is better 

positioned to serve its customers and suppliers. 

Consolidating logistics and warehousing will 

The new Wärtsilä distribution centre in Kampen 


Machinery Repairs 

result in faster and more efficient spare parts 

deliveries, 24 hours a day seven days a week,” 

says Christoph Vitzthum, Group Vice President, 

Wärtsilä Services. 

The new distribution centre began operations 

in December 2010 and will be fully operational 

before the end of this year. The facilities 

cover an area of 37,000 m 2 . Wärtsilä’s total 

investment in the new distribution centre has 

been approximately €70m. When in full 

operation there will be approximately 140 

people working there. 

The Central Distribution Centre has been 

designed and implemented by Swisslog, a 

logistics solutions provider. CEVA Logistics, 

a supply chain management company, is 

responsible for the shipments and operational 

warehouse handling. 

Bit Viking 

conversion completed 

The unique fuel conversion of the 24,783 dwt 

product tanker Bit Viking, from heavy fuel oil 

to gas operation, has been finalised and the 

vessel was handed over to Tarbit Shipping. 

The re-commissioned vessel is operated by 

Statoil along the Norwegian coastline, and the 

conversion carried out by Wärtsilä enables it 

to qualify for lower NOx emission taxes under 

the Norwegian NOx fund scheme. The fund 

is a co-operative effort whereby participating 

companies may apply for financial support in 

return for introducing NOx reducing measures. 

Furthermore, LNG operation means lower CO 2 

emissions, and virtually no sulphur oxide or 

particle emissions whatsoever. 

This is the first marine installation in the world 

to involve converting Wärtsilä 46 engines to 

Wärtsilä 50DF engines, and the first 50DF 

marine installation with mechanical propulsion. 

By operating on LNG, the Bit Viking becomes 

one of the most environmental friendly product 

tankers in the world. 

In August 2010, Wärtsilä announced that it 

had signed a turnkey project with Tarbit Shipping 

to convert the Bit Viking to LNG operation. The 

scope of the conversion package from Wärtsilä 

included deck-mounted gas fuel systems, 

piping, two six-cylinder Wärtsilä 46 engines 

converted to Wärtsilä 50DF units with related 

control systems and all adjustments to the 

ship’s systems necessitated by the conversion. 

The vessel’s classification certificate was also 

updated. The engines are connected directly 

to the propeller shafts through a reduction 

gearbox, thus avoiding the electrical losses that 

are an unavoidable feature of diesel-electric


The Bit Viking on sea trials after the conversion 

configurations. This enables a significant 

improvement in propulsion efficiency, reduced 

fuel consumption, and corresponding reductions 

in emissions. This is the first LNG fuelled vessel 

to be classified by Germanischer Lloyd. 

The Bit Viking utilises Wärtsilä’s new LNGPac 

system, which enables the safe and convenient 

on-board storage of LNG. The two 500 m³ 

LNG storage tanks are mounted on the deck to 

facilitate bunkering operations and permit the 

bunkering of LNG at a rate of 430 m 3 /hr. The 

storage tanks provide the vessel with 12 days of 

autonomous operation at 80% load, with the 

option to switch to marine gas oil if an extended 

range is required. When visiting EU ports, which 

have a 0.1% limit on sulphur emissions, the 

vessel operates on gas. 

“Wärtsilä’s unique expertise and experience 

with dual fuel technology, as well as with 

fuel conversion projects, were the main 

reasons for us choosing them. We appreciate 

the technological efficiency of the Wärtsilä 

solutions and the expert way in which this 

conversion project has been handled. 

We are proud that the Bit Viking is now 

one of the world’s most environmentally 

sustainable tankers in operation,” says Anders 

Hermansson, Technical Manager, Tarbit 

Shipping. “This is a major step for Wärtsilä in 

consolidating its market leading position in 

LNG solutions for the shipping industry. The 

successful sea trials with this vessel provide yet 

further validation of the viability of LNG as the 

marine fuel of the future. We anticipate that 


this development will rapidly accelerate during 

the coming few years,” says Sören Karlsson, 

General Manager, Gas Applications, Ship 

Power Technology. 

The Bit Viking is the world’s first vessel in 

service whose main machinery has been 

converted to burn LNG as fuel. She is also the 

largest commercial vessel which is not an LNG 

tanker, to use LNG as fuel. After the conversion, 

which was undertaken under the supervision of 

classification society Germanischer Lloyd (GL), 

the 24,783 dwt product tanker successfully 

completed sea trials. 

Delivered in 2007 by China’s Shanghai 

Edwards shipyard, the Bit Viking is built with 

double engine rooms, propellers, steering 

gears, rudders and control systems. “The 

technical challenge in the conversion process 

was immense”, says Ronnie-Torsten Westerman, 

Business Development Manager at GL. As a 

world first, the project required special attention 

on how to interpret the relevant class rules and 

how the flag administration would understand 

and accept the risk analysis. Says Westerman: 

“Special attention was given to the bunkering 

process and how it should be performed, since 

this is a critical operation and requires special 

expertise and equipment.” 

The conversion of the Bit Viking was also a 

good opportunity to evaluate whether GL’s own 

rules for gas as ship fuel would prove up to the 

task. After the successful conversion Ronnie- 

Torsten Westerman is optimistic: “The existing 

rules are sufficient to cover such a conversion, 

as the Bit Viking underwent.” 

Within the short period of operation since her 

conversion, the Bit Viking has already achieved 

considerable benefits for the environment: 

greenhouse gases reduced by 20% to 25%, 

sulphur output cut entirely, NOx gases were cut 

by 90% and particulate emissions reduced by 

99%. An official emissions measurement has 

been conducted, but the final results are not 

available yet. “However, these figures are a 

strong indicator of the outcome”, says Ronnie- 

Torsten Westerman. 

The Bit Viking recommenced commercial 

trading during late October, 2011. Ever since, 

she has been performing as expected and the 

crew has successfully bunkered her from the 

shore facility at Risavika, South of Stavanger. 

The Bit Viking is trading along the entire length 

of the coast of Norway, from Oslo to Kirkenes, 

on behalf of oil major Statoil. 

MAN Primserv signs 

maintenance contracts 

in China 

MAN PrimeServ Shanghai has signed two 

significant maintenance contracts with COSCO, 

the state-owned Chinese shipping group, the 

contracts adding up to a value of more than €4m. 

The first contract covers the retrofit of 32 

vessels from the COSCO Bulk Carrier fleet with


The contract signing ceremony with COSCO 

Shanghai (from left): Chang Hua Ming – 

General Manager of COSCO Shanghai, and 

Dr Stephan Timmermann – MAN Diesel & Turbo 

Executive Board 

slide-fuel valves. It also includes the retrofit of 

7 + 6 vessels with Alpha Lubricators, giving a 

cumulative value of more than €2m. 

The second contract is with COSCO 

Shanghai and covers the maintenance of 

24 sets of TCA88 turbochargers aboard 12 

vessels. This contract too is valued at over 

€2m. Dr Stephan Timmermann, Executive 

Board Member of MAN Diesel & Turbo said: 

“We are proud to have agreed these contracts 

with COSCO. The nature of the retrofits, in 

particular, will greatly benefit the performance 

of COSCO’s engines and is testimony to 

the company’s green credentials, while the 

turbocharger deal is the first such agreement 

we have drawn up in China. We are looking 

forward to a long working relationship with one 

of China’s leading maritime companies.” 

The ABB Marine ‘shore to ship’ system 


ABB strengthens position 

in marine automation 

and control business 

ABB’s global business for Marine and Cranes 

continued to expand in 2011. To better serve 

the needs of the marine automation and 

control system market, the company established 

a global Vessel Information and Control 

organisation to develop automation solutions 

specifically for marine applications, based 

on ABB’s field-proven process automation 

technologies. ABB’s expanded portfolio of 

solutions for Marine Automation and Control 

systems consists of a broad range of marine 

advisory and fleet management reporting 

solutions, integrated automation, vessel 

management and control systems, and marine 

instrumentation and sensors, all of which help 

to optimise vessel operations and performance, 

improve energy efficiency, onboard equipment 

reliability and availability, and operational safety. 

The demand for upgraded vessel information 

and control systems has increased, as 

ship operators must be ready to meet new 

environmental regulations, while they lower 

onboard energy use and fuel consumption. ABB’s 

automation and control technologies provide 

the visibility and control needed to achieve these 

goals and improve operating costs. 

Using ABB’s leading edge automation 

solutions that have helped customers 

throughout the process industries improve their 

operational efficiency, energy efficiency, asset 

availability and overall safety, ABB will further 

develop specific versions of these solutions 

for the needs of the marine industry, for use in 

offshore and merchant vessel applications. 

“While maintaining our leading position as 

electrical power and propulsion system supplier in 

offshore drilling, passenger vessels, LNG tankers 

and other market segments, ABB will expand 

our offering to include marine automation and 

advisory systems based on our solid industry 

experience and cutting-edge technology,” said 

Veli-Matti Reinikkala, head of ABB’s Process 

Automation division. “This strategic move is 

part of our 2015 growth strategy; ABB’s vast 

experience in process automation technologies 

helps us to redeploy these successful industry 

proven solutions to help our marine customers.” 

ABB has a large installed base of more 

than 3,000 automation and control systems in 

operation for marine applications worldwide; 

professionals from 22 ABB Marine Service 

Centres globally maintain these systems and 

provide any needed support services. 

In 2011, the company sold a total of 350 

automation, vessel management and control 

systems of various types for a wide range of


vessels, including drillships, jack-up drilling rigs, 

offshore support vessels, and passenger vessels. 

ABB’s Process Automation division delivers 

industry specific solutions and services for 

industrial automation and plant electrification. 

These solutions help customers meet their critical 

business needs in the areas of energy efficiency, 

operational profitability, capital productivity, 

risk management, and global responsibility. 

Available industry specific solutions include 

process control, instrumentation, analytics, 

safety, plant optimisation, telecommunications, 

energy management and power distribution. 

Meanwhile, ABB Marine and Cranes in 

the UK are working to promote the huge 

environmental and commercial benefits of the 

utilisation of Shore to Ship high voltage electrical 

connection technology in the UK market. 

Also known as ‘Cold Ironing’ and ‘Alternative 

Marine Power’ this is essentially the port operator 

providing a connection to the local electricity 

network for the vessel. This allows the vessel to 

shut down its diesel engines thereby cutting all 

air borne emissions (carbon dioxide plus other 

emissions such as nitrogen oxide, sulphur oxide 

and particulates). In addition to the significant 

benefit to the environment, a reduction in noise 

pollution and vibration is realised which has a 

positive effect on local communities. 

Confusion around a global standard has 

been a common concern. This has recently been 

addressed by the publication of the IEC ‘Publicly 

Available Standard’ (IEC/ISO/IEEE 60092-510) 

which aims to ensure global compatibility for 

connections, communication and protection. 

Stuart Melling, Account Manager for ABB 

Marine and Crane Business Unit says, “This 

development removes some of the uncertainty 

a port and vessel operator would have around 

investing in this technology. The environmental 

benefits are clear – most of our customers accept 

this but also want to avoid investing in a ‘white 

elephant’. Now that a global standard has been 

published, the prospect of using this solution to 

achieve port and vessel environmental targets 

(such as energy efficiency and carbon dioxide 

reduction) is much more compelling. 

“Vessel operators are under increasing 

pressure given IMO environmental regulations 

(MARPOL 73/78 Annex VI) and EU directives 

(2005/33/EC sulphur limits in port). The use of 

expensive low sulphur diesel in port drives up 

operating costs – this could make connection 

to the port supply very attractive from a 

commercial aspect as well as in helping to 

achieve environmental improvements. For port 

operators, this provision of electricity to vessels 

will bring an additional revenue stream, will 

help contribute to their carbon reduction targets 

and will help promote a much cleaner image to 


The Showboat Branson Belle is a dinner cruise vessel, the largest 

of its kind to be built on a land-locked lake in the United States 

local residents. As many ports have achieved, 

or are in the process of achieving ISO14001, 

this solution can provide an ideal element of the 

environmental improvement strategy.” 

New service centre 

for SKF 

SKF has announced it is further strengthening 

its presence in and commitment to the marine 

industry with the establishment of a global, 

marine-focused network of specialised 

technology and service centres that will focus on 

providing a complete range of marine solutions 

to improve fleet efficiency and predictability in a 

sustainable way. 

The first SKF Marine Industry Service Centre 

will open in January 2012, near Rotterdam, 

The Netherlands. This Centre will be the hub 

of SKF global marine services, and plans 

call for additional marine centres to be 

established in Asia and Latin America. “The 

SKF Marine Industry Service Centre near the 

port of Rotterdam is a major step forward for 

SKF, as an increasingly important player in the 

marine industry,” comments Gerald Rolfe, SKF 

Executive Business Manager, Marine. “The SKF 

Marine Industry Service Centre incorporates 

a team of more than 30 highly experienced 

marine engineers, and is connected to the 

worldwide network of local SKF sales and 

service units.” The SKF Marine Industry Service 

Centre will provide a wide range of services 

and products for the marine industry and 

will accommodate facilities for training and 

certification related to the marine industry. 

According to SKF Global Marine Segment 

Manager David LH Johansson, SKF has 

developed a range of solutions that improve 

availability and cut operating costs across 

the marine market, “Our expertise applies to 

machinery systems on a range of ship types, 

from oil & gas fleets and pipe-lay vessels, large 

container carriers and cruise ships, to highly 

specialised research vessels and workboats.” 

He notes, “Whether a business is involved in 

designing, building, sailing or maintaining a 

vessel, SKF can help improve profitability in a 

multitude of ways.” 

CAT generator solutions 

to showboat 

Caterpillar Marine Power Systems has been 

selected to provide three Cat C32 Diesel 

Electric Propulsion (DEP) Engines for the 

Showboat Branson Belle repower. Each C32 

engine will provide 910 ekW at 1,800 revs/min. 

The Showboat Branson Belle is a dinner cruise 

vessel, the largest of its kind to be built on a 

land-locked lake in the United States. Weighing 

in at over 1,100 t, the Showboat Branson 

Belle measures 84.7 m in length, and has a 

passenger capacity of 700. The Cat generator 

set solutions for the Showboat Branson Belle are 

slated for delivery in early 2012. The Belle is 

scheduled to be back in regular service cruising 

Table Rock Lake in Missouri in March 2012. 

“The goal of this specific project was to improve 

the overall sustainability of the Branson Belle’s 

operations using the latest engine emission 

technology,” said Jim Mundth, Caterpillar 

Marine Power Systems sales manager. “The Cat 

C32 ACERT DEP package provides the latest in 

emissions technology at a competitive price and 

is complemented by the service and support 

from Fabick, the local Cat dealer.” 

Caterpillar’s unique ACERT technology will allow

the Showboat Branson Belle to significantly reduce 

the NOx and PM emissions of its operations. 

The ACERT technology features an enhanced 

engine combustion process that reduces engine 

wear and minimises fuel needed to support the 

complete electrical load of the Branson Belle, 

including both propulsion and general electrical 

needs. The C32 ACERT also features a Cat 

ADEM electronic controller which coordinates 

and enhances fuel delivery, air supply and other 

engine functions to maximise overall performance 

and reduce emissions output. By utilising a diesel 

electric propulsion power solution, the vessel will 

benefit from improved fuel consumption, load 

optimisation and fuel efficiency in addition to the 

reductions in emissions. 

Reducing emissions is a key imperative within 

the Caterpillar sustainability strategy. As detailed 

in the 2010 Sustainability Report, Caterpillar 

is powering change by leveraging technology 

and innovation to increase efficiency and 

productivity with less impact on the environment 

and helping our customers do the same – 

enabling their businesses to become more 

productive by providing products, services and 

solutions that use resources more efficiently. 

Fabick, a Cat dealer located in Missouri, 

led Caterpillar efforts on the project and will 

continue to provide sales and service support 

upon engine delivery and installation. Marine 

Sales Manager Rick Morris said, “We’re proud 

to be involved in such a significant project 

for our tourism industry here in Missouri. The 

Branson Belle is an outstanding showboat 

and we’re pleased to improve the sustainable 

operations of the vessel in any way possible.” 

Meanwhile, Caterpillar has announced it has 

retained the global maritime industry consulting 

firm Germanischer Lloyd (GL) to conduct Marine 

Service Assessment (MSA) Certifications for the 

worldwide marine Cat dealer network. The 

Cat dealer network consists of global locations 

that sell, service and support marine diesel 

engines and generator sets. Caterpillar will use 

the MSA as the basis of a high-level standard 

for assessing dealer performance and quality 

worldwide, with a certified result serving as the 

benchmark for superior service capabilities. 

The MSA programme was established by 

Caterpillar to objectively assess marine dealers 

utilising formalised metrics, with a goal to 

identify improvements that dealer locations 

can implement to ensure customers receive 

the superior level of service they have come to 

expect, regardless of where their vessel is located. 

GL’s independent assessment of the technical 


and commercial performance of the dealer 

network will set a benchmark and establish a 

common standard of evaluation. The certification 

programme will also help to identify areas for 

improvement in the scope of dealer services, 

including technical support, main shop repairs, 

field repairs, upgrades, sales, qualification of 

technical staff, back-up support, administration, 

disposition, customer satisfaction and delivery 

time. “Our customers around the world expect to 

receive legendary Caterpillar service, regardless 

of where they need vessel maintenance or repairs. 

Having a third party certify our assessment 

process will ensure that we are delivering a 

consistent level of service throughout our global 

dealer network and allows peace of mind to 

our customers that the certification is globally 

recognised,” said P Jaime Tetrault, Caterpillar 

Marine Power Systems product support director. 

“We selected GL for this important programme 

because of the organisation’s worldwide network 

of skilled auditors and in-depth experience in 

second- and third-party audits and the global 

recognition of GL within the marine industry.” 

Upon a successful assessment, dealers will be 

given a GL certificate as independent evidence of 

their achievement stating their official certification 

level. SORJ 


Interferry claims lowsulphur 

timetable is 

‘mission impossible’ 

Interferry says that ferry operators in northern 

Europe face a near-impossible choice in trying 

to meet the 2015 deadline for ultra-low sulphur 

emissions from bunker fuel. The association 

also warns that the low-sulphur legislation will 

prompt an environmentally damaging modal 

shift from short-sea to overland transport and 

pose severe financial implications for the overall 

European economy. Under pending IMO 

and soon to be agreed European Union (EU) 

environmental requirements, vessels operating 

in the Baltic, North Sea and Channel Emission 

Control Areas (ECAs) will have to comply with a 

0.1% limit on fuel sulphur content. 

Interferry says it acknowledges ferry 

operators’ responsibility to reduce emissions 

and supports the move to lower sulphur limits 

globally by 2020 – but claims that the 2015 

timescale is ‘mission impossible´ due to 

unsustainable cost increases. It argues that, 

despite the ferry industry’s efforts to develop 

alternative technologies and feasible alternative 

fuels, abatement technologies and financial 

support will not be available or sufficient 

enough to avoid a modal shift from sea to 

road. These alternatives are the elements in a 

‘toolbox’ of technical and financial solutions 

proposed by the European Commission (EC). 

Interferry’s Johan Roos 


Emissions 

“Our only option is 

to use marine gas 

oil – technically 

straightforward but 

very costly and 

potentially counterproductive 

in 

environmental terms 

The toolbox suggests the use of ‘clean’ LNG 

fuel or, for vessels that continue to run on 

heavy fuel oil, the use of scrubbers – exhaust 

gas cleaning systems. It also points operators 

towards EU funding initiatives and state aid. 

Interferry responds that these are not realistic 

options because: 

• it is widely recognised in Europe that LNG 

is only an option for new vessels due to 

the prohibitive cost of converting existing 

vessels, and in any case the LNG fuel supply 

infrastructure is inadequate 

• scrubber technology is not a ‘miracle cure’. 

The association notes that ferry operators are 

pleased to have contributed financially and 

operationally in developing the technology 

and says it is a solution that seems to be 

able to remove sulphur particles from the 

exhaust gases on some ships. However, a 

new Interferry feasibility study covering 108 

vessels from six leading operators reveals 

that scrubbers would not be technically or 

financially viable for 60% of the existing 

fleet. Furthermore, trial installations among 

association members have shown that it 

will not be possible to have scrubbers in 

operation in time for 2015 for the other 40% 

• EU funding is virtually non-applicable as 

it applies largely to newbuilds and new 

routes – a low priority among operators who 

have invested heavily in new tonnage in 

recent years, and who now face a desperate 

economic climate that also reduces the 

likelihood of state aid. 

“There is no financial support for existing ferries, 

while LNG and scrubbers are not feasible,” says 

Johan Roos, the association’s executive director 

of EU and IMO affairs. “In effect, the toolbox 

is completely empty. Our only option is to use 

marine gas oil – technically straightforward but 

very costly and potentially counter-productive in 

environmental terms. Operators have warned 

that they will not be able to pass on the 70% 

or more fuel cost increase to customers with a 

choice of transport modes, which will inevitably 

push up to 50% of cargo off short-sea ships 

and back on to the road network.” 

He added that, apart from cost, availability 

is also an issue with MGO, stressing: “At the 

very least, the IMO must bring forward its 

availability review from 2018, as mandated 

in MARPOL Annex VI, to 2012 or 2013. It’s 

also clear that the on-going revision of the 

EU Directive must put provisions in place as 

to what should happen if low-sulphur fuel is 

simply not available to operators in 2015.” 

Roos conducted the scrubber feasibility study 

among six Interferry members operating in the 

north European ECAs – Brittany Ferries, DFDS, 

Grimaldi Group, P&O Ferries, Stena Line and 

TT-Line. The conclusion that more than half their 

existing ships could not be fitted with scrubbers 

was based on five critical parameters: 

• Vessel age and the consequent commercial 

viability of making a massive technical 

investment 

• Stability reserves taking into account the 

weight of scrubber units and how high up the 

funnel they would be fitted 

• Deadweight reserves and the resulting impact 

on cargo capacity 

• Casing – because many ferries have very 

limited void in the ideal funnel casing location 

and would therefore need special scrubber 

casing that reduces cargo capacity 

• Whether or not Selective Catalytic Reduction 

(SCR) technology was already fitted to reduce 

NOx emissions – if so, retrofitting wet exhaust 

scrubbers would be more challenging as 

these cool gases to below 100o C compared 

with temperatures above 400o C required by 

SCR. 

The detailed results are being offered to 

the European Maritime Safety Agency for 

independent audit and will also be made 

available to relevant authorities. Meanwhile, 

the EC toolbox was discussed in Helsinki on 

18 November when senior personnel from 

Interferry members joined Roos at a special 

seminar organised by the Finnish Ministry of 

Transport & Communications and the Finnish 

Transport Safety Agency. 

GL looks at scrubbers 

Pressure on the shipping industry to reduce the 

air emissions from vessels grows day by day. 

Regulations to more strictly limit the sulphur 

content in marine fuel are in place and set 

to tighten over the coming year. Exhaust gas 

scrubbers are one solution for vessels to meet

such limits over the coming years and to discuss 

the use of this technology Germanischer 

Lloyd (GL) recently held an exchange forum 

at their Head Office in Hamburg. More than 

50 representatives from the maritime industry, 

shipping companies, ship management 

agencies, shipyards, maritime journalists and 

stakeholders met to consider the emissions 

limits, hear presentations from GL and industry 

experts, and discuss the drivers, implementation 

and commercial implications of scrubber 

technology for the industry. 

