Etesco Millennium - Ship Repair Journal

Volume 10 Issue 3 August/September 2012

Welcome 

Welcome to the August/September edition of SORJ. 

September saw the latest SMM event held in Hamburg, the largest, and I mean 

largest, marine event throughout the marine calendar. It was huge – some say too large – 

not enough time to get round to see everybody. Maybe it is time to split SMM into two – 

one for the shipyards and engine and engine equipment manufacturers, and one for all 

others, such as navigation, communication etc. 

The event organisers will obviously class the event as a success, but I believe that 

most visitors will say that the event is so large, not all targets for a visit were achieved. 

It is a difficult scenario – more stands means a more comprehensive event, but, with 

‘customers’ staffing level reduced, not all exhibitors can be satisfied. 

Alan Thorpe 

Front Cover 

The Front Cover of this issue shows work underway in one of the drydocks at Germany’s Lloyd Werft, Bremerhaven. Lloyd Werft is one of most successful yards 

involved in the cruise and ferry repair market, as well the containership repair market. 

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 

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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 

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4 Repairs 

44 Services 

8 Bulk Carrier Safety 52 Underwater Repairs 

10 Offshore 

60 Paints and Coatings 

24 Ballast 

65 Containerships 

27 Emissions/Fuel Efficiency 70 Northern Europe 

32 Turbochargers 88 Agents/People 

34 Machinery Repairs 91 Dock Gate 

41 Mechanical Batteries 92 ACD 

EDITOR 

Alan Thorpe, 131a Furtherwick Road 

Canvey Island, Essex SS8 7AT, United Kingdom. 

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Fax: +44 (0)1268 510467 


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

about SORJ (Ship and Offshore Repair Journal). Details of 

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or any of the staff of SORJ. 

Volume 10 Issue 3 – Page 3

The Stolt Valor alongside at ASRY 

Cruiseship season 

opens at GBS 

The cruiseship repair season began during 

September at Freeport’s Grand Bahama 

Shipyard (GBSL) with Carnival’s 130,000 grt 

Carnival Dream, in the yard for general repairs 

for 12 days. The Carnival Dream will become 

the second Carnival vessel to receive the Fun 

Ship 2.0 upgrades – the ship will gain new 

tequila and rum bars. 

She is to be followed by the 83,170 grt 

Carnival Conquest, also for regular drydocking 

and renovations to the Captain’s Suites, as 

was done on the Carnival Valor in January of 

this year. These drydockings are to be followed 

by the 110,239 grt Carnival Glory. Holland 

America Lines’ (HAL) has three cruiseships 

Carnival’s cruiseship Carnival Dream – 

due in GBS 

Page 4 – www.shipandoffshorerepair.com 

Repairs 

– the 55,451 grt Ryndam, the 37,845 grt 

Prinsendam, and the 81,769 grt Zuiderdam, 

due in GBSL this year and, ending the year, 

Princess Cruises’ 113,561 grt Emerald Princess 

and RCCL’S 82,910 grt Enchantment of the 

Seas will enter the yard. 

Meanwhile, Hamburg-Sud’s 28,187 dwt 

containership Cap Pasley, managed by Claus- 

Peter Offen, has followed her sistership into 

the yard during mid-September, for standard 

drydocking and maintenance and replacement 

of approximately 20 tonnes of steel. 

During September GBSL also saw the 

departures of PDVSA’s 104,579 dwt Yare 

which underwent grounding damage repairs 

following an incident off the coast of Curacao. 

Originally booked for emergency repairs, the 

Aframax tanker, built in 2011, left the yard 

after replacing 967 tonnes of steel to repair the 

bottom damages. 

Formosa Plastic’s 50,995 dwt tanker 

FPMC 21, was recently in the yard for 

drydocking, hull-blasting, painting and 

general repairs departing, as was the Balearia 

Caribbean’s 3,454 grt aluminium-hulled fast 

ferry Pinar del Rio, for a full drydocking survey. 

Following the repair of Seaboard’s 

11,005 dwt container sisterships K-Breeze and 

Seaboard Caribe, which is awaiting completion 

of stern tube repairs, GBSL recently had a third 

sistership, the Seaboard Diana J, in the yard for 

afloat repairs of bow damages. 