Ralf Plump, Head of GL’s Department 

Environmental Research, set the background 

for the presentations at the forum, 

providing attendees with an examination 

of the international regulations in place 

and upcoming, the drivers pushing their 

introduction, and the advantages provided by 

scrubber technology. Mr Plump also looked 

at the estimated costs for retrofitting scrubber 

to existing vessels, in comparison with the 

installation of LNG fuel systems. Not only 

scrubber technology, but overall fuel efficiency 

in the maritime logistic chain was the key to 

lowering emissions, he noted, but shipping 

should also have its eye on the development of 

‘zero emissions’ solutions. 

The class and regulatory requirements for 

the conversion of vessels to utilise scrubber 

technology were the focus of the Georg Martin, 

Head of GL’s System Technology Department, in 

his presentation. The safety considerations, class 

rules and monitoring requirements were laid 

out by Mr Martin, who noted that for the Class 

rules did not require Wet Scrubber Systems to 

have a scrubber bypass system, as long as the 

complete system is made of non-combustible 

material. In his presentation ‘Special Features 

of the application of Wet Scrubber Technology’, 

Torbjorn Henriksson, from Wärtsilä Industrial 

Operations, looked at the scrubbing process 

and Wärtsila’s solutions both for scrubbers 

and for wash water processing. Mr Henriksson 

went on to examine Wärtsila’s first full-scale 

SOx (sulphur oxide) scrubber installation on 

the GL-classed Containerships VII, which was 

completed in August 2011. Dan Lingenberg, 

from Couple Systems, looked at the process, 

installations and logistical use of dry scrubber 

Emissions 

technology in his presentation: ‘Benefits of the 

application of Dry Scrubber Technology’. Mr 

Lingenberg showed how the systems had been 

integrated into several vessel types and the 

disposal options for the gypsum that remains as 

a waste product of the scrubbing process. 

The results of having a dry scrubber system 

installed on a vessel in service were presented 

by Roerd Braren from Reederei Braren. In 

2009 the 6,389 dwt part containership 

Timbus was used in a pilot project testing a dry 

scrubber system from Couple Systems, since 

then repeated analyses have demonstrated a 

reduction in SOx of more than 99%. The system 

has been working reliably and efficiently since 

2009, Mr Braren said, and had reduced SOx 

emissions from the 6,389 dwt multi-purpose 

vessel to under 0.1%. As well as this particulate 

emissions had been reduced some 80% and 

the entire system could be operated by the Chief 

without any additional training, he noted. In the 

last presentation of the forum the discussion 

turned to financing, when Jens Rohleder, of the 

KfW Mittelstandsbank, Frankfurt, examined the 

options for funding energy efficiency measures 


Emissions 

The scrubber installation on the GL-classed Containerships VII was completed in August 2011 

in shipping. The KfW is the Promotional Bank 

of the Federal Republic of Germany and there 

were several options for shipping owners and 

operators to obtain investment capital for 

modernising vessels, Mr Rohleder explained. 

Small and medium enterprises could obtain 

loans at favourable rates for amounts of up 

to €2m for general environmental protection 

measures, he said. 

The first sea-going low 

emissions hybrid ferries 

Imtech Marine has been awarded a contract 

to supply the hybrid propulsion system, 

comprising diesel electric in combination with 

battery technology to the world’s first diesel 

electric, hybrid seagoing ferries. Owned 

by Scottish company Caledonian Maritime 

Assets Limited (CMAL), the two vehicle 

and passenger ro/ro ferries will be built by 

Ferguson Shipbuilders of Glasgow. 

The vessels will be powered by diesel 

generator sets, feeding power to a 400 

Volt switchboard, which will supply power 

to permanent magnet propulsion motors. 

Innovative green technology supplied by Imtech 

Marine includes two lithium battery banks of 

approximately 700 kWh, reducing fuel and 

CO 2 consumption by at least 20%. 

The ferries will be operated by Clyde and 

Hebrides Ferry Services, CalMac Ferries, and 

will be designed for the many short routes 

around the Clyde and Hebrides. With a service 

speed of nine knots, the hybrid ferries will be 


able to accommodate 150 passengers, 23 cars 

or two HGVs. 

Eric van den Adel, Managing Director 

of Imtech Marine comments: “We are very 

happy to be involved in this pioneering, 

innovative project to realise the world’s first 

seagoing hybrid ferries, important and unique 

in Scotland’s maritime history. We are proud 

that CMAL has placed its trust in us to switch 

from operating traditional diesel engines to 

the most advanced propulsion technology 

available. Imtech Marine has built up a vast 

knowledge and experience with diesel electric 

propulsion and environmentally friendly 

solutions. Over the years Imtech Marine has 

focused on developing power systems that 

deliver more energy, offer better fuel efficiency 

and result in more sustainable solutions. This 

type of green ship entirely fits in our strategic 

focus on green ship concepts – solutions, which 

also offer a better return on investment and 

improved performance. The result is a cleaner 

ship, but also a more cost- and energy efficient 

operation.” 

The vessel design and power configuration 

additionally realises 19-24% savings of power 

input to the propulsion units over a conventional 

diesel mechanical solution. When in port, the 

ships will completely switch off the propulsion 

and switch to batteries and ultimately shore 

connection, which will result in significant cost 

savings and further reduction of the carbon 

footprint. Next to a substantial reduction in fuel 

consumption and CO 2 emissions, noise levels 

will also be reduced. The ferries will charge 

overnight and in the future the CMAL aims to 

use energy from wind, wave or solar systems for 

charging the batteries, making the vessels even 

more environmentally friendly. 

Imtech Marine’s office in Glasgow will 

coordinate the supply and installation, handle 

the day-to-day project management and will 

offer after-sales support on this pioneering 

project. Imtech Marine will also be training 

CMAL employees in operating the new hybrid 

systems. 

The ferries will undergo a week of sea trials 

and this will be followed by an additional 21 

days to test the vessels on all of the routes 

operated by CMAL. The first vessel is expected 

to be delivered in the summer of 2013 and the 

second a month later. 

Oceanox designs new 

‘scrubber’ system 

As the IMO regulations governing nitrous oxide 

and sulphur emissions gets gradually closer, 

another design of ‘scrubber’ has come onto 

the market, this time by UK-based Oceanox. 

The two founders of Oceanox are David Ring 

(Chairman), formerly CEO of A&P Group, and 

Nick Holness (Managing Director) formerly with 

the Royal Navy and the head of fuel and energy 

procurement for the P&O Group. 

The North Sea Emission Control Area (ECA) 

covers all of northern Europe, from Point Raz 

(near Brest in France) northwards, the east and 

south coasts of the UK and all the Baltic Sea. By 

1 January 2015 sulphur content will have to be 

down to 0.1%. 

According to Nick Holness, who was heavily

involved some years ago with the installation 

of a scrubber trial system on-board the P&O 

Ferries’ vessel Pride of Kent, “There are three 

methods by which this reduction will be 

achieved – the use of either gas oil or LNG as 

the main fuel, both of which are expensive, or 

by the installation of a scrubber system and thus 

retaining the use of existing fuel oils. Although 

2015 appears to be well into the future, 

shipowners and managers must begin soon to 

look at installations of such systems, especially 

if the installation operation is to be carried out 

during scheduled drydocking periods.” 

Oceanox, which has spent the last two years 

developing and patenting the system, has made 

the design as simple as possible in terms of both 

installation and operation. The system is also 

reliable and user-friendly. It is based around 

an ‘Ecobox’, which can be easily attached 

to the ship’s funnel area on a horizontal, not 

vertical, basis. The Ecobox intimately mixes the 

exhaust gas with ‘reaction’ seawater. Sulphur 

dioxides are absorbed by the seawater, which is 

washed to remove particulates. The wash water 

containing the sulphur is diluted and returned to 

the open sea with no harm to the sea or marine 

environment. Particulates are removed as nonhazardous 

waste. 

An artist’s impression of the new Hybrid ferries 

The research into this system began in 

October 2009 and since then emphasis has 

been put on getting the best equipment and 

manufacturers of the Ecobox itself. According to 

David Ring “The system is easily installable and 

therefore we are willing to work alongside any 

shiprepair yard to carry out this work. Our skill 

involves design, procurement and installation. 

Project management is another aspect of this 

installation, which we are keen to develop.” 

Currently Oceanox is working with an 

unnamed European ship operator to optimise 

system designs using real vessel data. Nick 

Holness said “The market for installation of 

Emissions 

scrubbers over the coming years is worth some 

US$70bn with up to 10,000 ships, which 

regularly operate within or transit trough, 

the ECA. There are also other similar areas 

throughout the world, where ships will also 

have to adhere to the new IMO regulations and 

therefore require such systems. 

“The main selling point of the Oceanox 

system is its simplicity of installation and 

operation. A lot of the installation work can 

be completed alongside or during a vessel’s 

voyage. However, a drydocking will be required 

for adjustment to sea valves and to test 

overboard discharge systems.” SORJ 


Two answers 

from Hamworthy 

Ratification of the IMO’s Ballast Water 

Management Convention is widely anticipated 

within the next 12 months. As a consequence, 

ship owners are evaluating as a matter of 

some urgency which ballast water treatment 

technology is best suited to both their existing 

and new ships. Recognising that no one solution 

will be suitable across all ship types, sizes 

and environmental conditions, Hamworthy’s 

dedicated ballast water research and 

development team has developed two different 

treatment solutions to provide customers with 

greater flexibility and choice. The product range 

is referred to as Aquarius. 

Dr Joe Thomas, Managing Director, 

Hamworthy Ballast Water Systems points out: 

“We are currently the only OEM offering a 

choice of ballast water treatment solutions 

to both the new build and retrofit markets. 

We believe this gives our customers every 

confidence that by working with Hamworthy 

they will be able to find the technology best 

suited to their particular needs.” The Aquarius 

-UV system is a two stage approach with 

filtration followed by disinfection using ultraviolet 

light, and so does not use any active substance. 

As there is no detrimental effect on water 

quality, ballast water can be safely discharged 

from the ballast tank at any time. Furthermore, 

to ensure maximum disinfection, UV treatment 

is utilised during the discharge cycle, as well as 

on ballasting. 

In developing the Aquarius -UV system, 

Hamworthy has formed a strategic partnership 

with UK-based Hanovia, a specialist in UV 

system design and manufacturing. Hamworthy 

Hamworthy’s Aquarius – EC Ballast Water System 


Ballast 

has assumed overall responsibility for 

performance compliance against the required 

regulatory standards, with the UV system 

being an essential component to integrate 

with Hamworthy’s ballast water management 

solution. 

Hamworthy is also marketing its Aquarius 

– EC Ballast Water System, which similarly 

employs a two stage approach, but in this 

case disinfection using an active substance, 

generated using side stream electrochlorination. 

Hamworthy is collaborating with 

Magneto Special Anodes for the development 

of advanced electrolysis technology. Upon deballasting, 

the system neutralises any remaining 

active substance using sodium bisulfite, ensuring 

that the ballast water can be safely discharged 

back to the sea. Dr Thomas says: “Both systems 

provide a robust solution for the treatment of 

ballast water across a range of challenging 

ship operating end environmental conditions, 

exceeding the required IMO standards. We 

have also adopted a modular approach to 

system design in both cases so that equipment 

can be flexibly arranged to suit conditions onboard. 

Furthermore, both the Aquarius systems 

are designed and supplied to treat ballast water 

across a full range of ballast pump sizes.” 

The Aquarius systems achieve filtration 

using automatic back-washing screen filter 

technology. The filter is designed specifically for 

ballast water applications and filters particulates 

down to 40μm. Operation of the filter includes 

automatic back-washing to ensure efficient 

removal of particles that are discharged back 

to the environment of origin, the systems are 

PLC-controlled with user friendly touch screen 

operation. All relevant data is stored by the PLC 

in accordance with IMO requirements and the 

system can be fully integrated into the main 

control system to achieve complete ballast water 

management on-board the ship. 

Land-based testing of both the Aquarius -UV 

and Aquarius -EC systems were successfully 

completed in early 2011 at NIOZ (The Royal 

Netherlands Institute for Sea Research) and sea 

trials involving both the systems are currently 

underway with the first official sea trial sampling 

resulting in a full pass against requirements 

of the IMO D2 standard. Hamworthy is also 

conducting Aquarius-EC specific corrosion 

and paint coating tests according to MEPC 

requirements. With all testing complete 

Hamworthy will secure IMO type approval for 

the Aquarius range within 2012. 

Oceansaver get 

DNV approval 

Norway’s OceanSaver has announced DNV 

Type Approval certification of its revolutionary 

next generation ballast water management 

technology, Mark II. “We have successfully 

passed all DNV Type Approval requirements 

guaranteeing that our newest BWT technology, 

Mark II fully meets the requirements of the 

International Ballast Water Convention and 

the Norwegian Administration,” said Houtan 

Houshangi, CEO of OceanSaver. 

OceanSaver’s Mark II ballast water treatment 

system is a tailored version of the already type 

approved Mark I model, but with the most 

‘energy demanding’ features of the Mark I 

removed. The Mark II model introduces better 

performing filtration technology and reduces 

piping installations considerably, which saves 

both time and money during installation. 

Previously focusing mostly on the larger sized 

vessel segment, OceanSaver is positioning 

Mark II as a consistent, cost effective and 

dependable ballast water treatment application 

also for the medium range vessel market, thus 

expanding its client base. 

OceanSaver has supplied and commissioned 

its first ballast water treatment system to gain 

classification society DNV’s approval as a 

retrofit installation. The project was completed 

over the summer of 2011 on the 58,684 grt, 

2000-built car carrier Höegh Trove, operated 

by Höegh Autoliners and managed by Höegh 

Fleet Services. 

The installation precedes the mandatory 

requirements of the IMO 2004 International 

Convention for the Control and Management 

of Ships’ Ballast Water and Sediments to 

prevent the spread of marine invasive species 

via ballast water. 

DNV’s approval process involved detailed

Ballast 

The Oceansaver water 

ballast treatment system 

evaluation of every aspect of vessel safety 

including the new power balance of the vessel, 

stripping procedures for the ballast tanks, 

hydrogen evacuation from the disinfectant units 

and the thorough testing of ballasting sequences. 

The system installed on Höegh Trove is fully 

integrated with the ship’s existing automation 

system and is capable of handling ballast 

water at a rate of 1,000m 3 /h. It is based on 

OceanSaver’s MKI (first version) technology 

which includes filtration, cavitation, disinfection 

and nitrogen super saturation as treatment 

stages. Another nine OceanSaver systems are 

planned for installation on Höegh vessels over 

the coming years and OceanSaver’s current 

order book exceeds NOK400m in value. 

Oceansaver has also achieved a milestone 

for the ballast water treatment industry with the 

commissioning of the first treatment system to 

include filters on a crude oil tanker in Korea. 

The 159,000 dwt Suezmax tanker, Ottoman 

Integrity, is being delivered from a Korean 

shipyard for Turkish owner Gungen Maritime 

& Trading, and the installed OceanSaver 

system is capable of treating ballast water at a 

rate of 2 x 2,500 m 3 /h. OceanSaver’s Mark I 

technology has been installed, which includes 

filtration, cavitation, disinfection and nitrogen 

super saturation. The filter and cavitation units 

are installed in the vessel’s pump room with 

the disinfection unit and nitrogen system in the 

engine room and casing area, respectively. 

Meanwhile, OceanSaver is delivering Mark 

II systems for two suezmax tankers at China’s 

Bohai Shipbuilding Heavy Industry and four bulk 

carriers at SPP Shipyard in Korea. The agreement 

is valued at around US$7m and represents 

OceanSaver’s first bulk carrier BWT system 


delivery, consisting of the supply and installation 

of 4 sets of Mark II ballast systems, each with a 

treatment capacity up to 2 x 800m 3 /h. 

Balpure system on-board 

LNG tanker 

The Type-Approved BALPURE ballast water 

treatment system from Severn Trent De Nora 

was selected for use on four new LNG tankers 

being constructed for Mitsui O.S.K. Lines (MOL) 

by Hudong-Zhonghua Shipbuilding (Group) 

Co Ltd, at its shipyard in Shanghai, China. The 

172,000 dwt LNG tankers owned by MOL for 

long term charter with China Gas / ExxonMobil 

The Balpure system 

will be the first new LNG tankers to install the 

Balpure system. 

Hudong-Zhonghua Shipbuilding purchased 

four skid-mounted Balpure BP-5000 systems, 

one for each of the 172,000 dwt LNG 

tankers. Each Balpure system is capable 

of treating ballast water flow rates of up to 

5,000 m 3 /h. The first Balpure system will 

be installed in August 2012, with the last 

installation to be completed before the end of 

2013. Following a thorough technical review 

of competing treatment systems suitable to 

meet the application-specific requirements 

for the new LNG tankers, Balpure remained 

the technology solution of choice due to its 

treatment approach, flexible footprint and ease 

of operation and maintenance. 

Balpure, which utilises electrolytic 

disinfection technology, is an advantageous 

and economical ballast water treatment 

approach on board LNG/LPG tankers. 

Balpure’s slip stream treatment approach, 

where 1% of the total ballast water flow is 

used to generate the hypochlorite disinfection 

solution, enables remote mounting away from 

the main ballast line. The Balpure slip stream 

treatment approach, coupled with a design 

that requires treatment only during the uptake 

of the ballasting cycle, offers significantly 

reduced power requirements when compared 

to competing technologies – ensuring low 

operational costs. Balpure offers a virtually 

maintenance-free approach to ballast water 

treatment through the use of proprietary selfcleaning 

electrodes that eliminate the need 

for chemical and mechanical maintenance 

that could otherwise be time consuming for 

ship’s crew. “We believe that this order with 

Hudong-Zhonghua Shipbuilding Group is a

positive endorsement of the Balpure technology by shipping leaders Mitsui 

O.S.K. Lines and ExxonMobil,” said Jim McGillivray, Balpure general 

manager for Severn Trent De Nora. “With the Ballast Water Management 

Convention getting closer to ratification, owners and operators have 

begun to shortlist their preferred ballast water treatment solutions. Since 

our Type Approval in July, Balpure has begun to take a leading position 

on many of these preferred vendor listings.” 

DOF contract for Optimarin 

Optimarin, the provider of simple and flexible Ballast Water Treatment 

(BWT) systems for the global maritime industry, has signed a framework 

agreement with DOF for the delivery of BWT systems. The agreement 

establishes the terms governing contracts to be awarded within 2012 

to 2015, in particular price and delivery. The bulk of the contracts are 

retrofit, but Optimarin confirms options for newbuildings. DOF is a 

major international group of companies that own and operate a modern 

fleet of 75 PSV, AHTS CSV and Subsea ROV vessels. DOF has a multinational 

workforce in excess of 3,392 personnel. The company’s offshore 

operations are supported out of the North Sea, Africa, Brazil, Argentine, 

Gulf of Mexico and Asia Pacific. 

“This agreement shows that Optimarin’s commitment to provide the 

full scope of high-efficiency BWT systems and related services creates 

value for a global company like DOF that is focused on safety, reliability, 

and operational efficiency. The majority of the retrofit business will 

coincide with DOF drydocking agendas during 2012 to 2015,” said Tore 

Andersen, Director, Optimarin. 

Optimarin is driving market standards for BWT performance and the 

DOF agreement represents significant supply and business, but also 

reinforces the company’s reputation as a market leading BWT systems 

supplier to the shipping and offshore-shipping sectors. “This framework 

agreement initiates a long term relationship with DOF whereby we will 

be working closely together to deliver solutions to meet their operational 

demands. DOF is operating worldwide and most likely drydocking activities 

will be in Asia, Far East, Brazil and the North Sea,” says Andersen. 

The agreement saves DOF substantial time and cost of repeat 

negotiations, but, most importantly, it gives DOF contractual certainty 

while creating a structure needed to measure and improve fleet-wide BWT 

performance. “Optimarin is optimal technology and a standardised BWT 

system solution. Our system is very modular, easy to install and requires 

a small footprint. These are key advantages when serving DOF’s retrofit 

demands where some installations will be made under vessel operation or 

during extremely tight drydock deadlines,” says Andersen. 

The Optimarin ballast water treatment system 

ABS and BV issue guidelines 

Ballast 

ABS has announced the release of a new Guide for Ballast Water 

Treatment which will aid vessel owners and operators in preparing for 

compliance with the IMO’s International Convention for the Control and 

Management of Ships’ Ballast Water and Sediments, 2004. 

The Convention is designed to provide a unified instrument to prevent, 

minimise and ultimately eliminate the transfer of harmful aquatic 

organisms via ships’ ballast water and sediments. As of 1 November 

2011, 30 member States representing 26.44% of world merchant 

shipping tonnage had ratified the Convention against a required 30 States 

representing 35% of the world gross tonnage. 

Owners mindful that the Convention may enter into force during the 

first half of 2013 are examining options for newbuilds and retrofits that 

will give them flexibility in terms of costs and operation, says Kisi Taka, ABS 

Chief Engineer and head of the society’s environmental solutions efforts. 

Meanwhile, France’s Bureau Veritas has published a comprehensive 

set of guidelines on Ballast Water Management Systems. Guidance 

Note NI 538 is intended to help shipowners, shipyards and equipment 

manufacturers facing complex choices when deciding how to 

implement the IMO International Convention on Ballast Water 

Management and also local rules on ballast water which apply in some 

areas of the world. 

The guidance note clarifies the requirements of the BWM Convention 

and shows the alternative systems and processes which can be adopted 

to meet the requirements. The advantages and disadvantages of different 

treatment measures are explained. SORJ 


STX Europe’s St Nazaire shipyard in France 

Cruiseships on order 

Company Builder Size (GT) Price ($m) Delivery 

AIDA Meyer Werft 71,000 565 May 2012 

Meyer Werf 71,300 417 Winter 2013 

Mitsubishi HI 125,000 650 March 2015 

Mitsubishi HI 125,000 650 March 2016 

Carnival Fincantieri 130,000 738 Spring 2012 

Celebrity Meyer Werft 126,000 768 Autumn 2012 

Compagnie du Ponant Fincantieri 10,700 134 June 2013 

Costa Fincantieri 114,000 726 Spring 2012 

Fincantieri 132,000 788 October 2014 

Disney Meyer Werft 128,000 899 Spring 2012 

Hapag-Lloyd (Charterer) STX Europe 39,500 360 Winter 2013 

MSC STX Europe 140,000 742 April 2012 

NCL Meyer Werft 143,500 840 Winter 2013 

Meyer Werft 143,500 840 Winter 2014 

Oceania Fincantieri 65,000 530 April 2012 

P&O Fincantieri 141,000 804 March 2015 

Princess Fincantieri 141,000 735 Spring 2013 

Fincantieri 141,000 735 Spring 2014 

Royal Carribbean Meyer Werft 158,000 1032 October 2014 

TUI STX Finland 97,000 515 Spring 2014 

Source: Seatrade Insider 


Cruise and Ferry by Paul Bartlett 

Cruise ship orders both a relief 

and a concern 

New cruise ship contracts recently signed at some fortunate builders 

bring welcome relief to a sector suffering an order famine as a result of 

the global downturn. STX France confirmed just before Christmas that it 

has clinched an order from Viking Ocean Cruises, an affiliate of Viking 

River Cruises, for two luxury cruise ships to be delivered in spring 2014 

and spring 2015. An option for a third vessel is being considered, the 

shipbuilder stated. 

The value of the deal, which is still subject to finance, was not disclosed 

but construction of the two 888-passenger vessels will involve some 

2.5m man hours of work. The ships will operate in the Mediterranean on 

‘destination-intensive’ itineraries and will primarily target the cruise line’s 

customers in the US, UK and Australia. The 230-m vessels will have a 1.2 

crew to passenger ratio. 

The order is a key strategic development for the company which has 

been rumoured to be considering a move into ocean cruising for some 

time. Viking River Cruises operates a fleet of 23 vessels and has eight new 

vessels on order. 

A few months earlier, P&O Cruises owner Carnival announced 

a €559m ($807m) contract for a new 141,000 gt vessel, to be 

built at Italy’s Fincantieri. The 17-deck vessel, which will be based in 

Southampton, will be the largest built specifically for the British market, 

the company said, and will have capacity for 4,370 passengers in 1,812 

cabins. It is due to enter service in March 2015. 

Chief Executive Micky Arison commented that the UK continues to be 

an important growth market for Carnival and the order underscores the

Cruise and Ferry 

Cruiseship building at Fincantieri 

company’s commitment to UK cruising. Fincantieri boss Giuseppe Bono 

welcomed the deal which, he said, was the result of his company’s efforts 

in a particularly depressed market. 

Whilst these contracts come as a welcome relief to two specialist cruise 

ship builders facing a serious downturn in new orders, other developments 

have unsettled European yard executives who fear a loss of business 

to hungry yards in Asia. Of concern to many has been the decision by 

German cruise operator AIDA Cruises to sign up for two new ships at 

Mitsubishi Heavy Industries (MHI) in Japan. 

Carnival’s German subsidiary has traditionally signed up with the 

country’s flagship builder Meyer Werft and the move reflects long-term 

anxiety that European yards could be about to lose their grip on the highly 

capital intensive and bespoke cruise ship construction market. Indeed, 

Meyer Werft executives have been vociferous in their warnings of Japanese 

and South Korean encroachment on the specialised cruise building sector. 

The new vessels, with capacity for 3,250 passengers, will be half as big 

again compared to AIDA’s latest vessels in operation. The two 125,000 

gt vessels are due for delivery in March 2015 and March 2016 and 

are believed to represent a contract value of some $1.3bn (see Table). 

Privately, some sector experts are surprised at the Japanese price tag, 

and there are suggestions that the builder has priced low to buy into this 

market. It is understood that there has been no response from MHI to 

these comments. 

Although this is the Japanese builder’s first order from Carnival’s 

German company, another Carnival subsidiary – Princess Cruises – 

placed an order for two cruise vessels there in 2004. The Diamond 

Princess and Sapphire Princess were built at MHI’s Nagasaki facility 

where, it is believed, the AIDA vessels are also likely to be built. Earlier, the 

shipyard had built the Frontier Spirit, now Hapag-Lloyd’s Bremen, and the 

Crystal Harmony, now NYK’s Asuka II. 

Ferry firms face final ultimatum 

“The issues are far more complicated than they thought late one night in 

the IMO,” commented a leading European ferry operator recently. The 

chief executive of Denmark’s DFDS, a leading European passenger and 

freight ferry operator, believes the industry was ‘sleep-walking’ when it 

agreed to new fuel regulations proposed late one night at the IMO. He 

says no-one was sufficiently on the ball to ask for more time and a proper 

process of consultation. As a result, many companies now face a fait 

accomplit which raises serious questions over their future. In some cases, 

ferry firms’ very survival is under threat. 

In less than three years time, the IMO’s new fuel regulations, embodied 

in Marpol Annex VI, will radically alter the operating economics of many 

ferry operators in northern Europe and, in due course, various other parts 

of the world including the US and Canada. From January 2015, all ships 

operating in Emission Control Areas (ECA) will have to burn fuel with a 

sulphur content of less than 0.1%, rather than the 1% sulphur fuel which 


many use today. Other ship operators, whose vessels trade outside ECA 

waters, will be able to continue burning 3.5% sulphur fuel until at least 

2020, and in all likelihood due to the probable limited availability of low 

sulphur fuels, even later than that. 

The new fuel regulations have potentially life-threatening implications 

for some ferry operators. Take DFDS, for example, a ferry operator with 

an extensive route network across northern Europe, all of which fall into 

Europe’s ECA at least on part of each route. As a result, the company will 

have to buy low sulphur fuel or adopt other compliance strategies in due 

course. The low sulphur fuel is currently about twice the price of the 1% 

sulphur fuel used today, but experts predict that as more companies are 

forced to adopt low-sulphur strategies, demand will spiral and the price 

gap will widen. 

Many ferry firms, particularly in high cost regions such as northern 

Europe, are already squeezed, with operating margins narrowing all the 

time. Not only have they faced the loss of duty free revenue streams and 

the impact of passenger loss to low-cost airlines, they must also contend 

with continuously rising fuel bills and now the outfall from Europe’s 

economic woes. What, for many, was previously a pretty marginal activity 

now has the potential to put many out of business altogether. 

The IMO’s poorly-thought-through regulations are deeply unfair, 

placing ferry firms like DFDS at a massive disadvantage compared to 

some of their competitors. Because of Europe’s ECA boundaries, the 

Baltic Sea and the North Sea are subject to the new regulations whilst 

the Mediterranean and a number of French and Spanish ports remain 

unaffected. Ferry operators in southern Europe, therefore, remain 

unaffected by Annex VI. 

This skewed playing field, say experts, could have a radical effect on 

some long-established ferry routes, with shippers adopting ECA-avoidance 

strategies where possible and adopting new transport strategies, possibly 

even involving road and rail, both far more environmentally damaging 

than shipping. Ironically, this flies directly into the face of the IMO’s aim 

of getting more cargo off trucks and rail wagons and on to short-sea 

shipping and ferry routes. 

So what are the survival strategies available to firms like DFDS? Well, 

thankfully, there are some … but all come at a price which ferry operators 

can ill afford right now. There are significant implications for repair yards, 

particularly those in high-cost regions like northern Europe, the US and 

Canada where the next ECA is due to enter force in 2016. One thing ferry 

firms cannot afford to do is to send their vessels on time-consuming trips 

to relatively low-cost repair regions so regional yards offering minimal 

deviation should stand to benefit. 

Annex VI sets limits on SOx and NOx emissions but many are baffled 

by the fact that it does not address what environmentalists fear is the 

greatest threat to the health of the planet – the issue of greenhouse gas 

emissions in the form of carbon dioxide. Privately, some experts are deeply 

critical of the IMO’s fuel regulations. They believe that the new measures 

threaten the survival of many shipping companies by imposing draconian 

measures on sulphur content, but fail to address the key issue of carbon 

dioxide and its climate changing potential. 

Be that as it may, the IMO measures do allow ship operators a measure 

of choice in how they comply with the regulations. So ferry firms will 

be able to bite the bullet and switch to 0.1% sulphur fuel if they wish, 

though few are thought likely to do so. Instead, they may choose to adopt 

emissions abatement technology, in the form of wet or dry exhaust gas 

scrubbers. But this decision may not necessarily be straightforward and will 

have to be made on a ship by ship basis. Although scrubber technology is 

developing all the time, there are space considerations for the installation 

of such units. 

Finland’s Wärtsilä believes scrubber technology can offer an interesting


option for ship operators facing the new regulations. And it is well 

suited to retrofit application, the company says. Grulio Tirelli, Wärtsilä’s 

marketing and application development manager, points out that existing 

vessels are only bound to meet SOx emission limits and will not be forced 

to comply with new NOx regulations which apply to new ships with keels 

laid after January 2016. A number of case studies have demonstrated 

attractive payback periods for scrubber installations, he says. In some 

instances, these have been measured in months, rather than years. 

A second and more radical option, but one that could be attractive 

for some ferry firms in due course, is a switch to natural gas. There is 

fierce debate on the pros and cons of gas power, with advocates and 

opponents equally vociferous on both sides. And it is certainly true that 

gas poses a more attractive option for some than others. But for vessels 

which trade regionally in an area such as northern Europe where natural 

gas is available, a switch to gas power may well have merit. Retrofits are 

complex but not impossible for some vessels, as demonstrated by the work 

recently completed on the Bit Viking (see Machinery Repairs). 

For ferry firms in particular, their operation on regular routes between 

a limited number of terminals would seem to make natural gas an 

interesting option once the necessary bunkering infrastructure is in 

place. The Scandinavians, notably the Norwegians, are pioneering the 

development of such facilities and a number of dual fuel and gas-only 

powered ferries, short-sea cargo vessels and offshore support vessels are 

already in operation in that region. 

Viking Line fired up on gas 

What is being billed as the world’s most environmentally sound large 

passenger ferry is now under construction in Finland and is due to be 

commissioned early in 2013. The 56, 850 gt Balticmax, under Lloyd’s 

Register (LR) class, will be capable of carrying 2,800 passengers at speeds 

of up to 22 knots between Turku, Mariehamn and Stockholm. 

With a length of 214 m, the vessel will draw only 6.8 m to ensure 

effective operation in the relatively shallow waters of the Finnish 

archipelago. She will have 1A Super ice-class and a range of 

environmentally friendly design features including a specially design aft 

hull configuration to minimise wake and water disturbance. The most 

important of these features, however, is the fact that she will be powered 

by four Wärtsilä 8L50DE main engines capable of operating on marine 

diesel or liquid natural gas. 

STX Europe’s Turku Shipyard 


Viking Line has certainly caused a stir by signing up STX Finland’s Turku 

yard to build the largest vessel yet intended gas operation. But many 

admire the ferry firm, which has an option for a second such vessel, 

for taking the plunge and spearheading the move into gas in such a 

spectacular way. It is widely believed that this contract paves the way for a 

wide move into gas power on board similar ships trading in the Baltic and 

northern Europe generally over the next five to ten years. 

Speaking soon after the contract was announced, LR’s Finnish Marine 

Country Business Manager Matti Niskala explained how the class society 

had undertaken a detailed risk analysis for Viking Line on the bunkering 

process to identify and minimise the risks associated with the movement of 

the bunker barge and ship within the confines of the port. Risks associated 

with the simultaneous loading of passengers, cars, lorries and natural gas 

as well as ensuring the compatibility between bunker barge capacity and 

the ship’s systems had also been thoroughly assessed, he said. 

Wärtsilä analysis supports 

the case for gas 

A recent analysis carried out by engine builder Wärtsilä suggests that 

natural gas has a range of other advantages over conventional bunker 

fuel besides offering a lower emissions profile. In fact, when other 

variables are taken into account, the company concluded that LNG is 

potentially significantly cheaper because the LNG combustion process 

is more efficient. A key conclusion of the study was that cross-Channel 

ferries, for example, operating principally on gas, could save millions of 

dollars a year. 

Wärtsilä focused on both the cost and efficiency of different fuels, a 

complex process involving measurement of the actual energy content in 

each one. Specifically, accurate assessment of the ‘lower heating value’ 

(LHV) of different fuels provides a guide to combustion efficiency. The LHV 

of a fuel is the heat given off during combustion whilst the components 

of the fuel remain in a gaseous state. Natural gas has a higher LHV than 

conventional bunker fuel and therefore combusts more efficiently. 

Even allowing for a 10-20% premium above LNG prices prevailing at 

the time, Wärtsilä found that a cross-Channel ferry operator could save 

up to $3m a year by operating on gas. For the vessel chosen by Wärtsilä 

for the analysis, around 45 t of heavy fuel would be required each day, 

resulting in a daily bunker bill of $29,250 (see Table below). However, 

only 37 t of LNG would be needed. The lower price of gas, coupled 

with the reduced fuel burn, meant a daily fuel bill of $20,720. The price 

differential of $8,750 a day equates to an annual saving of about $3.2m. 

If, as some suspect, the price of low sulphur fuel escalates as demand 

spirals in 2015, the savings could rise rapidly. In fact, when Wärtsilä 

ran the same comparative numbers between marine diesel oil (MDO) 

and natural gas, even larger savings were possible. Almost 43 t of 

MDO would be required, at a cost then of some $44,000 a day, more 

than twice the cost of gas operation and resulting in a massive annual 

differential of over $8m. The figures did not take into account the cost of 

retrofitting scrubbers to treat exhaust gases or catalytic converters to cut 

NOx emissions, as required by IMO Tier 3 regulations. 

Comparison of Cross-Channel fuel costs 

Fuel Tonnes/day Cost ($) $/day %+/- 

Heavy Fuel Oil 45 655 29,475 100 

Marine Diesel Oil 42.7 1023 43,682 +48.2 

Liquid Natural Gas 37 560 20,720 -29.7

Cruise work at Lloyd Werft 

The cruiseship market is Lloyd Werft’s main market sector with vessels 

in the yard for repair, maintenance and conversion – old customers, 

but also some new ones with demanding conversion’s like those on the 

cruise ship Minerva. Lloyd Werft Managing Director Rüdiger Pallentin is 

delighted with the good order situation, which challenges the know-how 

and expertise of the yard at the end of a year which has been difficult for 

German shipyards. “German shipbuilding can unfortunately not share in 

the successes reported by many other economic sectors”, says Rüdiger 

Pallentin. “Orders are few and far between. It is against this background 

that we have also used 2011 to re-adjust important segments of our 

company, to concentrate on our hub competences and to move into the 

New Year full of expectation.” 

With new strong and committed partners at its side, the management of 

Lloyd Werft wants to be better represented on the global market and to this 

end has partially re-organised its worldwide network of representatives. 

The continuation of the yard’s own modernisation efforts and the strategic 

concentration of all business sectors in Lloyd Werft’s new Kaiserhafen 

Centre are also part of this spectrum of future-oriented activities. “We are 

a company that can look back on 154 years of experience in building 

special ships”, Pallentin comments. “Our orientation however is the future, 

which we move towards with the creativity, knowledge and deadline 

reliability which our customers worldwide have come to expect of us and 

which is embodied in the name Lloyd Werft.” 

Lloyd Werft has recently won the contract to convert the 12,499 grt 


cruiseship Minerva – a total of 83 days set for extensive technical and 

comfort changes. Adventure cruises are becoming ever more popular 

and Lloyd Werft Bremerhaven is benefitting from that. The Minerva arrived 

at the yard on 7 December for extensive conversion. After 15 years in 

service, Arctica Adventure & Cruise Shipping Ltd is having the 135.10 m 

long cruise ship converted for challenging future operation in the stillbooming 

cruise shipping sector. On 27 February, the new-look Minerva is 

due to leave Bremerhaven and head back to Southampton, transformed 

both internally and externally. 

She used to be called Alexander von Humboldt and Explorer II and was 

also called Minerva once before then renamed Saga Pearl and finally 

renamed Minerva again. In her relatively short 15-year life, the cruise 

ship, delivered in April 1996 by Genoa’s T. Mariotti Shipyard, has had 

several owners. Now she faces her first really big conversion at Lloyd Werft 

and it will take her into a new class of cruise ships. British passengers in 

particular will be able to enjoy the changes because after her conversion 

Minerva will mainly serve the UK market for tour operator All Leisure. 

For Lloyd Werft Managing Director Rüdiger Pallentin, this 

comprehensive and expensive job is, above all else, a symbol of the 

“competence of Lloyd Werft in complex specialised shipbuilding.” That’s 

true not only of work on Deck 9, which is being made bigger, wider and is 

getting a new superstructure, but also of work on Deck 8, where 20 suites 

are being enlarged and balconies added, while 12 cabins are being 

upgraded with balconies. 

On the Fifth Deck six cabins are giving way to a new Beauty Centre 

and Fitness Area. In addition an on-board sauna is being taken out


The Marco Polo (bottom right) and the Black Watch 

under repair in Germany’s Lloyd Werft 

of operation so that the area covered by the Shackleton Bar can be 

extended. The Promenade Deck on Deck 8 is being lengthened to 

create more sunbathing areas for passengers. Also on the programme is 

bathroom renovation in 150 standard cabins which will, at the same time, 

also get improved air-conditioning units. 

However, the work being undertaken at Lloyd Werft does not only 

concern passenger comfort. A lot is also being carried out in the 

shipbuilding sector. Two new crankshafts complete with propellers are 

being fitted while the ship is in dock. This work is being carried out in 

conjunction with the installation of a Rolls Royce Promas integrated 

propeller and rudder system which optimises water flow between 

propellers and rudders and thus reduces fuel consumption. The existing 

old stern thruster on the ship is also scheduled to be removed and 

replaced with a new Voith stern thruster unit. 

With such a comprehensive yard programme planned it’s not surprising 

that Minerva will also get a new external outfit. When she leaves Lloyd 

Werft on 27 February she will be sporting a new royal blue livery. 

Fred Olsen’s 28,613 grt cruiseship Black Watch – lengthened 27 

years ago, is back in service after nine days at Germany’s Lloyd Werft, 

Bremerhaven. The ship was lengthened at the yard 1984, when she was 

still called Royal Viking Star. Now the 205.46 m long ship has been back 

in Bremerhaven as the Black Watch for repair and conversion work. Inside 

just nine days the cruise ship, built at Finland’s Wärtsilä, Helsinki in 1972, 

was overhauled in the yard’s giant Kaiserdock 11 for her winter cruise 

shipping season in southern latitudes. 

Apart from routine hull cleaning and painting, a highlight of the work 


on the ship was the exchange of a complete davit and life boat station. In 

addition, both articulated stabiliser fins were overhauled ashore and the 

bow thruster was replaced. Steel work was required in the tanks along with 

maintenance and repair work in the machinery, electrical engineering and 

steel sectors. 

Back in May 2011, Lloyd Werft converted the 44,588 grt cruise liner 

Artania (ex Artemis) for Phoenix Reisen. Now the Bonn-based shipping 

company is sending two cruise ships to Bremerhaven at the same time 

for work designed to make them fit for winter cruises around the world. 

Lloyd Werft has just seven and 14 days respectively to carry out extensive 

work on the 28,518 grt, 830-passenger Albatros and the 28,856 grt, 

600-passenger Amadea. 

Albatros arrived in Bremerhaven on 30 November, formerly Royal Viking 

Sea and was lengthened at Lloyd Werft by 28 m in 1983. The 205.46 

m long cruise liner sailed again on 17 December. One of the main jobs 

being undertaken on the ship in the giant Kaiserdock 11 is the installation 

of a new bulbous bow. “This will save the owner about 5% of his fuel 

costs”, said Lloyd Werft Managing Director Rüdiger Pallentin, explaining 

the need for the big operation on the ship’s hull. The cruise ship, built in 

1973 at Wärtsilä in Helsinki, is a sistership of the Black Watch which sails 

for Fred Olsen Cruises and has just left Lloyd Werft after undergoing repair 

work. Albatros has been sailing for Phoenix and will leave Lloyd Werft to 

begin a world cruise with 830 passengers on-board after additional repair 

and maintenance work. 

The same is the case with Albatros, the 192.5 m long cruise ship was 

built as (Asuka) in Japan in 1991 for the Japan’s NYK and has flown the

Phoenix flag since 2006. Extensive repair work was scheduled for the 

vessel in Lloyd Werft’s big floating dock from 4 December. Stabilisers 

and crankshaft plant were overhauled and steel work undertaken as well 

as painting work on the sub-surface hull. Along with Albatros, Amadea 

left Lloyd Werft on 17 December prior to another world cruise for 600 

passengers. 

The 22,080 grt cruise liner Marco Polo had to make an unexpected 

stop in Lloyd Werft’s small Kaiserdock before the start of her winter 

season, as a need for an inspection of her crankshaft. The 176.28 m long 

cruise ship is better known at the yard as the Alexander Pushkin; she is 

one of a series of ships built in the 1960s for the former Soviet Union. The 

current Marco Polo, which sails for Greece’s Global Cruise Line, was built 

in 1965 at the Mathias Thesen Shipyard in Wismar. 

Two Carnival contracts for B+V 

The two large Carnival (UK) cruiseship contracts were recently completed 

at Germany’s Blohm + Voss Repair (B+V), Hamburg, with the 148,528 

grt Queen Mary 2 leaving the yard on schedule on Monday, 5 December 

and the 69,153 grt Oriana leaving the shipyard on 15 December. Redelivery 

of cruiseships on schedule is of the utmost importance to the 

owner as passenger loading times have to be met. 

This is the fifth time that the Queen Mary 2 has been drydocked at 

B+V, on this occasion some 30% of the work being carried out by subcontracted 

companies. The largest of these is work on the azipods by the 

manufacturers – Rolls-Royce. For the Oriana, some 60% of the work is 

being carried out by sub-contracted companies, especially the interior 


refurbishment work. The local German office of Finland’s Wärtsilä is 

handling the main engine repair work. 

The extensive renovation covers various areas, including the Oriana 

being provided with a so-called ‘duck tail’ to improve the stabilisation 

of the hull at sea and give added comfort to the passengers. This 

conversion measure allows a higher number of cabins and, in addition, 

some public rooms will also be converted into inside and outside cabins. 

The pool area will be modernised and upgraded with a new pool bar 

and lounge areas. 

The maintenance work also includes the removal and overhaul of 

the propulsion shafts at the stern and the main engines, and machinery 

and pipework will be overhauled or renewed respectively as well as the 

electrical and monitoring systems. Finally, the tanks will be emptied, 

cleaned and inspected. Minor steelwork will also be performed. 

On 26 November, at about 3 pm, the 148,528 grt Queen Mary 2 

was floated into B+V’s graving dock Elbe 17 – the fifth time the Queen 

Mary 2 has been repaired at B+V. The overhaul and renovation job 

is to be completed before the eighth anniversary of the ship in 2012, 

and includes the laying of new carpets the replacement of curtains 

and bedcovers, with of course, comprehensive maintenance work and 

inspections as well as inspections by the classification. The Queen Mary 2 

is scheduled to leave the yard on 5 December, at about 12 pm. 

The overhaul comprises of work in all cabins, the Queens and Princess 

Grill Restaurant, the Golden Lion Pub, the Commodore Club, the Veuve 

Clicquot Champagne Bar, the Sir Samuel’s, the Canyon Ranch SpaClub, 

the kids club ‘The Zone’ and the toddlers play area ‘The Play Zone’. 

During the 10-day overhaul, new carpets will be laid in an area as 

large as 10 football grounds and about 29 kms of fabric consisting of 



The Oriana in B+V’s floating dock in Hamburg 

more than 6,000 individual items will be arranged by more than 1,000 

workers of B+V and its sub-contractors, 50 of them will board the ship 

already in Southampton on 24 November 2011 to make preparations. 

B+V is also quoting on a number of large refurbishment and 

conversion work in the cruiseship market and will also complete the final 

drydocking (prior delivery) of the Disney Fantasy, which is currently under 

construction at Germany’s Meyer Werft, Papenburg. 

Pullmantur Zenith drydocks at Gibdock 

Gibdock’s growing reputation as one of the leading cruise ship repair and 

refurbishment centres in the Mediterranean has been enhanced by the 

docking of the 42,255 gt, 1992-built Pullmantur Zenith. The vessel arrived 

in Gibraltar on 7 November for work that had to be completed within 

tight time constraints and left on schedule on 20 November, en route to 

Brazil for its next cruise itinerary. 