Chemical tanker 

repairs at ASRY 

Bahrain’s ASRY has recently been heavily 

involved in the chemical tanker repair market, 

with some major projects. The largest is the 

re-building of Stolt Nielsen’s 25,268 dwt Stolt 

Valor, which suffered fire and explosion damage 

in one of her cargo tanks while transiting the 

Arabian Gulf during March this year. She 

arrived in the shipyard during late June this year, 

and is still there being rebuilt 

The second project involves Mideast 

Shipmanagement’s 45,951 dwt chemical 

tanker NCC Rabigh, in the yard. Work onboard 

the NCC Rabigh comprised emergency 

towing system repair, accommodation ladder 

repair, gangway load test, engine room vent 

fan dampers, lifeboats davit test, forward Bosun 

davit, rescue boat davit, provision crane repair, 

wind ECDIS ventilation (steel) to be fabricated, 

deep well pumps to be removed and kept 

in safe place and up on completion to be 

fitted back, hose handling crane repair, cargo 

tanks p/v valves repair, tank cleaning heater 

covers repair, Inert Gas line modification, tank 

cleaning, cargo tank treatment, ballast tank 

steel work, tank draft gauge piping and valves, 

bell mouths, chain locker survey, anchors and 

chain calibration, chain stopper work, FO tank

cleaning, engine room overflow tanks repair, 

sludge and oily bilge tank, FO storage tank, 

sea chests, main engine bearings inspection, 

main engine crank shaft deflection, main thrust 

bearing, main engine turbocharger repairs, 

main engine air blowers repair, propeller 

polishing and painting, tail-shaft survey, stern 

tube seals repair, intermediate shaft bearings 

repair, rudder survey, engine room crane load 

test, aux. boiler survey, incinerators repair, 

auxiliary engine governor overhaul, sea valves 

overhaul, emergency bilge suction valve 

repair, engine room draft gauge piping and 

valves repair, main circuit breaker repair, meter 

and gauges calibration, P/R valves overhaul, 

P/R strainers work, accommodation ducts 

modification, and funnel logo. 

N-KOM passes 100 

repair projects 

With over a hundred completed projects under 

its belt, Nakilat-Keppel Offshore & Marine 

(N-KOM) continues its track record of safe 

and timely repairs in the offshore and marine 

industry. N-KOM, part of Singapore’s Keppel 

Offshore & Marine Group, is fast becoming 

a leader in the repair of LNG tankers, having 

completed drydocking and repairs for about 20 

LNG/LPG carriers since the start of the year for 

various international clients. 

The shipyard also recently completed repairs 

for its first German vessels – a LNG tanker, 

which is technically-operated and managed by 

Pronav Shipmanagement – the 210,100 m 3 

Al Ruwais, which is the first of four LNG tankers 

from Pronav due for repairs in N-KOM this year, 

and Eckhoff GmbH’s 11,000 dwt containership 

STX Alpha. 

Earlier in July, drydocking repairs were 

undertaken for two other Q-flex LNG tankers 

– OSG Shipmanagement’s 216,200 m 3 

Al Gharrafa and K Line’s 155,000 m 3 Aseem. 

The Aseem was delivered ahead of schedule, 

and was the first Dual-Fuel Diesel engine 

(DFDE) LNG tanker to be repaired in N-KOM. 

Together with Wartsila, N-KOM undertook the 

complete overhauling of two sets of the vessel’s 

DFDE units among other repairs during its 

drydocking period. The yard also carried out 

BG cooler installation for the vessel. 

The Al Gharrafa was in the shipyard to undergo 


her five-year survey. Repairs carried out for the 

vessel include the overhauling of cargo parts safety 

valves, reliquefication plant piping modification, 

repairs on the reliquefication plant equipment (two 

companders and two BOG compressors) and 

modifications to the rescue hatch. 

N-KOM is on track to service over 30 LNG 

tankers this year. Recent redeliveries include OSG 

Shipmanagement’s 216,200 m 3 Tembek, K-Line 

LNG Shipping’s 210,100 m 3 Al Oraiq and Pronav 

Shipmanagement’s 210,100 m 3 Al Ruwais. 