Gibdock was tasked with renewing the rudderneck bushes, which 

required the drilling of two holes in the bottom floor of the drydock so 

that the Pullmantur Zenith’s two rudders could be lowered to get them 

out. “Not many yards would go to such lengths,” says Richard Beards, 

Gibdock commercial director. ”But it shows our flexibility and willingness 

to do whatever is necessary to meet our customer’s requirements.” 

The scope of work also included renewing the four chillers onboard. 

To fit the new chillers the yard had to cut open both sides of the ship and 

renew almost all the associated PVC and non-PVC pipework. This had to 

be done to a tight timetable so that the chillers would be commissioned 

and ready for when the passengers came onboard. 

During a survey, the tank top steel in two compartments was found to 

be corroded below the thickness levels set by Class and Gibdock handled 

the necessary steel renewal work. Work included opening access in the 

bottom to facilitate the renewal and strengthening of the tank top steel to 

the satisfaction of Class. 


During tank cleaning for the survey and shortly before the arrival of the 

Pullmantur Zenith at Gibdock, the forepeak tank was found to have some 

old weather damage that was causing corrosion within the forepeak. 

The shipyard was notified and responded by renewing the corroded steel 

before the vessel was due to leave the dock. Gibdock also recoated the 

external hull of the cruise ship. While this was in many respects a routine 

operation, the yard had to contend with poor weather conditions, but 

completed the work with time to spare. 

“We were able to float off our blocks early and maintain our schedule 

without difficulty,” says Jan Sandvik, Pullmantur Cruises’ technical 

director. “The yard was flexible in adjusting its work pattern to follow our 

requirements in getting the ship out of the yard on time.” 

Pullmantur has previous experience of using Gibdock, docking a 

number of vessels with the yard in recent years, and this track record 

played a part in the yard winning this latest project. “Gibdock has proven 

that they are able to handle unplanned jobs in a timely manner and 

we were confident in the ability to deliver on time,” says Mr Sandvik. 

“Deviation time was also minimal.” 

The Pulmantur Zenith in Gibdock

Commenting further on the yard’s flexibility in dealing with situations during 

the drydocking, Mr Sandvik adds: “I was impressed with their pro-activeness 

in solving problems,” he says. ”The yard was open to the rapid changes 

sometimes needed when things were not going quite as predicted. They also 

took the time to understand what was needed and to prepare well.” 

Gibdock says it looks forward to continuing its close working 

relationship with Pullmatur Cruises over the coming year. “Pullmantur is 

a repeat customer and the docking of the Pullmantur Zenith is another 

vote of confidence in us,” says Mr Beards. “With cruise repair facilities in 

Barcelona closing down we are demonstrating through projects of this 

type that we are more than capable of filing the gap.” 

Other recent cruise ship visitors to Gibdock have included the 37,773 

gt Thomson Destiny, owned by Louis Cruises, which also docked in 

November. This was the third time the owner has docked the vessel in 

Gibraltar, on this occasion for relative routine docking and repair work. 

Cruiseship drydockings 

During October last year (2011) Italy’s Fincantieri’s won the contract to 

refurbish the new Saga Cruising vessel, the 37,301 grt Bleu de France, 

which will be renamed Saga Sapphire. The work started during November 

2011 at Fincantieri’s Palermo yard and included the refurbishing of all 

public areas and spaces, the addition of a significant number of new 

passenger cabins, the complete refurbishment of the existing cabins and a 

new balcony deck. 

Other jobs that the yard shall be responsible for during the ships stay at 

Palermo will include the overhauling and repair work on main machinery 

and equipment along with some steel and pipework replacement. The 

ship will be dry-docked for a period of the project during which time the 

items involving the external hull and all underwater work, such as painting, 

tailshaft, rudder and propellers maintenance will be undertaken. A very 

important job shall be the application of the Saga livery which will proudly 

The World in Lisnave 


define the ownership and new identity of the ship. 

On completion of the work, expected in February 2012, the ship will 

be renamed the Saga Sapphire and then shall set sail for the inaugural 

cruise from Southampton to the Mediterranean, which is due to start on 

26 March 2012. 

Meanwhile, a technical problem recently forced the 92,700 grt Costa 

Cruises flagship Costa Deliziosa into drydock at French port Marseilles Fos 

with 2,000 passengers and 1,000 crew on board. 

The 294 m long Italian vessel entered drydock No 8 – operated 

by Chantier Naval de Marseille (CNM) – on 19 December and left 

on 21 December to continue her round-the-world itinerary. The port 

authority positioned gangways around the 320 m drydock to ensure 

safe disembarkation of passengers and also arranged parking areas for 

buses and taxis. 

The unique range of Marseilles drydocks can accept every type and size 

of ship currently in operation or under construction. They provide one of 

the Mediterranean cruise sector’s major repair facilities, with ten cruise 

ships stemmed this year and more in prospect for 2012. Next year the 

port also expects to handle some one million home-port and in-transit 

cruise passengers. Costa is one of the main embarkation port clients in 

Marseilles. Costa Deliziosa was built at Fincantieri’s Ancona yard and 

made her maiden voyage in February 2010. 

The 11,204 grt Norwegian (Hurtigruten) cruise vessel Nordlys, following 

an extensive fire in her engine room during September, was subsequently 

towed to the Fiskerstrand Verft, just outside Ålesund for temporary repairs. 

The initial drydocking at Fiskerstrand allowed the owners to prepare a 

suitable permanent repair specification, which was issued to a number of 

yards in northern Europe, including Fiskerstrand, and Fiskerstrand then 

won the permanent repair contract, the work worth some NKr100m. 

During the latter part of 2011, Portugal’s Lisnave was also heavily involved 

in the cruise vessel repair industry, with drydockings of V Ships’ 40,132 grt 

Island Escape, and Windstar’s 14,745 grt Wind Surf. Also during 2011, 

ResidenSea’s 43,188 grt The World was drydocked at Lisnave. 



Trimline carried work out on-board the QM2 while she drydocked in Hamburg’s B+V 

QM2 work for Trimline 

Southampton-based marine outfitters Trimline has been placed at the heart 

of a two-week refit of Cunard’s 148,528 grt, 2004-built cruise vessel Queen 

Mary 2 following an order to replace all the soft furnishings and carpets in 

the vessel’s 1,310 staterooms. The programme marks a major repeat project 

for Trimline on-board this vessel, having originally been commissioned to 

supply all soft furnishings on the ship when she first entered service in 2004. 

Trimline craftsmen have been regular visitors to the ship since her 

inaugural voyage, carrying out interior maintenance, and the latest 

project to manufacture over 6,000 separate items, will rank among the 

company’s biggest furnishings projects for established customer Cunard, 

part of Carnival UK. 

Having worked alongside Swedish specialist Tillberg in the design phase, 

Trimline has procured some 25,000 linear metres of fabrics. Manufacture of 

curtains, cushions, valances and chair/sofa coverings is already underway, 

with the fabrics used determined by the type of stateroom, suite or penthouse. 

Once complete, the furnishings are being shipped to Hamburg where 

the Queen Mary 2 will undergo a two-week refit at Germany’s Blohm and 

Voss Repair, Hamburg during November/December before returning to 

restart passenger operations from home port Southampton. 

In addition, the Cunard flagship’s extensive makeover will entail 

Trimline laying some 17,000 m² of new carpet throughout the passenger 

accommodation. Up to 70 Trimline personnel will work on the ship in 

Germany, completing the task as the ship returns to Southampton. 

Trimline Sales and Marketing Director Mike Oliver explained: “In the 

same way that we supplied the original soft furnishings, this will match the 

biggest manufacture and fitting programme that we have undertaken and 

has already involved a major project management task involving our inhouse 

specialists and suppliers. We have considerable experience working 

for Cunard, ranging from regular refurbishment work to large one-off 

projects, and this prestigious project will ensure that the highest standards 

are maintained on one of the world’s biggest liners.” 


Mivan completes contracts on the 

QM2 and Star Princess. 

The Star Princess was the second ship in the Princess Cruises fleet that 

Mivan had worked on during 2011 having successfully completed 

refurbishment work to the Grand Princess in May at Freeport’s Grand 

Bahamas Shipyard (GBS). The scope on the Star Princess included the 

construction of the Crown Grill Steak house. Mivan’s directly employed 

outfitting team was on-board in Fincantieri shipyard, Trieste, Italy for three 

weeks during November and December. 

The Company also completed a contract on the Queen Mary 2. 

Mivan had previously worked on the ship in 2006 making modifications 

to the Britannia Restaurant. The refurbishment is in preparation for the 

eighth birthday of the ship and Mivan provided ship wide upgrades of the 

public areas, including the Golden Lion pub which has benefited from a 

complete redesign. 

Off-site pre fabrication for these projects took place at Mivan’s 11,000 

m 2 manufacturing facility in Antrim, Northern Ireland. The Cruise Ship 

sector remains crucial for the Company as it completed over £8m of 

interiors work during 2011, having worked on the Grand Princess, Crystal 

Cruises Crystal Serenity and the P&O Adonia. Business Development 

Director Stephen Mills says “2011 has been a strong year for the cruise 

ship industry despite the global economic climate. We are delighted to 

continue working with long standing clients Cunard Line and Princess 

Cruises and we aim to continue this success through to 2012.” 

Azipod modifications 

ABB has announced that recent modifications to its Azipod propulsion unit 

frame design have seen hydrodynamic efficiency improved by more than 

2%. The modifications include a newly optimised Azipod fin shape and a

new pod cap structure, called Xtail. 

The revised fin structure receives water flow from the propeller at 

a new, less acute angle, and its new curved design redirects the flow 

more efficiently. The unit’s new X-tail, installed for the pod cap structure, 

straightens water flow on ejection from the Azipod propulsor, minimising 

water swirling. Royal Caribbean International’s 90,090 grt Radiance of 

the Seas was the first cruise ship to benefit from the new fin shape and 

X-tail. The modifications to Azipod were completed during her drydock 

at Grand Bahama Shipyard (GBS) in May 2011. Her sailings from May 

to September witnessed the benefits when compared to a sister vessel 

and her previous operational portfolio: more than 2% in hydrodynamic 

efficiency improvement was achieved. Based on the positive result from 

the test, ABB will now include its new features in new Azipod XO units and 

provide refitted services to existing vessels equipped with older Azipod VO 

and XO units. 

At the beginning of this year ABB together with Eniram introduced 

Azipod Dynamic Optimizer (ADO), a software tool which optimises the 

Azipod toe angle. The tool has further improved unit efficiency and initial 

results from the trial installation on Holland America Line’s 82,318 grt 

Noordam indicate that 1.5% savings may be achievable on this vessel. 

“Azipod propulsion has been in the market about 20 years and a lot of 

hydrodynamic improvements have been made during that time. However, 

from the hydrodynamic point of view the system still has a lot of potential. 

More new ideas will be studied, tested and applied to improve ship fuel 

efficiency” said Tomi Veikonheimo, chief hydrodynamist at ABB Marine. 

When the Azipod propulsion system was first introduced to the cruise 

market in 1990s, around an 8% rise in efficiency was recorded compared 

to existing ships, in terms of shaft line efficiency. After that, step by step 

improvements were made to the Azipod shape, resulting in about another 

7% efficiency improvement. Two years ago, when ‘next generation’ 

Azipod – Azipod XO units were launched, another 2% improvement 

was achieved. Thus combining this to the recent improvements, Azipod 

hydrodynamic efficiency has totally been improved by more than 12% 

compared to the first cruise vessel application. 

“The fuel efficiency improvements measured on Radiance of the Seas 

are a welcomed reprieve in today’s higher fuel prices” said Anders 

Aasen, Associate Vice President of Technical Services for Royal Caribbean 

International and Azamara Cruises. “Any improvements we can make on 

fuel efficiency will serve us well for future operational costs.” “Azipod is 

one of ABB’s most recognised products, denoting the company’s energy 

The Crown Grill entrance on-board the Star Princess 


efficient solutions for marine applications and offering up to 20% in 

energy savings. However, the pursuit of better efficiency, manoeuvrability, 

safety and crew comfort has never ceased,” says Heikki Soljama, Global 

Head of ABB’s Business Unit Marine and Cranes. 

To date, over 100 vessels have been equipped with Azipod propulsion 

units and more than 240 Azipod units have been delivered or are on order, 

accumulating about seven million reliable operating hours in demanding 

marine applications such as icebreakers, luxury cruise ships, research 

vessels, offshore supply vessels, drilling rigs, ferries and mega yachts. 

Cruise vessel uses for Nippon Paints 

Underwater hull coatings have a highly important role to play in the shipowner’s 

management of the vessels’ fuel consumption. Reduction in the 

friction between the ship and the sea would possibly provide great benefits 

to owners and their bottom-lines. Nippon Paint has been marketing LF- 

Sea since 2008 and its application on ships now exceeds 520 vessels. 

LF-Sea (LF stands for Low Friction) was developed after Nippon Paint 

considered marrying techniques to reduce friction with a highly effective 

and reliable antifouling material. 

The primary consideration a paint maker needs to consider when trying 

to reduce friction is first to provide a coating that is first and foremost an 

extremely efficient antifouling. Any fouling whatsoever would immediately 

negate any possible low friction function. 

Then, using sharks’ skin and mucus found on tuna and other fish/ 

marine mammals as an inspiration, Nippon Paint developed a coating 

that provides a foul-free surface, self-smoothing over time as well as 

an improved hydrodynamic performance. LF-Sea works by trapping 

water into the microscopic peaks and troughs found on any coated 

surface. This trapped water layer assists water flow over the hull – thereby 

reducing turbulence and lowering the ship’s overall frictional resistance. 

This patented system works by the incorporation of Hydro-gel into the 

antifouling paint. Hydro-gel is in itself environmentally inert, but provides 

the key to this new technology. Ships coated with LF-Sea have shown 

remarkable results. 

Primarily – Nippon Paint’s teams all over the world have been extremely 

pleased to note that ships coated with LF-Sea have returned to drydock 

clean. Clean means slime free. Even a thin layer of slime built up over 

the ship’s vertical sides would have a very significant negative impact to a 

ship’s hull resistance. 

Secondly, verification by various means has shown that LF-Sea is 

providing a real friction reduction effect that manifests itself in terms of fuel 

or power savings. Ferries were the first major ship type to adopt LF-Sea 

en masse. Ferries, having fixed sea-routes provide almost instant proof 

of whether a material or system is assisting the ship’s fuel consumption. 

Ferries in Japan drydock every year and since the launch of LF-Sea, ferries 

in Japan have been providing Nippon Paint with very pleasing feedback in 

terms of fuel savings in the range of 3 to 7% as well as providing Nippon 

Paint with very pleasing repeat orders for LF-Sea. Even when verified using 

more sophisticated methods, Nippon Paint has evidence that LF-Sea 

provides a speed increase at the same rev/min and power reductions at 

the same speed. 

LF-sea can be applied to newbuildings and repair ships. Shipyards are 

happy to apply ships with LF-Sea because it requires no adjustment of 

their building or production programme and as like-for-like comparisons 

show, ships coated with LF-Sea continue to assist yards in meeting their 

contractual speeds but at around 4% less power than was the case a few 

years ago. In the repair sector, LF-Sea has been making great strides. 

Its fuel savings show-up fairly soon after application and continue – 



The recent modifications to ABB’s Azipod propulsion unit frame design have seen hydrodynamic 

efficiency improved by more than 2% (see "Azipod modifications" on previous page) 

predictably over the entire ship’s service interval. LF-Sea can provide these 

fuel savings even when applied directly over another type of antifouling 

paint. As long as the previous antifouling is not falling off and is therefore 

in reasonable physical condition, LF-Sea can be applied over this material 

without any special pre-treatment or surface preparation. 

In both newbuilding and repair, as this is (for application purposes, a 

‘normal’ antifouling paint) LF-Sea saves time and money compared to 

foul-release options which cost much more to apply correctly than LF-Sea. 

Finally, having as its base an extremely precise and effective antifouling 

paint provides another benefit for owners in these days where ships have 

been slow steaming to further save fuel. LF-Sea has been applied to 

several ships where the ships had been laid-up for a while or were trading 

very slowly. The antifouling is so effective that even ships being laid up for 

weeks showed no fouling whatsoever. 

LF-Sea was applied last year to Seabourn Cruise Lines’ (part of Carnival 

Corporation) ultra-luxury 9,961 grt cruise vessel Seabourn Legend. This 

ship has a challenging yacht-like itinerary operating much more slowly 

than regular cruise ships. Seabourn are looking into whether to apply LF- 

Sea onto other vessels. Nippon Paint continues to expand its market reach 

and more and more owners are becoming aware of this highly effective 

and very reliable product. 

Water ballast tank coatings protect the areas that provide structural 

strength for the ship. On cruise ships these spaces are very cramped 

and therefore difficult to repair. Nippon Paint has just started promoting 

their NOA60HS self-indicating epoxy for use during ballast tank repairs 

on cruise ships. Self-indication is to the marine paint industry what cats’ 

eyes were to road marking; a simple idea that makes people wonder 

why it wasn’t thought of before. This technology means that when the 

coating has been applied at the correct thickness the pigments become 

fully opaque. This system has already been applied on more than 500 

newbuildings – and has proved so successful that it has become the only 

coating to have been approved to be applied as a single coat system at 

new construction under IMO SOLAS rules. 


Leading Nippon Paint’s push into the cruise repair market is John Drew 

who left Carnival Corporate Shipbuilding team late last year and joined 

Nippon to develop the Japanese company’s sales into this highly visible 

sector of the marine industry. “Nippon Paint is, and always have been 

innovators and when I was asked to join them it seemed a logical move. 

Cruise operators will be building fewer ships in the next years and will 

instead be repairing those they have. The turnaround times in a cruise 

ship repair are often short and having technical innovative products like 

NOA60HS available to them would give them a distinct commercial 

advantage.” said John. 

The NOA system is especially helpful to ensure that coatings have been 

applied at the right thickness in the hard-to-reach areas that normally 

those that breakdown first. The self-indication will mean that owners’ 

inspectors and sub-contractors will all clearly see where the coating has 

been applied at less than the specified thickness without the use of a 

thickness gauge. As the system is so reliable, what with a normal epoxy 

had to be applied in two coats can now be done with one. This will save 

time and money and will improve safety in the repair yard. 

ShipServ toast of the cruise industry as 

Crystal Cruises signs to TradeNet 

ShipServ, the leading marine and offshore e-marketplace, has 

strengthened its penetration of the cruise shipping sector with the signing 

of Crystal Cruises to the TradeNet platform. Crystal Cruises is a luxury 

segment cruise operator owned by Japan’s NYK Line and operates 

independently out of Los Angeles, California. It has won numerous awards 

and accolades, including Travel + Leisure’s “World’s Best Awards for 

Large Ship Cruise Line” for the past two years running. 

The agreement covers two ships – the 51,044 grt Crystal Symphony 

and the 68,870 grt Crystal Serenity using SpecTec’s Amos maintenance

and purchasing system. Crystal Cruises joins a global ShipServ community 

of over 170 shipowners, managers, shipyards and drilling contractors 

trading with 37,000 suppliers servicing over 6,000 ships. Sector leaders 

Princess Cruises, Holland America Line, Seabourn, Norwegian Cruise 

Line, Star Cruises, Regent Seven Seas and Oceania are among active 

members of the growing cruise community. 

Peder Arstorp, Sales Director, Americas, ShipServ said, “The cruise sector 

is already among the most active users of TradeNet and we are delighted to 

welcome Crystal Cruises to the ShipServ community. The cruise industry has 

unique requirements that complement ShipServ’s core services platform. The 

sheer volume and need for a fast and hands free processing of their supply 

chain needs means that we can shorten lead times, improve competitiveness 

and automate a broad spectrum of parts and services deliverables.” 

Bob Koven, Vice President of Procurement, Crystal Cruises, said, “As we 

look to increase the efficiencies of our worldwide operation, we expect the 

new system to streamline our purchasing processes. We would like to thank 

ShipServ for making the implementation process so smooth and seamless. 

“Because cruiseships work to tight itineraries in numerous ports, 

the volume and urgency of turnaround requirements for spares and 

consumables makes e-commerce a vital tool for buyers. ShipServ helps 

buyers to do business with new suppliers using tools like TradeRank, which 

enables buyers to look at what their peers are saying about supplier 

service and deliverability. ShipServ’s Reviews and Ratings function enables 

buyers to leave comments on supplier performance and encourages 

suppliers to seek reviews on their service levels.” 

Peder Arstorp adds, “Buyers can also see the total volume of 

transactions taking place over TradeNet, enabling them to easily see 

which suppliers are doing a lot of volume. Brand owners and OEMs can 

also use TradeRank to certify authorised suppliers, adding a further level of 

assurance to buyer decisions.” 

Castrol advises lubricants review by 

cruise operators 

As the cruise industry continues to expand and increase the number of 

voyages made in particularly environmentally sensitive seas, leading 

lubricants supplier Castrol Marine suggests that greater attention should 

be paid to the environmental credentials of lubricants used in applications 

where there is a risk of leakages and discharges. 

Demand for cruises to previously inaccessible destinations, and 

increased voyage numbers through recently defined ‘Particularly Sensitive 

Sea Areas’ (PSSAs) have raised the stakes for shipowners over the 

environmental impact of vessels in service. 

Designation by the International Maritime Organisation as a PSSA 

means that a shipping zone is liable to ‘Associated Protective Measures’ 

that include strict application on discharges from equipment on ships 

under the International Convention for the Prevention of Pollution from 

Ships (MARPOL). 

Some of the zones designated as PSSAs include increasingly popular 

cruise routes, such as the Baltic Sea, the Great Barrier Reef, the sea round 

Florida Keys in the US, and the Canary Islands. In separate legislation, 

IMO has designated some shipping zones as Emissions Control Areas, 

with limits on permitted ships’ emissions. These include the Baltic Sea and 

the North Sea and, from January 2014, will include key cruising waters off 

North America. 

Also worth special consideration (although not yet PSSAs) are Polar 

waters. From 2000, vessels of up to 3,700 passenger and crew capacity 

have been entering such waters. The number of ship-borne passengers is 


reckoned to have increased in the region by 430% over the 14 years to 

2007 (International Association of Antarctica Tour Operators, 2007). 

However, the 2007-2008 season proved a peak year for Antarctic 

cruising, when 46,000 tourists overall visited the region with IAATO 

members. By the 2010-2011 season, in the year to June, that number 

had fallen to 36,875 passengers, and IAATO projects a further decline 

next year to just over 25,000 passengers. 

Some of this decline can be attributed to economic conditions, but 

IAATO says a key factor in the rapid slide projected for 2011-2012 will 

be the IMO-imposed ban on the use of Heavy Fuel Oil in Antarctic waters 

from 1 August 2011. The ban, which comes into force to address the 

possibility of a spillage of HFO applies to any ship of over 400 gt. 

Cruise lines have shown themselves ready to embrace new technologies 

aimed at protecting the marine environment. These include eco-friendly 

fluoro-polymeric paint on ships hulls, shipboard recycling of aluminium 

(cans etc), the use of catalytic converters to reduce NOx emissions, seawater 

scrubbers to address SOx, and the use of solar panels to power lighting. 

However, there is another cause for concern when it comes to operating 

in sensitive seas that may be being overlooked; one which is attributable 

to every day operations. Pollution resulting from routine leakages from the 

oil lubricated stern tubes used across the shipping industry is now widely 

acknowledged. A joint paper presented to the International Maritime 

Organisation’s Marine Environment Protection Committee last year by 

Friends of the Earth International and WWF used data collected from 

in-port operations to project that discharges across the entire marine 

environment, including open seas, are as high as 244,000 t a year. 

Shipowner responsibilities here have been recognised by new guidelines 

issued by the IMO’s Maritime Safety Committee and MEPC for ships 

operating in Polar waters, laid out in 2010. Among the statements 

The Seabourn Legend in drydock (see "Cruise vessel uses for Nippon Paints" 

on previous page) 



Castrol advises lubricants review by cruise operators 

in these Guidelines is the following: “Sterntube bearings, seals and 

main propulsion components located outside the hull should not leak 

pollutants.” The traditional mineral oil-based used as lubricants are 

recognised as pollutants. 

Leakages could be ‘engineered away’, either at the design stage or 

during refit through using extra seals. However, according to leading 

lubricants supplier Castrol Marine, the costs associated with this make it 

relatively unlikely that leak-free seals will be adopted by the industry in the 

near future, unless operators are forced to do so by legislation. 

An alternative might be a wholesale industry shift to water-lubricated. In 

fact, though, the IMO’s recent Polar guidelines did not call for restrictions 

on oil-lubricating stern tubes as such, instead stating: “Non-toxic, 

biodegradable lubricants are not considered to be pollutants.” 

Environmentally responsible stern tube lubricants should be 

characterised by improved marine biodegradability, reduced 

bioaccumulation potential and lowered toxicity to marine species and 

would thus appear to be a perfect fit for cruise lines with an environmental 

profile to uphold. But Castrol Marine also suggests that there remains 

lack of clarity in the marine industry on what ‘non-toxic biodegradable 

lubricants’ performance should be and how it should be measured, and 

that the lack of such standards may have dissuaded some key owners 

from making a commitment to change. 

Susannah Linington, Castrol Marine environmental specialist, points out 

that some major owners have tried certain so-called ‘green’ alternative 

lubricants, only to return to traditional mineral oil-based products after 

experiencing operational issues. 

Castrol, which counts the cruise and ferry sector as a core market in 

terms of the volumes of lubricants it supplies to the shipping industry, 

points to extensive research in developing a full range of environmentally 

responsible lubricants. Crucially, though, in suggesting that the time is ripe 

for owners to look again at ‘green’ lubricants, the company also cites its 

exhaustive performance testing. 

“The claims for ‘environmentally responsible’ products can sometimes 

be misleading,” Ms Linington says. “For example, terms such as 

‘environmentally friendly’, ‘food grade’ or ‘biodegradable’ oils are often 

used without scientific justification. It is essential that operators ask the right 

questions about what they are buying into and get the right information to 

enable the most appropriate products to be selected.” 

Ms Linington says that the marine industry needs consistent standards 

covering the chemicals used on board vessels. “As any leaked product will 

go into the sea rather than into freshwater, it is important that seawater 

testing is carried out on the product, where some ‘green’ lubricants that 

have been brought to market that contain vegetable oils or synthetic esters 

have only been subject to less demanding freshwater or in-soil testing. The 

product’s lubricating performance should also be considered alongside its 

bioaccumulation, toxicity, and biodegradability properties.” 


For marine and offshore applications, Castrol’s environmentally 

responsible lubricants are drop-in replacements for conventional 

mineral oils in equipment where there is a risk of accidental spillage or 

leakage. BioStat, for example, is suited for applications such as stern 

tubes, reduction gear, thrusters, spurs, helical and planetary gear units, 

couplings, and rolling and sliding bearings. 

BioStat fluids contain selected additives ensuring good oxidation 

stability, good anti-corrosion and anti-wear properties and low aquatic 

toxicity, Ms Linington explains. “The marine performance of Castrol BioStat 

has been measured in comparison with conventional lubricants and 

has been proven to have superior biodegradation, significantly reduced 

bioaccumulation and toxicity, and enhanced renewability (that is, the 

products contain components derived from renewable resources).” 

"In assessing the future path of regulation, cruise ship owners might do well 

to consider the more precise approach taken to defining the environmental 

performance of lubricants in the offshore sector", Ms Linington adds. 

She points out that many of the Castrol environmentally responsible 

lubricants have undergone full component level marine environmental 

testing according to the OSPAR (the Oslo and Paris Conventions for the 

protection of the marine environment of the North-East Atlantic). These 

requirements are registered with the Norwegian authorities for use offshore. 

Currently, even shipboard lubricants used in Polar waters do not have to 

undergo the same rigorous environmental testing as those used offshore. 

However, Ms Linington points out that the final draft of the European 

Ecolabel for lubricants extends to lubricants in marine applications, 

suggesting the same exacting standards in defining what constitutes 

a non-toxic biodegradable lubricant may soon become a feature of 

maritime regulation. 

Again, the US EPA is already reviewing criteria in the Vessel General 

Permit for the selection of environmentally preferable lubricants for use 

in stern tubes and thrusters, and indeed deck machinery, with a due 

date for completion by the end of November 2011. The definition 

of “environmentally preferable” lubricants in the US Vessel General 

Permit suggests the types of base oils that can be used in lubricant 

formulations (vegetable oil, synthetic ester, or polyalkylene glycol) but 

does not provide guidance on environmental test results nor what is an 

acceptable lubrication performance. For example, high molecular weight 

polyalkylene glycols tend not to biodegrade and therefore persist in the 

marine environment. 

The US Clean Water Act also stipulates that should an oil spill occur, 

there should be: 

• No visible surface sheen 

• No sludge or emulsion to be deposited beneath the surface 

• No detergent additives. 

Less scrupulous operators could use this rule as a way to use lubricants 

that don’t sheen but are not environmentally responsible and thus avoid 

reporting spills. Lubricants that have been developed to comply with the 

‘sheen rule’ often have very poor marine environmental performance 

resulting in persistent, bioaccumulative and toxic chemicals entering the 

sea. These are very hard to detect as they have no visual tracers. 

Oliver Ferguson, Castrol technical manager North America, comments: 

“Simply stated, if these “non-sheen” products are poured over the side of 

a vessel or an offshore installation, they will just “disappear” as they are 

denser than water, making it even more important for the legislators to set 

some standards for products being put into the environment. 

“At Castrol we believe the problem should be addressed before it 

happens. The use of environmentally responsible lubricants (with scientific 

parameters to measure their performance) should be mandatory for 

applications at risk of operational discharges. Furthermore all lubricants 

should have some method of detection in case of discharges, to allow

proper clean up rather than mixing in the water 

column or settling to the bottom of our lakes, 

rivers, harbours and oceans.” 

Given these trends, Ms Linington 

continues: “The cruise industry needs to 

review applications that have the potential 

to discharge lubricants into the sea, either 

intentionally or by accident, as a matter 

of urgency, particularly as the frequency 

of voyages involving more sensitive seas 

increases. It is imperative that owners assess 

whether they could use products in these 

applications that have a reduced impact on the 

marine environment, based on biodegradation, 

bioaccumulation and toxicity, but also good 

lubrication performance.” 

Dales Marine drydocks 

the Britannia 

Planned maintenance work on The Royal Yacht 

Britannia has been completed on schedule by 

Dales Marine Services at its Imperial Dry Dock 

at Leith, on the Firth of Forth. A major tourist 

attraction, the vessel has now safely returned 

to its nearby permanent berth today. A team of 

approximately 30 worked on Britannia aroundthe-clock 

following her arrival in the drydock 

during early January, including washing and 

painting below the waterline; painting the three 

masts and funnel, and undertaking a hull survey 

and other tasks. 

Britannia was the first ship to dock at the 

168 m x 21.3 m x 7.7 m facility in 2012. Dales 

Marine Director and General Manager, Michael 

Milne, said: “Britannia is obviously unique in the 

range of vessels handled since we refurbished 

and reopened the dry dock in 2010. Our 

team worked closely with the Britannia Trust in 

planning and implementing the project to achieve 

completion on time. Being involved with such a 

historic ship has been very special and has meant 

a great start to what will be another busy year.” 

“We are delighted 

with how well all the 

work has gone and 

thank Dales Marine 

for the quality of their 

workmanship" 

The Royal Yacht Britannia in Dales Marine’s Leith drydock 

Derek Miller, Head of Maintenance, The 

Royal Yacht Britannia Trust, commented: “We 

are delighted with how well all the work has 

gone and thank Dales Marine for the quality of 

their workmanship – it’s almost a pity most of it 

will be unseen for years to come!” 

Operations at the drydock, which has 

accommodated oil-related and fishing vessels, 

tugs and ferries for inspection, repair and 

maintenance, increased to around 80% 

capacity in 2011. It is already 50% booked 

for this year – including five dockings of two 

vessels simultaneously – with annual occupancy 


expected to reach at least 90%, putting it on a 

par with the company’s dry dock in Aberdeen. 

Dales Marine also makes occasional 

use of a small drydock at the fishing port of 

Fraserburgh, in North-east Scotland, and carries 

out alongside work at ports throughout the UK, 

including Montrose where it has a workshop to 

support activity. 

Part of the Dales Group, the company was 

established in 1987. In Aberdeen since 1991, it 

has leased the drydock and associated facilities 

there since 2004. Dales Marine currently 

employs around 100. SORJ 


The latest Version 4 of the Consultas Fleet Management software 

is now to be installed on-board the fleet of Norden vessel 

Norden select Jotron 

Denmark’s D/S Norden A/S has selected the Norwegian-based Jotron 

Consultas as its future provider of fleet management software. The two 

parties have signed an agreement which includes rollout of latest Version 4 

of the Consultas Fleet Management software suite for fleet and office. The 

software suite covers the following applications; C-Maintenance, C-Spares, 

C-Budget and C-Experience on board, and C-Purchase, C-Budget, 

C-Experience and C-Maintenance (Fleet version) for the office. The deal 

includes more than 30 ships operated and owned by D/S Norden A/S. 

The new Version 4 of Jotron Consultas Fleet Management software, 

just recently released to the market, is built on well proven functionality, 

but also represents a direction towards enhanced central decision making 

processes, supporting safety and more cost effective fleet operations. 

The introduction of Dashboard with customised KPI reports based on 

role and responsibility is one of the news we have high expectations for 

together with our solution C-Experience for handling HSEQ matters. A 

part of the project is also dedicated to a cooperative development project, 

to include several homebuilt systems to be replaced, including functionality 

for a Vetting module now to be included in C-Experience. 

Tolani Shipping opts for MARIS 

Tolani Shipping’s Singapore arm, Tolani Shipping (S) Pte Ltd, has opted 

to use the Voyage Decision Support system developed by Maritime 

Information Systems AS, Norway (MARIS) as part of its major initiative 

to adapt green technology to its fleet of owned and operated vessels. 

Tolani Shipping owns a fleet of bulk carriers ranging in size from 50,000 

dwt to 84,000 dwt with an average age of five years. With its origins in 

India, Tolani Shipping established a presence in Singapore in 2003 and 

operates vessels under both the Indian and Singaporean flags. 

The MARIS VDS System is an electronic tool based on the MARIS 

Electronic Chart Display System (ECDIS), designed to plan and execute 

voyages in a safe manner with optimal fuel and time consumption and 

also document and analyse the results.“We are looking to provide our 

charterers with the option of using the system to minimise the carbon 

footprint and reduce the impact on the environment and save on fuel,” 

said Rohet Tolani, Managing Director of Tolani Shipping (S). “Tolani 

Shipping’s target is to reduce fuel consumption by an annual average of 


Shipmanagement 

3% per vessel and, on specific longer voyages, by 5% per vessel.” Capt 

Mikkjal Poulsen, General Manager, Tolani Shipping (S) added: “The plan 

initially is to implement the VDS system on five Singapore-flagged vessels 

in support of the Singapore Maritime and Port Authority’s green initiatives. 

Each vessel will be able to reduce its environmental impact through 

reduced emissions due to lower levels of fuel consumption, made possible 

by the system providing real-time guidance for optimal route planning to 

the Master, using technology, data and methodology which is superior to 

that used by traditional weather routeing services. 

The MARIS VDS System comprises a separate VDS computer which is 

also a fully functional ECDIS. It operates in a LAN with the two regular 

ECDIS installations required for approved ECDIS navigation. The reason 

for choosing a total of three is that the VDS will have a second important 

function as a spare ECDIS. 

Greig Shipping contract for Spectec 

Norway’s Grieg Shipping Group, has signed a contract with SpecTec 

Norway for the supply of AMOS software. Grieg Shipping Group belongs 

to the Grieg Group, one of the largest Management Service Companies 

of Scandinavia. Founded in 1884, The Grieg Group established a 

shipping branch in 1961, Star Shipping, which became Grieg Shipping 

Company in 2008. 

Today the company owns 26 OHGC (open-hatch general cargo 

vessels) fleet, and it has just taken delivery of four new state-of-the-art 

open hatch vessels; the company has a current development programme 

comprising up to ten 50,000 dwt open hatch ships with a new crane 

design, together with two Supramax vessels. The ships will be delivered 

from South Korea’s Hyundai Mipo Dockyard (HMD) in 2014. 

The contract is for the supply of AMOS Business Suite Maintenance 

& Purchase software for the 10 OHGC newbuilds and on both the new 

Supramax vessels. The Maintenance and Purchase module is aimed to 

integrate maintenance work, costs management, stock control and requisition 

flow between the vessel and headquarters. AMOS M&P allows users to see 

what has been spent on various maintenance activities or purchases, along 

with what is scheduled or budgeted for spending in the future. AMOS’s strength 

is in allowing a very strict cost control and analysis, which in such dire straits 

periods represents a real life saving for shipping companies. Grieg Shipping 

Group signed their first contract with SpecTec in 1994, and we are very 

pleased that they continue to choose AMOS for their future fleet.

Mitsui OSK install Martek BNWAS 

Japan’s Mitsui OSK Line has made a firm commitment to install Bridge 

Navigational Watch and Alarm Systems (BNWAS) on board its ships 

ahead of regulatory requirements. The company has taken the opportunity 

of the drydocking of 17 of its vessels so far this year to install the Martek 

Marine Navgard BNWAS. MOL said it was likely that all of its existing 

vessels would be fitted with BNWAS before the end of 2011. 

Alan Stewart, MOL Tankship Management (Europe) Ltd Deputy General 

Manager explained that the carrier had already witnessed an increasing 

frequency of comments by SIRE inspectors regarding whether or not a 

BNWAS was fitted. He said that MOL had decided on a course of, “being 

proactive and not waiting until the last minute, as is usual in the marine 

industry. Martek’s Navgard system was able to demonstrate that it had all 

necessary approvals”, Mr Stewart said, “while the company had been able 

“to solve any challenges that arose.” The latest deal follows hard on the 

heels of a contract through which Martek is supplying its Navgard BNWAS 

to Seacom Electronics, the UK subsidiary of global ship management 

services giant V.Ships. A number of serious maritime accidents continue 

to be attributed to issues relating to tiredness, and to the situational 

awareness of officers on the bridge, leading to widespread calls for 

owners and operators to act well before they must install BNWAS. 

The International Chamber of Shipping has carried out a detailed 

investigation into accident reports in the Malacca Straits which are 

transited by more than 70,000 vessels each year. It identified ‘loss of 

situational awareness’ as one of the most significant factors that need 

to be addressed as a cause of accidents. Of the incidents examined, 

68% resulted in collisions and all could have potentially caused harm or 

pollution incidents. 

BIMCO has issued advice to its members urging them to consider 

fitting systems at drydockings before the mandatory implementation 

date, and not to wait until annual surveys within the compliance window. 

Paul Luen, Martek Chief Executive, said: “There have been a number of 

incidents recently which show a lot can happen in three minutes, let alone 

12 minutes, and so it is vital systems such as Navgard are installed on 

vessels as soon as possible. Navgard is the world’s first BNWAS system 

Marlink is to supply WaveCall VSAT systems for installation aboard 40 Odfjell vessels 


fully type approved by all major classification societies. Owners delaying 

implementation of BNWAS until the last minute are risking the lives of their 

crew and the safety of their vessels. Where is the sense in that?” 

The Navgard system comprises either a bulkhead-mounted or 

console-mounted control panel with an on-board Passive Infra-Red 

(PIR) movement detector that offers a 10 m range. The system is highly 

modular, enabling it to accommodate any bridge size and layout. 

Mr Luen says: “The vessel’s next drydocking is an ideal time to install 

BNWAS. But, such is the ease of installation of Navgard that the work 

could be done while alongside or during passage.” 

Marlink provides global Vsat solution 

to Odfjell 

As part of a new agreement with global transportation provider Odfjell 

Management, Marlink is to supply WaveCall VSAT systems for installation 

aboard 40 vessels. Having worked with Odfjell for several years supplying 

MSS on-demand services, Marlink’s renewed contract represents a further 

move to VSAT for the transportation company, to support higher usage at 

a fixed, predictable monthly cost. 

Odfjell Management AS is one of the world’s leading logistics service 

providers and owns and operates a global fleet of chemical tankers for 

the transportation of special products. Access to high quality and reliable 

broadband is critical to support a variety of applications for the company, 

including improved operational efficiency, crew welfare and business 

administration. 

The new contract follows a successful workshop with Odfjell 

Management AS at Marlink’s Eik Teleport, where the provider was able 

to develop a customised service package to meet Odfjell’s specific 

requirements for higher usage and increased cost efficiency. Tore 

Morten Olsen, CEO, Marlink, added: “There is no one-size-fits-all 

communications solution, so through maintaining an open dialogue with 

our customers such as Odfjell, we are able to evaluate their requirements 

and package systems and services together to best match their needs.” 



BASS wins Hapag-Lloyd as 

new customer 

BASS Software Ltd, a leading provider of maritime software solutions, has 

added a top ranking customer to its expanding customer base with the 

German shipping giant Hapag-Lloyd AG choosing its fleet management 

systems. Hapag-Lloyd, which operates a fleet of more than 145 container 

ships, selected the BASSnet Fleet Management Systems to be installed 

initially on 40 vessels. 

BASS’s contract with Hapag-Lloyd encompasses the complete 

BASSnet software suite, including all ten modules covering Maintenance, 

Procurement, Dry-docking, Safety, Risk Management, Operations and 

services like Database building and conversion. Hapag-Lloyd has opted 

for the latest integrated BASSnet suite, which enables users to access new 

and enhanced features. 

The BASSnet suite, comprising maintenance, dry dock, procurement, 

quality and document management modules, among others will 

help Hapag-Lloyd streamline ship-shore communications, manage 

documentation and automate tasks such as tracking and scheduling 

maintenance, managing dry dock projects, enabling e-purchasing, 

and management reporting. The Safety Management module (SAFIR) 

facilitates audit and vetting processes. 

Interorient’s crew training culture 

strengthened by Seagull systems 

The Norwegian marine training specialist Seagull is now the sole provider 

of on-board training systems to the Interorient fleet. Cyprus-headquartered 

Interorient employs over 300 shore-based employees and more than 

1,200 seafarers on around 60 fully managed ships, including a number 

of predominantly ice class product tankers, containerships, ro/ro vessels 

and bulk carriers. 

The global provider of marine transportation services has used Seagull 

training modules since 2005, starting with Seagull’s Crew Evaluation 

System (CES), the computer-based assessment tool which is used to 

evaluate the knowledge of seafarers as part of the company’s recruitment 

and promotion process, and to identify future training requirements. 

Each vessel operated and managed by Interorient, through either of 

its two main offices in Cyprus and Hamburg and its managing office 

in Miami, is equipped with a Seagull training computer loaded with 

Seagull Training Systems (STS). The STS incorporates Interorient’s Career 

Development System (CDS), and company-specific training programmes, 

as well as a wide range of generic CBTs and training videos. 

Interorient and Seagull have been working together for almost four 

years to create a CDS specifically for Interorient’s seafarers. The CDS has 

gradually been rolled out across the fleet and by early 2011 all vessels 

operated by Interorient were equipped with and running the Seagull CDS. 

In addition to shipboard training, Interorient has equipped its branch 

offices in Riga, St Petersburg, Manila and Cebu with both CES and CMT 

training facilities, helping to enable crew to carrying on with their training 

while they are ashore. 

The company uses more than 40 Seagull CBT titles and training videos for 

its onboard and ashore training regime and cover a wide range of subjects 

including safety, navigation, cargo handling and engineering, as well as the 

development of ‘soft skills’ such as communications and leadership. This year 

Interorient switched to Seagull’s online platform, allowing its seafarers to use 

CBT training, conduct CES tests and view their training records via the internet. 


UK-based Marine Software has successfully supplied the NATO research 

vessel Alliance with its Marine Planned Maintenance, Stock Control and 

Requisition/Purchasing software suite 

NATO research vessel uses 

Marine Software 

UK-based Marine Software has successfully supplied the NATO research 

vessel Alliance with its Marine Planned Maintenance, Stock Control 

and Requisition/Purchasing software suite. Managed on behalf of the 

NATO Undersea Research Centre by Anglo Eastern (UK) in Glasgow, 

the local Base Manager’s Office at La Spezia, Italy also took delivery of 

the office management software. The office will monitor vessel input to 

the Planned Maintenance and on-board Stock Control modules, along 

with the Purchasing module which initiates Ship Requisitions into the 

Purchase platform to include budgeting. The contract also commissioned 

Marine Software to migrate data from the vessels existing system prior to 

installation, to ensure all historic Planned Maintenance and spare part 

component history records were accurately transferred into the new system. 

A barcode label option was also included that will assist with speeding 

and accuracy of stock control and tracking of spare parts. During 

the final database commissioning visit, Marine Software personnel 

delivered a three-day training course for the ship officers and local shore 

management team associated with Requisition and Purchase, and followup 

training will embrace those involved in maintenance logging and stock 

control. 

Marine Software Ltd has also recently supplied Steamships Shipping 

with MPM – Marine Planned Maintenance and MSK – Marine Storekeeper 

software for the control and management of 13 vessels. Steamships 

Shipping currently operate a range of multi-purpose cargo vessels 

ranging from 400 to 6,000 dwt, including tugs, landing craft and an 

environmental research vessel. 

The Software will be primarily installed on the three larger vessels – the 

3,206 dwt cargo vessel Hiri Chief, the tanker Obo Chief and the 6,225 

dwt cargo vessel Kiunga Chief, with the remaining vessels being operated 

ashore in Master mode within the central fleet Office software. This type of 

configuration offered the Papua New Guinea-based company a greater 

degree of operational flexibility, as there was no requirement to install 

physical software on-board the smaller vessels. SORJ

Lloyd Werft Managing Director Rüdiger Pallentin 

New agent policy by 

Lloyd Werft 

To date, Germany’s Lloyd Werft, Bremerhaven, 

has been represented by about a dozen agents 

mainly in Europe and the USA. Now the yard 

is re-organising its representation abroad and, 

along with two new agencies in Scandinavia 

and Singapore, is also being represented for the 

first time in the Far East. Lloyd Werft Managing 

Director Rüdiger Pallentin explained: “In future 

we want to better market the whole range of 

our international capabilities with new people 

and new momentum and move closer to the 

international market.” He added: “In JML 

Shipyards & Marine AB in Fjällbacken in Sweden 

and Coway Marine Services in Singapore we 

have been able to attract real professionals to 

our corner, with many years of experience.” 

For Pallentin, the move also means that 

the established old Bremerhaven shipyard is 

making even greater efforts on behalf of ship 

and machinery repair and conversion in all 

their aspects – a hub sector of activity that goes 

back 154 years to the yard’s very beginning. 

However it is intended that newbuilding and the 

completion of ships, a sector that has won the 

yard a good international reputation in recent 

years, should also remain on the programme 

Agents/People 

“if the opportunity presents itself.” Time and 

time again, spectacular cruise and dock ship 

newbuildings have underscored the outstanding 

capability of Lloyd Werft as a specialist of 

outstanding technical competence in the field of 

challenging shipbuilding. 

However, Ruediger Pallentin believes that 

parallel to this “the skilled repair capabilities 

which are part of our hub competence and 

which have given us our good reputation” have 

been somewhat overshadowed. “We would 

like these virtues, nurtured for more than 154 

years, to be just as effectively represented on 

the global market by our new agents and not 

just aspects of them but the whole spectrum”, 

he says. Over the last few years, Lloyd Werft has 

increasingly adopted modern manufacturing 

methods and adapted itself and its activities 

to the international situation both on the 

shipbuilding market and in the shipping sector. 

Gradually the yard was modernised. 

Concentration on all sectors, creating a network 

of local partners and a return to the traditional 

values of the yard are all good arguments for 

re-evaluating old skills. The result is that “our 

state-of-the-art equipment, our large-scale dock 

capacities and the outstanding know-how of our 

personnel has prompted us to readjust the yard’s 

emphases”, says Pallentin. “We were always the 

international experts for repair and conversion. In 

future”, he adds, “we want to bring that more into 

the spotlight with our new repair network between 

Stockholm and Singapore.” The newly created 

“In JML Shipyards 

& Marine AB in 

Fjällbacken in 

Sweden and Coway 

Marine Services in 

Singapore we have 

been able to attract 

real professionals to 

our corner, with many 

years of experience” 

agencies world-wide are part of these old, and 

new, activities. They are intended to function as a 

network of overseas branches of Lloyd Werft and 

to create even more business in Bremerhaven. 

The new agencies and their locations are: 

For Denmark, Norway, Finland and Sweden: 

JML Shipyards & Marine AB 

Norra Hamngatan 38 

457 40 Fjällbacka 

Sweden 

Tel: +46 525 31083 

Fax: +46 525 31084 

EMail: jens@jmlshipyards.com 

markus@jmlshipyards.com 

For Singapore: 

Coway Marine Services Pte Ltd 

211 Kaki Bukit Ave.1 

Shun Li Industrial Park 

Singapore 416040 

Tel: +65 6343 8681 

Fax: +65 6343 8682 

eMail: coway@singnet.com.sg 

Website: www.cowaymarine.com 

Debbie Byrne 

joins Scamp 

Calvey Marine has announced that with effect 

from November 2011, Debbie Byrne left Calvey 

Marine to join Gibraltar’s Scamp Underwater 

Services as part of its European Marketing 

team. Apart from underwater projects, Scamp’s 

European Marketing team, is involved in 

Scamp’s other activities under the operating 

name of Gibunco – bunkering, agency work 

and voyage repairs. Calvey Marine will remain 

the UK marketing agents for Scamp and will 

continue to work very closely with Debbie to 

develop this important part of our business. 

A spokesman for Calvey Marine said – 

“Debbie has been with Calvey Marine for over 

twenty years and, whilst we are very sad to see 

her leave us, we are delighted that she has 

been given this opportunity and wish her every 

success in her new venture.” Debbie also said 

that she would like to thank all her clients and 

Principals, many of whom have become her 

friends, for the kindness and support they have 

given her over the years. Debbie’s new details 

are: Tel: 07824 337226 – Email: debbie@ 

scampnetwork.com or contact Scamp’s 

headquarters on +350 200 79015. 

Meanwhile, John Ellams has recently joined 

the Calvey Marine marketing team from a 

deep sea-going background, which included a 

three year cadet ship programme at Evergreen 

Marine UK. His family has long associations 

with the marine industry. 


Agents/People 

Wilmot wins 

AME agency 

Dubai’s Albwardy Marine Engineering (AME), 

part of a joint venture with Holland’s Damen 

Group, has appointed Wilmot Marine Services 

as its UK agents. For over 33 years, AME 

has been providing a complete package of 

professional Ship Repair, Ship building, Marine 

Engineering and Diving Services from fully 

equipped Shipyards in Dubai and Fujairah & 

Workshop in Salalah (Oman). 

AME is a joint venture Partner of the Damen 

Shipyard Group since January 2008. This 

conglomerate of 31 shipyards in ten countries 

has increased AME’s sphere of activity 

enormously and made ship building and 

ship repair know how and resources, that are 

available within the Damen Group available 

to AME. Participating in AME enables Damen 

to construct vessels (high speed naval craft, 

ferries, tugs, workboats and dredgers) in Dubai 

for the local market, as well as serving Damen 

customers through repairs and services. 

Denis Welch joins IHC 

The engineering and manufacturing group 

IHC Merwede, has appointed Denis Welch 

as its CEO for South East Asia. He will be 

responsible for helping the company to 

reinforce its regional identity and expand its 

Asian-centred operations – which are focussed 

on its offshore and marine activities. 

Denis Welch 


Han Jong Kwang (General manager/Principal surveyor) and Kent Stewart 

IHC Merwede President Govert Hamers 

says: “Mr Welch’s appointment will assist 

the company in strengthening its strategy of 

internationalisation. We have successfully 

operated from our regional organisation in 

Singapore for the past four years and are in 

the process of opening new offices in the PSA 

building on Alexandra Road to support our 

ambitions of growth. I am confident that our 

new CEO will help to further develop IHC 

Merwede’s presence within the region.” 

Singapore is one of the many countries in 

which IHC Merwede operates. The South East 

Asia office was opened in 2007 with the aim of 

providing optimal service to local customers in 

the dredging and offshore markets. 

New Singapore office for 

Maritime Engineers 

Maritime Engineers, the Australian-based ship 

survey and marine engineering consultancy 

firm have opened a new office in Singapore 

this month. Part of James Fisher & Sons plc, 

Maritime Engineers offer a comprehensive 

range of professional and high quality marine 

consultancy services from ship surveys to naval 

architecture and design. “This new office will 

enable us to provide additional services to the 

region and allow us to better service the needs 

of our clients in the South East Asian region,” 

commented Kent Stewart, Maritime Engineer’s 

Executive Director. 

“We are very excited about this expansion as 

it will also enable us to work closer with other 

James Fisher companies who also have offices 

in Singapore.” Maritime Engineers became part 

of the James Fisher group in December 2010 

and brought marine engineering, ship surveying 

and naval architecture consultancy skills to the 

group. With the strategic goal to develop and 

expand the company and its services it can offer 

to the maritime industry, Maritime Engineer’s 

investment in the new Singapore office is part of 

this long term plan. 

“We very much hope that this will be the 

first of several new offices in key maritime and 

offshore locations around the world which will 

also complement other companies within the 

James Fisher group” added Mr Stewart. SORJ 

Obituary 

It is with deep regret that we note the death 

of Ulf Nielsen, the former Production Director 

at Dubai Drydocks (now Drydocks World – 

Dubai). Ulf was originally a service engineer 

with Gotaverken Motor and went on to head 

up Gotaverken’s Singapore office, which 

was eventually re-named Ciserv. Ulf was the 

first Production Director at Dubai Drydocks 

when the shipyard first opened for operations 

in March 1983 under the management of 

A&P Appledore. He was invited to become 

Production Director by fellow Swede Thorston 

Anderson, the yard’s first Chief Executive. 

Following retirement after the year 2000 he 

returned to his native Sweden. 

During his time at Dubai Drydocks Ulf, a 

former sea-going engineer, was promoted 

to become Technical Director when the yard 

decided to build its own floating dock, which 

was of Gotaverken design, and a series of 

tugs for the shipyard and for Dubai Port.

The captain of the Costa Concordia – Francesco Schettino, has already 

admitted that he was sailing away from the recommended course, for 

various reasons. The owning company Costa Crociere has also quickly 

distanced themselves from the causes of the disaster, also blaming human 

error. Meanwhile, the Captain has been arrested and placed under house 

arrest pending court proceedings. He also appears to have abandoned the 

ship before all passengers were safe, with a rather bizarre comment that 

he “tripped up and fell into a lifeboat” – sounds a bit ‘Ismayesque’ to me. 

(This refers to J Bruce Ismay, the owner of the Titanic, who managed to 

obtain a place in a lifeboat, while so many passengers stayed on-board 

and faced certain death. He eventually committed suicide). 

The fact that the Costa Captain has now proved to be inadequate 

at his job at a time when his expertise was most required, beggars the 

question – ‘How did he get the job in the first place and how did he get 

a command?” – Surely Costa Crocier’s personnel department (sorry HR) 

must look at their procedures for both recruitment and promotions. 

As this week ends (Friday 20 January) it appears that the search for 

survivors is over and it is simply a recovery operation for the remaining 

missing people, which will now be dealt with – a hard task for the Italian 

navy divers (who have come out of this tragedy with flying colours and the 

highest praise. 

There have been so many comments from people to bring in new 

procedures to prevent this type of incident happening again. It was easy 

with the Titanic – there should be sufficient lifeboats and life rafts on-board 

for all passengers and crew, and the Herald of Free Enterprise – there 

should be monitoring equipment on the bridge to show that the front door 

is closed. In both cases new maritime laws were introduced. But how can 

you legislate for human error? All you can do is make sure the personnel 

on-board the ship are adequately trained and adequately assessed for the 

Dock Gate 

Costa Concordia – 

the latest disaster to hit the marine industry 

As we go to press, the Costa Concordia has been on her side against the Italian island of Giglio for about one week. This 

incident is the last in a long line of such tragedies, which date back to the Titanic and include such names as Andrea Doria, 

Herald of Free Enterprise, Estonia, Lakonia, etc. However, there has not been such an incident which is, most definitely, the 

result of human error. 

The stricken Costa Concordia (Image ©Lupoalb68 | Dreamstime.com) 

owner (and passengers) to be confident that the ship is in good hands. 

Many pundits are also questioning the size of the modern-day 

cruiseship – are they too big for an effective evacuation to be. Obviously, 

if a vessel goes onto its side, the launching of lifeboats becomes harder 

– if not impossible. Two points – can lifeboat manufacturers come up 

with an answer? Or can ship designers come up with a way by which 

the vessel does not go onto its side. After all, the gash in the Costa 

Concordia’s side was of little difference to the gash on the Titanic. So 

how did the Costa Concodia roll over while the Titanic went down by her 

head? 

Although this is the first major disaster occurring in the cruiseship 

industry since such large vessels have been introduced, the effect upon 

the cruise industry is sure to be enormous. Immediately, the share price 

in Carnival Cruises fell by some 20% and many pundits were predicting 

that the cruise industry will lose some US$85-90m in cancelled bookings. 

That is inevitable and it will be up to the cruise ship operators as to how 

to redress this problem. There will certainly be more emphasis (if that is 

possible) placed on life boat drills in the immediate future. 

So what will happen to the wreck? The first task will be to remove the 

ship’s fuel oil to prevent any environmental problems if this oil leaks. The 

next task will be to salvage the ship. Many believe she can be salvaged 

and repaired (the Exxon Valdez suffered massive damage to her bottom 

area – but was repaired). But who is going to book a cruise on a ship 

which has sunk once? 

Therefore, salvage is the only answer – this operation likely to involve 

cutting the ship into pieces and removing those pieces from the area one 

by one. This is likely to take many weeks, if not years – so the wreck of 

the Costa Concordia will be a reminder for many months to all those who 

sail– never take the sea for granted! SORJ 


Australia 

HEMPSTEAD MARINE SERVICES 

31 Mitchell Street,Putney, 

Sydney 

NSW 2112, 

Australia 

Tel: + 61 2980 85851 

Fax: +61 2980 85851 

Mobile: +61 419880099 

Email: semagent@iprimus.com.au 

Web: www.hempsteadmarine.com 

Contact: Iain Hempstead 

Companies represented 

PT Karimun Shipyard (Indonesia) 

Sembawang Shipyard (Singapore) 

Tianjin Bohai Oil Heavy Industries (China) 

Baltic States 

Lithuania, Latvia, Estonia, Poland 

ORCA MARINE UAB 

Nemuno str. 153, LT-93262 

Klaipeda 

Lithuania. 

Mobile: +370 657 91011 

Email: info@orca-marine.eu 

Web: www.orca-marine.eu 

Contact: Zilvinas Pranauskas 

Shipyards represented: 

Klaipedos Laivu Remontas – Klaipeda, Lithuania 

EPG Shipyard – Gdynia, Poland 

Shipdock – Amsterdam & Harlingen, the Netherlands 

• Niron Staal, Amsterdam 

Zamakona Yards – Pasaia, Spain & Las Palmas – Canary Isles; 

• Repnaval, Las Palmas – Canary Isles 

Gibdock – Gibraltar 

Chantier Naval de Marseille – Marseille, France 

Brodotrogir D.D. Shipyard Trogir – Trogir, Croatia 

Narp Ship Repair – with Shipyards in Turkey: 

• Hidrodinamik Shipyard 

• Torlak Shipyard 

• Besiktas Shipyard 

• Ceksan Shipyard 

• Cicek Shipyard 

• Dentas Shipyard 

• Kalkavan Sedef Shipbuilding 

• Kiran Tuzla Shipyard 

• Sefine Shipyard 

Elgin Brown & Hamer Group 

• Cape Town, East London and Durban in South Africa; 

• Walvis Bay in Namibia 

Jurong Shipyard Pte Ltd. – Singapore 

CIC (China Shipping Industry) Shipyards: 

• CIC Changxing Shipyard in Changxing Island, Shanghai; 

• CIC Lixin Shipyard in Pudong Area, Shanghai; 

• CIC Boluomiao Shipyard in Guangzhou; 

SCSC Shipyards Group – Shanghai, China 

• Minnan Shipyard; 

• Wusong Shipyard 

Detyens Shipyard – North Charleston, USA 

Grand Bahama Shipyard – Freeport, Bahamas 

Tenedos Shipping & Trade Company Ltd. – Port Agency services 

in all Turkish ports, Straits Belgium 

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


Agents Contact Directory 

International Association of Shiprepair Agents 

Challenge House, Sherwood Drive, Bletchley, Milton Keynes MK3 6DP, United Kingdom Contact: Mike McMahon 

Tel: +44 1908 378822 Fax: +44 1908 378828 Email: mail@shiprepairagents.org Web: www.shiprepairagents.org 

PC MARITIME SERVICES BV 

PO Box 139, 1740 AC Schagen, Netherlands 

Tel: +31 224 295 070 

Mobile: +31 620 011 607 

Fax: +31 224 297 591 

Email: hs@pcmaritime.nl 

Contact: Hans Stoop 


A&P Group (UK) 

ASL Shipyard 

• ASL Singapore (Singapore) 

• ASL Batam (Indonesia) 

Alnmaritec (UK) 

BLRT Group 

• Western Shiprepair (Lithuania) 

• Tallinn Shipyard (Estonia) 

• Turku Repair Yard (Finland) 

East London Shipyard (South Africa) 


• Durban (South Africa) 

• Capetown (South Africa) 

• Walvisbay (Namibia) 

Gibdock (Gibraltar) 

Grand Bahama Shipyard (Freeport) 

HSECO Port Repairs (Korea) 

HENAR Marine Repair Teams (Poland) 

Tole Shipyard (Montenegro) 

Western India Shipyard (Goa) 

Yiu Lian Dockyards 

• Hong Kong 

• Shekou (China) 

Cyprus 

WORLDWIDE SHIP REPAIR SERVICE LTD 

– WSR SERVICES LTD 

Ayias Fylaxeos 234, Amalias Court, 2nd floor 5047, 

Limassol, Cyprus 

PO Box 58019, 3730, Limassol, Cyprus. 

Tel: +357 25 344418 

Fax: +357 25 344419 

Email: mail@wsr.com.cy 

Web: www.wsr.com.cy 

Contact: Commercial Director, Vangelis Tsangarides 

Email: vangelis.t@wsr.com.cy 

24hr Customer Support: Call Direct 7777 7WSR 

Companies Represented – Shipyards 

Black Sea & Mediterranean Sea 

MTG Dolphin 1 (Varna) Bulgaria 

JSC “Zaliv Shipyard” (Kerch) Ukraine 

Neorion (Syros) Greece 

Victor Lenac (Rijeka) Croatia 

Marina Barcelona 92 – MB92 (Barchelon) Spain 

West & North Europe – Baltic Sea 

Lisnave (Mitrena Setubal) Portugal 

Antwerp Ship Repair (Antwerp) Belgium 

Rickmers Lloyd Dockbetrieb (Bremerhaven) Germany 

Riga Shipyard (Riga) Latvia 

Africa – Arabian Gulf 

Dakarnave (Dakar) Senegal 

ASRY Arab Shipbuilding & Repair Yard – Bahrain 

America & Latin America 

Detyens Shipyard (Charleston) USA 

Ciramar (Santo Domingo) Dom. Republic 

Sociber (Valparaiso) Chile 

Asia & Far East 

Jurong – SembCorp. (Singapore) Singapore 

ASL (Batam) Indonesia 

Guangzhou Wenchong (Guangzhou) 

China Qingdao Behai (Qingdao) China 

Zhoushan IMC – Yongyue (Zhoushan) China 

Huarun Dadong (Shanghai) China 

Dalian Daeyang SY (Dalian) China 

CIC Boluomiao Shipyard (South) China 

Sinotrans & CSC Group 

• Minnan Shipyard (Shanghai) China 

• Zesco (Dachu Shan Island) 

• WuSong Shipyard (Shanghai) China 

Marine Services Companies 

Harris Pye Group 

Topaz – Nico International UAE 

Afonso H. O’Neilll & Cª Portugal 

Technodive Greece 

Subsea Solutions Alliance ( USA, Canada, Curacao, Panama, 

Korea, Netherlands, China) 

Orta International (Algeciras) Spain 

Marine Coatings 

Chugoku Marine Paints – CMP 

Denmark 

COMPANY CORNELIUS AS 

Skovager 8, Bredballe, DK-7120 Vejle O. Denmark 

Tel: +45 7571 2828 

Mobile: +45 4051 2828 

Fax: +45 7571 2818 

Email: cornelius@comcoco.com 

Web: www.comcoco.com 

Contact: Torben Cornelius 

Shipyards represented 

CIC Shanghai Changxing Shipyard (Shanghai) 

CIC Lixin Shipyard (Shanghai) 

CIC Boluomiao Shipyard (China South) 

AP DOCK Zhoushan (Shanghai Area) 

Yiu Lian Dockyards (Shekou) Ltd. (China South) 

Yiu Lian Dockyards Ltd. (Hong Kong SAR) 

Brodotrogir d.d. (Croatia) 

Chantier Naval de Marseille (France) 

Astilleros Ría de Avilés (Spain) 

CMR - Compagnie Méditerranéenne de Réparation – 

Tunisie (Tunesia) 

Istanbul Shipyard (Turkey) 

CICEK Shipyard (Turkey) 

Special Services 

Marland Boat Service Ltd. (Hong Kong SAR) 

ShipRMC repair-maintenance-conversion (Turkey) 

Hidramar S.L. (Las Palmas, Canary Islands) 

JML SHIPYARDS & MARINE AB 

Norra Hamngatan 38, 45740 Fjällbacka, Sweden 

Tel: +46 (0) 525 31083 

Contact: Jens Larsson, Managing Director 

Mobile: +46 (0) 702203741 

Email: jens@jmlshipyards.com 

Contact: Markus Larsson, Partner 

Mobile: +46 (0) 702203743 

Email: markus@jmlshipyards.com 

Web: www.jmlshipyards.com 


DDW-Dubai 

DDW-Singapore 

DDW-Pertama (Batam, Indonesia) 

DDW-Graha (Batam, Indonesia) 

DDW-Nanindah (Batam, Indonesia) 

DMC (Dubai Maritime City, shiplift) 

DDW-Dubai, Afloat Repair Division 

France 

MARINE MARKETING 

INTERNATIONAL LTD 

12 Rue Cépré, 75015 Paris, France 

Tel: +33 970 448843 

Mobile: +33 661 755 596 

Email: Europe@marinemi.com 

Web: www.marinemi.com 

Contact: Mr Latcho Stoyanov 

Please note we also represent shipyards for the 

territories of Monaco, Switzerland and Italy. See 

website for more details 

Shipyards 

Bulyard – Varna, Bulgaria 

Carell SA Piraeus, (Greece) 

CARENA (Ivory Coast) 

CARIDOC (Trinidad) 

CIC Shipyards Group – Changxing, Lixin and Boluomiao (China) 

ChengXi Shipyard (China) 

CMR Tunisia – Bizerte (Tunisia) Monaco & Switzerland only 

Detyens shipyards (USEC) 

GZ Dockyards, Guangzhou (China) 

Malaysia Marine & Heavy Engineering Sdn Bhd (Malaysia) 

NAUTA SA – Gdynia(Poland) 

Navantia – Spain 

N-KOM Shipyard, Ras Laffan, (Qatar) 

Riga Shipyards – Latvia 

Shanghai Shipyard Shiprepair Division (China) 

Shipdock BV – Amsterdam & Harlingen (Netherlands) 

West Atlantic Shipyard – Port Harcourt, Nigeria 

Yiu Lian Dockyards – Shekhou, Shenzen (China) 

Marine Services 

TruMarine Group 

• PMax One Services (Singapore) 

• TruMarine Middle East 

• TruMarine Singapore 

• TruMarine China (Shanghai, Guangzhou & Tianjin) 

• TruMarine Rotterdam 

Caswell Environmental Services (Asbestos) (UK) 

Dongsung Engineering (South Korea) 

Electro Marine (South Africa) 

Kwang-Youn-Gi Engineering (Taiwan) 

MHI Ship Repair & Services (USEC) 

PB Asher (UK) 

Port Marine Contractors (South Africa) 

Singatac Engineering (Singapore)

MCC MARINE 

5 Harbour Lodge, 24 Alington Road, Poole, Dorset, BH14 8LZ, UK 

Contact: Murielle Coue 

Tel: +44 1202 709090 

Mobile: +44 7802 358048 

Email: murielle@mccmarine.com 

Web: www.mccmarine.com 


Adriatic Shipyard (Montenegro) 

ASRY (Bahrain) 

Astander (Spain) 

Astican (Las Palmas) 

Chantier Naval de l’Ocean Indien (Mauricius) 

China Shipbuilding (Kaohsiung, Keelung – Taiwan) 

CIC Shipyards Group 

(Changxing, Lixin and Boluomiao – China) 

Colombo Dockyard (Sri Lanka) 

Cosco Shipyard Group (China) 

• Cosco Dalian Shipyard 

• Cosco Guangdong Shipyard 

• Cosco Nantong Shipyard 

• Cosco Shanghai Shipyard 

• Cosco Zhoushan Shipyard 

• Cosco Lianyungang Shipyard 

Curacao Drydock (Netherlands Antilles) 

Damen Shiprepair Rotterdam (Netherlands) 

Elgin Brown & Hamer Group (South Africa, Namibia – Durban, 

East London, Cape Town, Walvis Bay) 



Halifax Shiprepair (Canada) 

Haurun Dadong Dockyard (Shanghai-China) 

Jurong Shipyard (Singapore) 

Lisnave (Portugal) 

Naval Rocha (Portugal) 

Odessos Shiprepair (Bulgaria) 

Palumbo, Messina (Italy) 

Palumbo, Naples (Italy) 

Palumbo Malta (Malta) 

Step (Portugal) 

Tallinn Shipyard (Estonia) Tallinn 

Tsakos Industrias (Uruguay) 

Turku Shiprepair Yard (Finland) 

Western Shipyard (Lithuania) 


Step (quality repairs on boilers, pipes, steel work ; mobilize fully 

integrated teams – Portugal) 

Centraalstaal (building vessel kits, structures – Netherlands) 

Tanjung Langsat Marine SDN BHD (afloat services – Singapore 

& Malaysia). 

LSS Logistics Support Services PTY Ltd (Namibia) 

Finland 



Tel: +46 (0) 525 31083 


Mobile: +46 (0) 702203741 



Mobile: +46 (0) 702203743 




DDW-Dubai 

DDW-Singapore 






Greece 

A. P. & A. LTD (GREECE) 

Bona Vista Plaza, 3 Xanthou Street 166 74 Glyfada 

Athens, Greece 

Tel: +30 210 8983 463 

Fax: +30 210 8983 434 

Email: groffice@apaltd.gr 

Contact: Ingrid Papadakis, Nikolaos Almyroudis 


Adriatic Shipyard Bijela (Montenegro) 

Bredo (Germany) 

Chengxi Shipyard (China) 

Coimbra Shiprepair (Brazil) 


• Dalian 

• Guangzhou 

• Nantong 

• Shanghai 

• Zhoushan 

CSSC Guangzhou (China) 

Hydroster (Poland) 

International Combustion Engineering (Denmark) 

International Repair Services (Panama) 

Lifeng Shipyard (China) 

Odessos Shiprepair Yard (Bulgaria) 

Pallion Engineering (UK) 

Pharung Shipyard (Vietnam) 

Prince Marine (Korea) 

Rumia (Poland) 

Shanghai GD Changxing (China) 

WSK (Poland) 

T J GIAVRIDIS MARINE SERVICES CO LTD 

1 Kanari Str. & 79 Akti Miaouli 18537, Piraeus, Greece 

Tel: (0030) 210-4516 195, (0030) 210-4180 593 

Fax: (0030) 210-4182 432 

Email: info@giavridisgroup.gr 

Web: www.giavridisgroup.gr 

List of shipyards and ship repairers represented 

AFRICA 

Chantier Naval D’ocean Indien (Mauritius) 

Elgin Brown & Hamer Pty. Ltd. – Walvis Bay (Namibia) 

East London Ship Yards (Pty) Ltd. – (Elgin Brown & Hamer 

Group) (South Africa) 

Electro Marine (Pty) Ltd. (Elgin Brown & Hamer Group) 

(South Africa) 

Elgin Brown & Hamer Pty. Ltd. (Elgin Brown & Hamer Group) – 

(Durban – Capetown – East London) (South Africa) 

Port Marine Contractors Pty. Ltd. ( Elgin Brown & Hamer) 

(South Africa) 

AMERICAS 

Ciramar Shipyards (Dominican Republic) 

Cromwell Y Cia S.A. (Argentina) 

Detyens Shipyard Inc. (Dsi) (USA) 

Ingenal S.R.L. (Uruguay) 

Marine Hydraulics International (Mhi) (USA) 

Pacifico Ship Repairs (Chile) 

Sermetal Estaleiros Ltda (Brazil) 

Talleres Industriales S.A. (Panama) 

Tandanor – Talleres Navales Darsena (Tandanor Shipyard) 

(Argentina) 

Washington Marine Group Shipyards (Canada) 

Vancouver Drydock Co. (Washington Marine Group) (Canada) 

Vancouver Shipyards Co. Ltd. (Washington Marine Group) 

(Canada) 

Victoria Shipyards Co. Ltd. (Washington Marine Group) (Canada) 

ASIA 


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 Daeyang Shipyard (China) 

Shanghaiguan Shipyard (China) 

Yiu Lian Dockyards (She Kou) Ltd (China) 

Sasebo Heavy Industries Co. Ltd (Japan) 

Keppel Philippines Marine Inc. 

(Keppel Offshore & Marine Ltd. of Singapore) (Philippines) 

Keppel Batangas Shipyard (Keppel Group) (Philippines) 

Keppel Cebu Shipyard Inc. (Keppel Group) (Philippines) 

Subic Shipyard And Engineering Inc. (Keppel Group) 

(Philippines) 

Nakilat Keppel Offshore & Marine (Keppel Group) (Qatar) 

Keppel Offshore & Marine Ltd Group (Singapore) 

Keppel Shipyard Ltd. Benoi Yard (Singapore) 

Keppel Shipyard Ltd. Gul Yard (Singapore) 

Keppel Shipyard Ltd. Tuas Yard (Singapore) 

Arab Eagle Marine Engineering Llc. 

( Keppel Offshore & Marine Group) (UAE) 

Arab Heavy Industries – 

(Keppel Offshore & Marine Group) (UAE) 

EUROPE 


Alkor Sp. Z.O.O. (Poland) 

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) 

Keppel Verolme B.V. (Keppel Offshore & Marine Group) 

(Netherlands) 

Longueville United N.V. (Belgium) 

Nauta Shipyard (Poland) 

Naval Shipyard Gdynia S.A. (Poland) 

Navikon Engineering Ltd (Poland) 

Navikon Ship Repair Yard Ltd (Poland) 

Novorossiysk Ship Repair Yard (Russia) 

Riga Shipyard(Latvia) 

OCEANIA 

Babcock Fitzroy Ltd (New Zealand) 

T.S.G. Key Group (Australia) 

List Of Shipping Agents represented 

Jardine Shipping Agencies Group 

Jardine Port Agencies – Singapore 

Jardine Shipping Agencies (Hong Kong) Ltd. – Hong Kong 

Jardin Shipping Services Philippines Inc. 

Pt Jardine Tangguh Transport Services – Indonesia 

Jardine Shipping Services (Malaysia) Sdn Bhd – Malaysia 

Jardine Pacific (Thailand) Ltd. – Thailand 

Jardine Shipping Agencies – Vietnam 

Jardine Shipping Services (Bangladesh) Ltd. – Bangladesh 

Jardine Matheson Co. Ltd. – Taiwan (All Ports) 

Jardine Port Agencies – China 

Senwa Maritime Agency Ltd. – Japan (All Ports) 

Shilla Shipping Corp. – South Korea (All Ports) 

Steder Group B.V. – N.Europe 

Ronasons Shipping Agency – Malta 

WORLDWIDE SHIP REPAIR SERVICE- 

HELLAS – WSR-HELLAS 

19 Zoodochou Pigis Street, 18538 Piraeus, Greece. 

Tel: + 0030 210 4282552 

Fax: + 0030 210 4287165 

Email: mail@wsr-hellas.com 

Web: www.wsr-hellas.com 

Contact: Commercial Manager, Mr. Ioannis Kioines 

Email: yiannis.k@wsr-hellas.com 


Companies Represented – Shipyards 

Black Sea & Mediterranean Sea 

MTG Dolphin 1 (Varna) Bulgaria 

Victor Lenac (Rijeka) Croatia 

West & North Europe – Baltic Sea 

Rickmers Lloyd Dockbetrieb (Bremerhaven) Germany 

Riga Shipyard (Riga) Latvia 

America & Latin America 

Ciramar (Santo Domingo) Dom. Republic 

Asia & Far East 

ASL (Batam) Indonesia 

Guangzhou Wenchong (Guangzhou) 

China Qingdao Behai (Qingdao) China 

Zhoushan IMC – YONGYUE (Zhoushan) China 

Huarun Dadong (Shanghai) China 

Dalian Daeyang SY (Dalian) China 

CIC Boluomiao Shipyard (South) China 

Sinotrans & CSC Group 

• Minnan Shipyard (Shanghai) China 

• Zesco (Dachu Shan Island) 

• WuSong Shipyard (Shanghai) China 

Marine Services Companies 

Topaz – Nico International UAE 

Technodive Greece 

Orta International (Algeciras) Spain 

Hong Kong 

MARLAND TECHNICAL SERVICES LTD. 

702 Fortress Tower; 250 King’s Road, Hong Kong 

Tel: (852) 2571 9322 

Fax: (852) 2806 3153 

Email: shiprepair@marland.com.hk 

Web: www.marland.com.hk 

Contact: 

Tony Ip, Director and Marketing Manager 

CK Yim, Managing Director 


Arab Shipbuilding & Repair Yards – ASRY (Bahrain) 

ASL Shipyard Pte. Ltd (Indonesia Batam) 

Chantier Naval (France) 


Dong Sung Engineering & Shiprepair Co. (Korea South) 

Hong Kong Yiu Lian Dockyard (Hong Kong SAR) 

Nanyang Star Shipbuilding Co. Ltd (China East) 

Shan Hai Guan Shipyard (China North) 

Shanghai Shipyard (China East) 

Shekou Yiu Lian Dockyard (China South) 

Signal Ship Repair, LLC (USA Alabama) 


India 

INTERLINKS MARINE ENTERPRISES 

607 Raheja Chambers, Nariman Point 

Mumbai – 400 021, India 

Tel: +91 22 6630 6470/6471/6472 

Fax: +91 22 2287 2753 

Email: interlinks@interlinksmarine.com 

Web: www.interlinksmarine.com 

Contact: Sanjay Gupta, CEO 



Atlas Ship Supply (Turkey) 

Boa Praca (Brazil) 

Brasil Sul (Brazil) 

Brodotrogir Shipyard (Croatia) 

CAPPS International (UK) 




Contitalia Services (Italy) 

Dormac (South Africa) 

Forum Worldwide (UK) 

Hao Zhe Engineering (Singapore) 

Interlinks Marine Europe Inc. (UK) 

Interlinks Marine Services Ltd (UK) 

Leader Marine (China) 

Marland Boat Service (Guangzhou) 

Marland Technical Services (Hongkong) 

MEC Shipyards (Panama) 

MEC Stores Inc. (Panama) 

Metalock do Brasil (Brazil) 

Mosh International (Japan) 

Sea Electroniks (Panama) 

Serdijn Shiprepair (Rotterdam, Netherlands) 

Sesmarine (UK) 

Toei Europe (Netherlands) 

Trustper A/S (Norway) 

Underwater Services (Panama) 

Unidive Marine (Singapore) 

Italy 

BANCHERO COSTA & C. 

Agenzia Marittima S.p.A. , 2 Via Pammatone 

16121 Genoa, Italy 

Tel: +39 010 5631 626/629/633 

Fax: +39 010 5631 602 

Email: shipyard@bcagy.it 

Web: www.bancosta.it 

Contact: Fabio Bertolini 

Mobile: +39 335 8078217 

Contact: Loretta Busdon 

Mobile: +39 335 7366802 

Contact: Andrea Sabbion 

Mobile: +39 335 7366801 


Arab Heavy Industries (UAE) 

EST Engineering Ship Technology (Indonesia) 

Astilleros Cernaval (Spain) 

Astilleros Mario Lopez (Spain) 

CL Marine (Trinidad) 


CMR Tunisie (Tunisia) 


Cromwell & C. (Argentina) 

Detyens Shipyards (USA) 

DIANCA Astilleros (Venezuela) 

General Naval Control (Italy) 

Gemak Shipyard (Turkey) 

Gryfia Shiprepair Yard (Poland) 

Guangzhou Dengtai Shipyard (China) 

Hyundai Mipo Dockyard (South Korea) 

Hyundai Vinashin Shipyard (Vietnam) 


Komas-Korean Maritime Repairs Service (South Korea) 

Malaysia Marine & Heavy Engineering (Malaysia) 

Pregol Shiprepair Yard - Kaliningrad (Russian Federation) 

Qingdao Beihai Shipyard (China) 

Sasebo Heavy Industries (Japan) 

Shanghai Shipyard (China) 

Shipdock Amsterdam (Netherlands) 

Sociber (Chile) 

Svitzer Salvage (Netherlands) 

Tru Marine (Singapore) 

Underwater Shipcare, Singapore, 

Zhoushan Xinya Shipyard (China) 

Ship and 

Offshore 

Repair Journal 



CAMBIASO RISSO SERVICES SRL 

Corso Andrea Podestà, 

1-16128 Genoa, Italy 

Tel: +39 010 57141 

Fax: +39 010 530154 

Email: tech@cariservice.com 

Web: www.cambiasorissoservice.it 

Contact: Max Iguera: 

Direct Phone: +39 010 5714206 

Mobile: +39 335 6518202 

Contact: Giovanni Palumbo: 

Direct Phone: +39 010 5714203 

Mobile: +39 335 5961324 

Contact: Giorgia Tantardini: 

Direct Phone: +39 010 5714289 

Mobile: +39 335 6595661 

Contact: Andrea Mignone: 

Direct Phone: +39 010 5714414 

Mobile: +39 338 6627504 



Antwerp Shiprepair Yard (Belgium) 

Astilleros Braswell (Panama) 

Brodotrogir Shipyard d.d. – Trogir, Croatia 

China Shipbuilding Corporation (Taiwan) 

• Kahosiung Shipyard 

• Keelung Shipyard 








Curacao Shipyard (Netherland Antilles) 

Daewoo Mangalia Heavy Industries (Romania) 

Dakarnave (Senegal) 

Detyens Shipyard (USA) 

Drydocks World Dubai (United Arab Emirates) 

Drydocks World Singapore 

Elefsis Shipyards and Neorion Shipyard (Greece) 

Elgin Brown & Hamer (South Africa) 

Elgin Brown & Hamer Walvis Bay (Namibia) 

Enavi (Brasil) 

Fincantieri Group (Italy) 

Gdansk Shiprepair Yard (Poland) 

GMD SHipyard (New York) 

Grand Bahama Shipyard (Bahamas) 

Guangzhou Dockyard (China) 

Halifax Shipyard 

Hellenic Shipyard (Greece) 

Hong Kong United Dockyard (HK) 

Keppel Philippines 

• Batangas Yard 

• Subic Shipyard 

Keppel Verolme (The Netherlands) 

Lisnave Estaleiros Navais SA (Portugal) 


Qingdao Beihai Shipyard (China) 

Santierul Naval Costanta (Romania) 

Scamp Network Ltd (Gibraltar) 

Smit International (Rotterdam) 

Todd Pacific Shipyard (Seattle) 

Tole tivat Group (Montenegro) 

Tuzla Shipyard (Turkey) 

Unithai Shipyard & Engineering (Thailand) 

Western India Shipyard (India) 

Ship and Offshore 


Monaco 

VICTORIA MARITIME SERVICES 

7 Avenue des Papalins, MC 98000, Monaco 

Tel: +377 99995160 

Fax: +377 99995161 

Email: shiprepair@victoriamaritime.com 

Web: www.victoriamaritime.com 

Contact: Luca Spinelli-Donati, 

Maurizio Taviani, Julia Sandmann 



ASTANDER (Spain) 

ASTICAN (Spain) 

Besiktas Shipyard (Turkey) 

BLRT Group: 

- Tallinn Shipyard (Estonia) 

- Turku Repair Yard (Finland) 

- Western Shipyard (Lithuania) 



Donsung Engineering & Shiprepair (Korea) 

DORMAC (South Africa and Namibia) 

Götaveken Cityvarvet (Sweden) 

Huarun Dadong Dockyard (China) 

San Giorgio del Porto (Italy) 


Shanhaiguan Shipyard (China) 

Signal Ship Repair (USA) 

TANDANOR (Argentina) 

Van Brink Rotterdam (Netherlands) 

Viktor Lenac Shipyard (Croatia) 

Yiu Lian Dockyards (Hong Kong) 

Yiu Lian Dockyards (China) 

Marine Service Companies represented 

Harris Pye Group (UK) 

Tehnomet (Estonia) 

Turbo-Technick Repair Yard (Germany) 

UMC International (UK) 

Netherlands 

KEPPEL BENELUX SERVICES 

PO Box 1001 

3280AA Rozenburg 

Netherlands 

Tel: +31 181 234 315 

Fax: +31 181 234 346 

Email: mail@keppelbeneluxservices.nl 


Keppel Shipyards (Singapore) 

Arab Heavy Industries PJSC (UAE) 

Keppel Philippines, Inc. (Philippines) 

PC MARITIME SERVICES BV 

PO Box 139, 1740 AC Schagen, Netherlands 

Tel: +31 224 295 070 

Mobile: +31 620 011 607 

Fax: +31 224 297 591 

Email: hs@pcmaritime.nl 

Contact: Hans Stoop 



ASL Shipyard 

• ASL Singapore (Singapore) 

• ASL Batam (Indonesia) 

Alnmaritec (UK) 

BLRT Group 

• Western Shiprepair (Lithuania) 

• Tallinn Shipyard (Estonia) 

• Turku Repair Yard (Finland) 

East London Shipyard (South Africa) 



• Capetown (South Africa) 

• Walvisbay (Namibia) 



HSECO Port Repairs (Korea) 

HENAR Marine Repair Teams (Poland) 

Tole Shipyard (Montenegro) 

Western India Shipyard (Goa) 

Yiu Lian Dockyards 

• Hong Kong 

• Shekou (China) 

RUYSCH TECHNICAL-AGENCIES 

HOLLAND BV 

PO Box 28, 7200 AA 

Zutphen 

Netherlands 

Tel: +31 575 515744 

Fax: +31 575 515750 

Mobile: +31 652 415991 

Email: agencies@ruysch.nl 

Web: www.ruysch.nl 

Contact: Jeroen Veraart, Jeanet Kanters, 

Willem-Hendrik Ruysch, Edward Verweij 

Companies represented: 

Astilleros Astican (Canary Islands) 

Astilleros Braswell (Panama) 

Astilleros Santander (Spain) 

Caribbean Drydock (Trinidad) 

Ciramar Shipyards (Dominican Republic) 

C.M.R. Tunisie (Tunisia) 

Colonna’s Shipyard (Norfolk – US) 

Detyens Shipyards (Charleston – US) 

Dongsung (South Korea) 

Edilcom (Estonia) 

Famalift (Cyprus) 

Forgacs (Australia) 

Harland & Wolff – Belfast (UK) 

HEISCO – Safat (Kuwait) 

Hellenic Shipyards (Greece) 

Hyarun Dadong (China) 

Ilyichevsk (Ukraine) 

Kockums ( Sweden) 

Macor Maintenance and Naval Repair (France) 

Marland Boat Service Ltd (Hong Kong) 

MMHE (Malaysia) 

Officine Navali Italiani (Italy) 

San Giorgio del Porto Spa (Italy) 

Shin Kasado Dockyard (Japan) 

Southern African Shipyards (South Africa) 

Talleres Navales del Golfo (Mexico) 

Tsakos (Uruguay) 

Underwater Shipcare Pte Ltd (Singapore) 

Vancouver Shipyards (Canada) 

Victor Lenac Shipyard (Croatia) 

Victoria Shipyards (Canada) 

Yiu Lian Dockyards – Shekou (China) 


Repair Journal

Norway 

FRYDENBø MARINE SERVICES AS 

Main office: Damsgårdsveien 135 

5160 Laksevåg, POB 6164 BS 

5892 Bergen Norway 

Tel: +4755153770 

Fax: +4755153798 

Email: mail@frydenbo.no 

Web: www.frydenbo-marine.no 

Oslo office contact: Per Aage Østern 

Tel: +47 32798577/ +47 91321217; 

Email: pao@frydenbo.no 

Istanbul office contact: Mr Engin Aybar 

Tel: +90 5326337404 

Email: ea@frydenboe.no 


BLRT Tallinn (ShipyardTallinn, Estonia) 

Western Shiprepair (Klaipeda, Lithuania) 

Gridins Group (Klaipeda, Lithuania) 

Turku Repair Yard Ltd (Turku, Finland) 

Scheldepoort Ship Repair & Conversion Yard 

(Vlissingen, The Netherlands) 

Götaverken – Cityvarvet Shipyard (Gothenburg, Sweden) 

Harland & Wolff (Belfast, N.Ireland – UK) 

Astander Santander (Spain) 

Astican Las Palmas (Spain) 

MWB Motorwerken Bremerhafen (Bremerhafen, Germany) 

Cantiere Navale E. Noe (Augusta, Italy) 

Novorossiysk Shipyard (Novorossiysk, Russia) 

Frydenbø Istanbul (Istanbul, Turkey) 

Yardgem Docks (Istanbul, Turkey) 

Zaliv Shipyard (Kerch, Ukraine) 

Dolphin (Varna, Bulgaria) 

Cotecmar (Cartagena, Colombia) 

Cascade General (Portland-Oregon, USA) 

Naproservice (Rio De Janeiro, Brazil) 

Tandonor Shipyard (Buenos Aires, Argentina) 

Tsakos Industrias Navales (Montevideo, Uruguay) 

Talleras Navales Del Golfo (Veracruz, Mexico) 

Elgin Brown & Hamer (Namibia, South Africa) 

Albwardy Marine Eng. (Dubai, U.A.E.) 

Cantiere é Noe (Menzel Bourguiba, Tunisia) 

OCS Services Ltd (Mumbai, India) 

Sembmarine Kakinada Ltd (Kakinada, India) 


Dongsung Engineering (Ulsan, S. Korea) 

Guangzhou Dockyards (Guangzhou, China) 

Onomichi Dockyard Co (Japan) 

Kwang-Youn-Gi Eng. (Kaohsiung, Taiwan) 

SCSC Yards (Shanghai, China) 

Tianjin Bohai Oil Heavy Industry Co. Ltd (Tianjin, Beijing, China) 

Oman Drydock Company (Norway) 


Norra Hamngatan 38, 45740 Fjällbacka Sweden 

Tel: +46 (0) 525 31083 


Mobile: +46 (0) 702203741 



Mobile: +46 (0) 702203743 




DDW-Dubai DDW-Singapore 




DMC (Dubai Maritime City, Shiplift) 


LINDSTRøM MARINE AGENCIES AS 

Thorøyaveien 32, 3209 Sandefjord, Norway 

Tel: +47 3344 6567 

Fax: + 47 3345 4371 

Mobile: +47 9188 5803 

Email: tom.lindstrom@lmagency.no 

Contact: Tom E. Lindstrøm 


Sembawang Shipyard, Singapore 

Fincantieri, Italy 

Chantier de Naval Marseille, France 

D. van de Wetering Rotterdam, Holland 

Oceanus Marine Ltd, Malta 

ULRIK QVALE & PARTNERS AS 

Harbitzalléen 2A, PB 168 Skøyen, N-0212 Oslo, Norway 

Tel: +47 22 51 16 16 

Fax: +47 22 51 16 08 

Email: post@uqp.no 

Web: www.uqp.no 

Contact: Oivind Qvale 


A&P Falmouth (UK) 

A&P Tees (UK) 

A&P Tyne (UK) 

Asmar (Chile) 


Cabnave Synchrolift (Cap Verde) 

Cameroon Shipyards (Cameroon) 

Colombo Dockyards Ltd (Sri Lanka) 

Cosco Dalian Shipyard (China) 

Cosco Guangzhou Shipyard (China) 

Cosco Nantong Shipyard (China) 

Cosco Shanghai Shipyard (China) 

Cosco Xiamen Shipyard (China) 

Cosco Zhoushan Shipyard (China) 


Dalian New Shipyard (China) 

Dormac Marine & Engineering (South Africa) 

Enavi (Brazil) 

Forgacs Dockyard (Australia) 

Gemak Shipyard (Turkey) 

Grand Bahamas Shipyard (Bahamas) 

HUD (Hong Kong) 

Lisnave Mitrena (Portugal) 

Universal Shipbuilding Corp (Japan) 

Vancouver Shipyards (Canada) 

Poland 

A. P & A. POLAND LTD 

ul Jaskowa Dolina 112, 80-286 Gdansk, Poland 

Tel: +48 58 341 7988 +48 58 344 7366 

Fax: +48 58 345 4801 

Email: apapol@apaltd.com.pl 

Contact: Kostas Milionis 






• Dalian 

• Guangzhou 

• Nantong 

• Shanghai 

• Zhoushan 

Gdansk Shiprepair Yard Remontowa (Poland) 

Guangzhou Wenchong Shipyard (China) 

Hellenic Shipyards Skaramanga (Greece) 



Lifeng Shipyard (China) 






Shanghai GD Changxing (China) 

WSK (Poland) 

Lithuania, Latvia, Estonia, Poland 


Nemuno str. 153, LT-93262, Klaipeda, Lithuania. 

Mobile: +370 657 91011 







































Portugal 

MCC MARINE 

5 Harbour Lodge, 24 Alington Road, Poole, 

Dorset BH14 8LZ, United Kingdom 


Tel: +44 1202 709090 

Mobile: +44 7802 358048 











CIC Shipyards Group 

(Changxing, Lixin and Boluomiao – China) 






























Step (quality repairs on boilers, pipes, steel work ; mobilize 

fully integrated teams – Portugal) 


Tanjung Langsat Marine SDN BHD (afloat services – 

Singapore & Malaysia). 


Russia 


Nemuno str. 153, LT-93262 

Klaipeda 

Lithuania. 

Mobile: +370 657 91011 




















Offshore 

























Spain 

MCC MARINE 

5 Harbour Lodge, 24 Alington Road, Poole 

Dorset BH14 8LZ, UK 


Tel: +44 1202 709090 

Mobile: +44 7802 358048 










CIC Shipyards Group (Changxing, Lixin and Boluomiao – China) 






























Step (quality repairs on boilers, pipes, steel work ; mobilize fully 

integrated teams – Portugal) 


Tanjung Langsat Marine SDN BHD (afloat services – Singapore 

& Malaysia). 




Sweden 



Tel: +46 (0) 525 31083 


Mobile: +46 (0) 702203741 



Mobile: +46 (0) 702203743 




DDW-Dubai 

DDW-Singapore 






Switzerland 

ENCOMPASS MARINE LIMITED 

26 Flour Square 

Grimsby, NE Lincs DN31 3LP, UK 

Tel: +44 (0) 1472 245500 

Fax: +44 (0) 1472 245511 

Email: services@encompassmarine.com 

Web: www.encompassmarine.com 

Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson 


Besiktas Shipyard (Tuzla, Turkey) 

Cammell Laird Shiprepairers (Merseyside, UK) 

CIC Shipyards (Shanghai & 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) 

Qingdao Beihai Shipyard (Qingdao, China) 

Sociber (Valparaiso, Chile) 

Southern Africa Shipyards (Durban, South Africa) 

Zamakona Group (Canary Isles & Pasajes, Spain) 

Zhoushan IMC Yongyue Shipyard (Zhoushan, China) 


All Sea Atlantic (Halifax Novia Scotia & St John, Canada) 

All Sea Enterprises (Vancouver, Canada) 

All Sea Korea (Busan, Korea) 

CTS Offshore and Marine Limited 

Edilcom Surveys (Tallinn, Estonia) 

Gridin’s Enterprise (Klaipeda, Lithuania) 

Keyser Technologies (Singapore) 

Komas (Korea) 

Miami Diver International (Curacao, NI) 

Miami Diver Panama (Panama) 

Miami Diver (Miami, USA) 

Napesca (Las Palmas, Canary Isles) 

NARP Ship Repair (Turkey) 

Parker Diving Service (California, USA) 

Polestar Marine Engineering (Singapore) 

Subsea Solutions Alliance (Worldwide) 

Trident Diving (The Netherlands & Malta) 

Total Marine Contracts (Grimsby, UK) 

Underwater Shipcare (Singapore) 

Underwater Contractors (Spain) 

Worldwide Diving Stations 

United Kingdom 

A. P. & A. LTD 

32 The Mall, London W5 3TJ, United Kingdom 

Tel: +44 20 8840 8845 

Fax: +44 20 8840 8843 

Email: apa@apanda.com 

Web: www.apanda.com 

Contact: Andreas Papadakis 






• Dalian 

• Guangzhou 

• Nantong 

• Shanghai 

• Zhoushan 

Gdansk Shiprepair Yard Remontowa (Poland) 

Hellenic Shipyards Skaramanga (Greece) 



International Repair Services (Panama) 






WSK (Poland) 

ASRYMAR 

28 Bolton Street, Mayfair, London W1J 8BP, United Kingdom 

Tel: +44 (0) 20 7318 9800 

Fax: +44 (0) 20 7493 9452 

Email: asrymar@asrymar.co.uk 

Contacts: Peter Thornton, Janusz Stefanski 


AB “Laivite” Shiprepair Yard (Klaipeda, Lithuania) 


Cape Media – Constanta, Romania 

Carell S.A.(Piraeus, Greece) 

Castle Holdings (Ukraine) 

Gryfia (Poland) 

Lixin Shipyard (Shanghai, China) 

Pregol (Russia) 

Yiu Lian (Hong Kong/China) 

Kraljevica (Adriatic Sea, Croatia) 

Trogir (Adriatic Sea, Croatia) 

Mali Losinj (Adriatic, Croatia) 

Bijela, Adriatic (Montenegro) 

IHB Shipping (Bulyard), Varna (Bulgaria) 

Sefine Shipyard, Yalova (Nr Tuzla, Turkey) 

Torlak (Istanbul, Turkey) 

Papua New Guinea Dockyard 

Haizhou Daishan Island (China) 

China Shipping International, Changxing (China) 

Boloumiao, Guangzhou (China) 

Note 

Asrymar has an agreement with NAUTA (Poland) for their large 

graving dock in Gdynia 



BLOHM+VOSS REPAIR 

123 Minories’ London EC3N 1NT, United Kingdom 

Tel: +44 (0) 20 7680 4000 

Fax: +44 (0) 20 7553 0001 

Mobile: +44 (0) 77 10 327 004 

Email: drydock@bvrepair.com 

Web: www.blohmvoss-repair.com 

Contact: George D. Skinitis 


Blohm+Voss Repair (Hamburg) 

CALVEY MARINE LIMITED 

Broomers Barn, Merrywood Lane, Storrington 

West Sussex RH20 3HD, UK 

Tel: +44 (0) 1903 748860 

Fax: +44 (0) 1903 743390 

Email: calvey@calveymarine.co.uk 

Web: www.calveymarine.co.uk 

Contact: Steven Black 

Mobile: +44 (0) 7885 217869 

Contact: Debbie Byrne 

Mobile: +44 (0) 7802 231938 


AMI Exchangers (Hartlepool) 

Beihai Shipyard (Qingdao) 

Beihai Lifeboats (Qingdao) 

Besiktas Shipyard (Turkey) 

Chengxi Shipyard (Shanghai) 

Clarkson Technical Services, (Worldwide) 

Damen Anchor and Chain Factory (Rotterdam) 

Damen Shiprepair (Rotterdam) 

Diesel Marine International (Worldwide) 

Drydocks World Batam (Indonesia) 

Drydocks World Dubai (UAE) 

Drydocks World Dubai Afloat Repair Division (UAE) 

Drydocks World Singapore (Singapore) 

Drydocks World (South East Asia) 

Henar Polish Riding Squads Ltd 

Irving Shiprepair, Halifax (Nova Scotia) 

Jiangsu Anchor Chains (China) 


Offshore Inland Marine & Oilfield Services (Alabama) 

Scamp Limited (World-wide Dive Stations) 

Van Brink Yard (Rotterdam) 

Yiu Lian Dockyard (Hong Kong) 

Yiu Lian Shipyard (Shekou) 

ENCOMPASS MARINE LIMITED 

26 Flour Square, Grimsby, NE Lincs DN31 3LP, 


Tel: +44 (0) 1472 245500 

Fax: +44 (0) 1472 245511 

Email: services@encompassmarine.com 

Web: www.encompassmarine.com 

Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson

UK Shipyards represented 

Antwerp Shiprepair (Antwerp, Belgium) 

Arab Heavy Industries (UAE) 

Besiktas Shipyard (Tuzla, Turkey) 

BLRT Group 

• Tallinn Shipyard (Tallinn, Estonia) 

• Turku Repair Yard (Turku, Finland 

• Western Shipyard (Klaipeda, Lithuania) 

Cammell Laird Shiprepairers (Merseyside, UK) 

Cernaval Shipyard (Algeciras, Spain) 

CIC Shipyards (Shanghai & Guangzhou, China) 

Hidrodinamik Shipyard (Tuzla, Turkey) 

ISR Repair & Marine Service (Tampa, USA) 

Keppel Shipyard (Singapore) 

Keppel Philippines Marine (Philippines) 

• Keppel Batangas Shipyard (Batangas) 

• Subic Shipyard (Subic) 

Nakilat-Keppel Offshore & Marine (N-KOM) (Ras Laffan, Qatar) 

Southern Africa Shipyards (Durban, South Africa) 

Vianayard (Viana Do Castelo, Portugal) 

Viktor Lenac Shipyard (Rijeka, Croatia) 

Zhoushan IMC Yongyue Shipyard (Zhoushan, China) 

Zamakona Group (Canary Isles & Pasajes, Spain) 


All Sea Atlantic (Halifax Novia Scotia & St John, Canada) 

All Sea Enterprises (Vancouver, Canada) 

All Sea Korea (Busan, Korea) 

CTS Offshore and Marine Limited 

Edilcom Surveys (Tallinn, Estonia) 

Keyser Technologies (Singapore) 

Komas (Korea) 

Malin International Ship Repair (Texas, USA) 

Metalock Brasil (Brasil) 

Miami Diver International (Curacao, NI) 

Miami Diver Panama (Panama) 

Miami Diver (Miami, USA) 

Napesca (Las Palmas, Canary Isles) 

NARP Ship Repair (Tuzla, Turkey) 

Parker Diving Service (California, USA) 

Polestar Engineering (Singapore) 

Subsea Solutions Alliance (Worldwide) 

Total Marine Contracts (Grimsby, UK) 

Trident Diving (The Netherlands & Malta) 

Underwater Contractors Spain (Algeciras, Spain) 

Underwater Shipcare (Singapore) 

Worldwide Diving Stations 

SESMARINE/EMCS/EMCS 

DIVING SUPPORT 

(Trading names of EMCS International Limited) 

Marian House, 9 Station Road, 

Port Erin 

Isle of Man, IM9 6AE, 


Tel: +44 1624 833955 

Fax: +44 1624 837173 

Group email: enquiries@emcs.co.im 

Web: www.emcs.co.im 

Contact: Steve George/Richard George 

Mobile: +44 7624 461 446 or +44 7624 492 716 

Diving Services 

Contact: Steve Jones 

Mobile: +44 7624 465 338 

North east area representative 

Contact: Amanda Green 

33 Dykelands Road, Seaburn, Sunderland SR6 8EW 


Tel: 0191 5160010 

Fax: 0191 5160400 



Mobile: +44 77363 18126 


Electropartners 

Engine Partners 

Globetech (IOM Only) 

Marine Marketing Int (IOM only) 

Shipyard represented 

Adriatic Shipyard Bijela, Montenegro 

Course managed 

Ship Superintendent’s Training Course (For all enquiries and 

reservations contact Cheryl Reeday on central phone/e mail) 

GEORGESON ASSOCIATES 

Marine Consultant 

50 Highthorpe Crescent 

Cleethorpes 

North East Lincolnshire, DN35 9PY, UK 

Tel: +44 (0)1472 236 536 (All hours) 

Email: georgesonassoc@aol.com 

Web: www.marineconsultant.co.uk 

Contact: Paul J Georgeson 

Mobile: +44 (0) 7710 297535 

HJM MARINE LTD 

4 Cherrywood Way 

Little Aston, 

West Midlands B74 4HZ 


Tel: + 44 121 353 2887 

Fax: + 44 121 353 3151 

Mobile: + 44 7831 499848 

Email: info@hjm-marine.com 

Web: www.hjm-marine.com 

Contacts: Jeremy Meadows & Tricia Meadows 


Costruzioni Arsenale di Venezia S.c.a.r.l. (Venice) 

Fincantieri CNI S.p.A. (Palermo, Trieste & Muggiano) 

Keppel Verolme B.V. (Rotterdam) 

Metalock Industrie Service GmbH. (Hamburg) 

Northrop Grumman Corp., (Newport News) 

San Giorgio del Porto S.p.A. (Genoa & Marseilles) 

Varna Maritime (Bulgaria) 

LLOYD WERFT 

PO Box 2102, Seaford 

East Sussex BN25 2YQ 


Contact: Steve Buhlman 

Tel: +44 (0) 1323 894652 

Fax: +44 (0) 1323 897476 

Mobile: +44 (0) 7803 179640 

Email: buhlman.steve@lloydwerft.com 


Lloyd Werft (Bremerhaven) 

Rickmers Werft (Bremerhaven) 


Offshore 


MARINE MARKETING 

INTERNATIONAL LTD 

Unit G5 Challenge House, 

Sherwood Drive Bletchley, 

Milton Keynes MK3 6DP, 


Tel: +44 (0) 1908 378822 

Fax: + 44 (0) 1908 378828 

Mobile: +44 (0) 7720 074113 

Email: uk@marinemi.com 

Web: www.marinemi.com 

Contact: Mike McMahon, Janet Cook 


Shipyards 

Carell SA Piraeus, Greece 

CARENA (Ivory Coast) 

CARIDOC (Trinidad) 

Chengxi Shipyard (Shanghai) 

CSBC Corporation (Taiwan) 

CIC Shipyards Group Changxing, Lixin & Boluomiao 

Detyens Shipyard Inc (US) 

Elgin Brown & Hamer (South Africa) 

Elgin Brown & Hamer Namibia (Walvis Bay) 

GZ Dockyards, Guangzhou (China) 

Malaysia Marine & Heavy Engineering (Malaysia) 

Metalships & Docks SA (Spain) 

MTG Dolphin, Varna Bulgaria 

NAUTA SA Shiprepairyard – Gdynia, Poland 

Shanghai Shipyard Shiprepair Division (China) 

Shanhaiguan Shipyard, Qinhuangdao 

Shipdock BV (Amsterdam and Harlingen) 

Tunisia Ship Repairers (Tunisia) 

Yiu Lian Shekhou, Shenzen, China 

Marine Services 

Caswell Environmental Services (Asbestos) (Stevenage, UK) 

Dongsung Engineering (South Korea) 

Electro Marine (South Africa) 

Kwang-Youn-Gi Engineering (Taiwan) 

Marine Services & Shipping Ltd – Short & Long term manning 

services 

MHI Shiprepair & Services (US) 

PB Asher (Southampton, UK) 

Port Marine Contractors (South Africa) 

Singatac Engineering (Singapore) 

Tru-Marine Group 

• Pmax One Services (Singapore) 

• Tru- Marine Middle East 

• Tru- Marine Singapore 

• TruMarine China (Shanghai, Guangzhou & Tianjin) 

• TruMarine Rotterdam 

Willing (Shanghai) Trading China) 


SHIP REPAIRERS & SHIPBUILDERS LTD 

Broadwell House, Broadwell, Lechlade 

Gloucestershire GL7 3QS', United Kingdom 

Tel: +44 (0) 1367 860 050 

Fax: +44 (0) 1367 860 474 

Mobile: +44 (0) 7767 690 704 

Email: roderick@shiprepairers.co.uk 

Web: www.shiprepairers.co.uk 

Contact: Roddie Wordie, Marie McClure 

Email: marie@shiprepairers.co.uk 


Arno Dunkerque (France) 

ASL (Batam Island, Indonesia) 

Asmar (Punta Arenas, Chile) 

Asmar (Talcahuano,Chile) 

Asmar (Valparaiso, Chile) 

BAE Systems Southeast Shipyards (Mobile, Alabama) 

BAE Systems Southeast Shipyards (Jacksonville, Florida) 

BAE Systems (Norfolk) 

BAE Systems (San Francisco) 

BAE Systems (San Diego) 

BAE Systems (Hawaii) 

Babcock Fitzroy (New Zealand) 

Basrec (Bahrain) 

Conoship International (Holland) 


Dormac Cape Town (South Africa) 

Dormac Durban (South Africa) 

Dormac Walvis Bay (Namibia) 

Elefsis (Greece) 

Forgacs (Newcastle) 

Forgacs Cairncross (Brisbane) 


Hong Kong United Dockyard (HK) 

Huarun Dadong (Shanghai) 

Neorion (Greece) 

Sobrena (Brest, France) 

Tsakos (Uruguay) 




SIMPLEX-TURBULO CO. LTD 

Wherwell Priory 

Wherwell 

Andover 

Hants SP11 7JH 


Tel: +44 1264 860186 

Fax: +44 1264 860 180 

Contact: Keith Kirkcaldy, Mike Heddon 

Email: kkirkcaldy@simplexturbulo.com 

Email: Mheddon@simplexturbulo.com 

Mobile: +44 7917 128474 & +44 7917 425403 

Shipyards Represented 


CICEK Shipyard (Turkey) 

Jurong (Singapore) 

Reimerswaal (Holland) 

Companies Represented 

Blohm+Voss Industries (Germany) 

Bosch (Germany) 

Daros (Sweden) 

DUAP (Switzerland) 

Filtec 

Gali (Spain) 

Harzerwerke (Germany) 

MWH (Germany) 

TurboNed (Netherlands) 

Zollern BHW (Germany) 

WILMOT MARINE SERVICES LTD 

84 Empire Square East 

Empire Square 

London SE1 4NB 


Tel: +44 (0) 20 7939 9580 

Fax: +44 (0) 20 7407 6183 

Email: wmsl@wilmotmarine.co.uk 

Web: www.wilmotmarine.co.uk 

Contact: Andrew Hindley 

Mobile: +44 (0) 7887 563075 

Contact: Bruce Wilmot 

Mobile: +44 (0) 7831 636821 

Contact: James Lyons 

Mobile: +44 (0) 7979 246085 


Albwardy Marine Engineering, Dubai, UAE 

Astican Shipyard, Las Palmas, Gran Canaria, Spain 

Cascade General, Portland, Oregon USA 

Desan Shipyard, Tuzla Bay, Istanbul, Turkey 

Fincantieri Shipyards (Palermo, Trieste, Muggiano), Italy 

Gotaverken Cityvarvet, Gothenburg, Sweden 

Grand Bahama Shipyard, Freeport, Bahamas 

Jurong SML Shipyard, Singapore 

Riga Shipyard & Leipaja Shipyard, Latvia 

Scheldepoort Shipyard, Vlissengen,Netherlands 

Sembawang Shipyard, Singapore 



United States 

ENMAN & ASSOCIATES, INC. 

7901 Baymeadows Way 

Suite 26 

Jacksonville 

Florida 32256 

USA 

Tel: +1 (904) 519-0469 

Fax: + 1(904) 519-8580 

Contact: David Enman 

Mobile: +1 (904) 318-0909 

Email: shipyards@davidenman.com 


Arno Dunkerque (France) 

China Merchants Heavy Industry (CMHI) (Mazhou Island) 

Collins Machine South 

Detyens Shipyards (USA) 

Edilcom 


• Cape Town (South Africa) 


• East London (South Africa) 

• Walvis Bay, Namibia (South Africa) 

Enavi (Brazil) 


Shipdock (The Netherlands) 

Sobrena Ship Repair Yard – Brest (France) 

Tallinn Shipyard (Estonia) 

Tecnico (USA) 

Todd Pacific Shipyards (Seattle, WA) 

Turku Repair Yard Ltd (Finland) 

Western Shiprepair (Lithuania) 

Yardgem – Istanbul (Turkey) 

Yiulian (Shekou) (Mazhou Island) 

Yiulian Dockyards (Hong Kong) 

SIMPLEX AMERICAS LLC 

20 Bartles Corner Road, Flemington, New Jersey 08822, USA 

Tel: +1-908-237-9099 

Fax: +1-908-237-9503 

Mobile: 24/7/365 +1-908-581-0900 

Email: info@simplexamericas.com 

Web: www.simplexamericas.com 

Contact: Donald W Vogler – President 

Factory Service, Spares & Sales 

Simplex Compact Stern Tube Seals Service performed in drydock, 

afloat, as well as underwater 

Turbulo Oily Water Separators 

Nakashima Propeller Co. Ltd.: Thrusters and CPP 

Thrusters and CPPs 

Terresolve Biodegradable Environmentally Friendly Lube Oils 

Masson Marine SAS: Gearboxes and Controllable Pitch 

Propellers 


ASRY Shipyard (Bahrain) 


Dormac Pty. Ltd. 

(Durban, Capetown and Richards Bay South Africa) 

Grand Bahama Shipyard (Grand Bahama Island) 

SOCIBER Ltda. (Chile) 

SOBRENA (Brest, France) 


Matatec Marine Service (Sea-going Maintenance) 

Metalock do Brasil (Shiprepair Service in Brazil) 

G.J. Wortelboer Jr. B.V. (Anchor and Chain Stockists) 

One of the floating docks at Bahrain's ASRY 

WHEELER ASSOCIATES 

95 Mill Spring Lane, Stamford, 

CT 06903-1635, USA 

Tel: +1 203 329 1680 

Fax: +1 203 968 2150 +1 203 968 839 

Car: +1 203 249 8524 

Mobile: +1 917 855 2850 

Email: shipyards@weswheeler.com 

Contact: Wes Wheeler 


All shipyards in China with partner: 

Shanghai Leader Marine Co. Ltd, Shanghai (China) 

Naftosol (afloat repairs) Piraeus (Greece), 

incl: 2x1 Midia Shipyard, Constanta, Romania 

ThyssenKrupp Marine Services Shipyards 

• Blohm+Voss Repair, Hamburg (Germany) 

• Hellenic Shipyards Skaramanga (Greece) 

Turbotechnik (afloat repairs) Wilhelmshaven (Germany) 

Union Naval de Barcelona (Spain) 

Containership repairs in Lloyd Werft

Volume 9 Issue 5 December 2011/January 2012 - Ship Repair Journal

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