Recently (September) undergoing repairs in 

the yard were MOL LNG Transport’s 210,100 

m 3 Al Aamriya, OSG Shipmanagement’s 

216,200 m 3 Al Gattara, STASCo’s 266,000 

m 3 Shagra and two LNG tankers from Pronav 

Shipmanagement – the 210,100 m 3 sisterships 

Al Safliya and Duhail. Repairs were also recently 

underway for the first BW Gas operated vessel 

to be drydocked and repaired in N-KOM – the 

82,488 m 3 LPG tanker BW Energy. 

The shipyard is expected to complete over 

a dozen more gas tanker repairs by the end of 

the year, bringing its total to over 30 LNG/LPG 

repairs this year alone. Meanwhile, N-KOM is 

rapidly growing its presence in the tanker and 

container repair market, having completed 



about 15 of such projects. 

Recent general repair projects completed 

include Woqod Marine’s 34,671 dwt tanker 

Sidra Ras Laffan, Jaya Offshore’s OSV 

1,349 dwt Jaya Scout and Hornbeck Offshore’s 

2,500 dwt OSV Hos Douglas. The luxury yacht 

Al Shoua underwent her second drydocking 

in N-KOM following major refurbishment and 

repairs last year at the shipyard. The 298,543 

dwt VLCC Patris, which is technically managed 

by Greece’s Chandris Hellas, also underwent 

her intermediate drydocking survey in N-KOM. 

Major contracts for 

ST Marine 

Singapore’s ST Marine has secured a series of 

contracts over the last two months, worth some 

S$68m, on track with its focus to support the 

burgeoning oil and exploration activities. These 

include repairs and upgrades to various types 

of OSVs such as drillship, dredgers as well as a 

rig. The last of these projects are expected to be 

completed by the first quarter of 2013. 

The largest project recently completed was 

the conversion of the offshore supply vessel 

Kendrick to deep-sea diving boat. The initial 

contact value was S$2.3m, due to actual scope 

of services changed a new contract amount 

addendum during mid-June 2012 at S$6.65m 

and reschedule vessel redelivery date being 

early August. Major scope of works was: 

• Provide Engineering solution and designee 

to restructuring the tank No.35 to Machinery 

room to accommodate 24 pressure vassals, 

The LNG tankers Aseem and Al Gharraffa in N-KOM 


DEME’s trailing suction hopper dredger Uilenspiegel in ST Marine 

designee and reconstructed the ‘tween deck 

to install three compressors, Freshwater 

generator pumps and others machinery. 

Provided engineering solution to reinforce 

Main deck, estimated steel renew 110 tons 

• Fabricate and install Gondola hydrographic 

equipment 

• Install five owner’s supplied Generator sets 

with fuel tanks and install control room on 

main deck 

• Install nine men SAT system on main deck 

• Install ROV with control room and workshop 

on main deck 

• Supply and install sewage treatment plant on 

machinery space, and various pumps and 

equipment 

• Refurbish full accommodation block – renew 

insulation, flooring, panelling and furniture, 

toilet fitting and galley equipment 

• Overhaul of three generator sets, ccp shafts, 

rudders, and three thrusters 

• Fabricate and run new pipe line for above 

equipment 800 m 

• Power and control cable lay (5,500 m). 

The second largest contract involves Emas 

Offshore’s 4,515 grt diving support vessel 

Lewek Trogon, which entered the yard during 

mid-August. The workscope comprised: 

• To remove existing ship pipe line in various 

location in engine room for renewal 

• To perform overhauling of sea valves 

• To remove existing ship pipe line in various 

location for renewal 

• To perform external blasting to SA 2.0 

standard for application with Owner supply 

paint 

• To remove two tail shaft for overhauling 

• To perform overhauling of port and starboard 

cpp unit 

• To unship both port and starboard rudder for 

access 

• To crop 109 anodes for renewal. 

ST Marine has also recently repaired 

two chemical tankers for Gulf Stolt 

Shipmanagement – the 46.011 dwt Stolt Gulf 

Mirdif and the 46,089 dwt Stolt Gulf Mishref. 

The work scope on both ships comprised 

extensive tank blasting and coating. 

Other recent repairs include Khan 

Scheepvaart’s 7,580 dwt general cargo vessel 

Daniella (renewal of boiler and extensive 

general repairs) and a number of dredgers 

– DEME’s 13,700 m 3 trailing suction hopper 

dredger Uilenspiegel, Van Oord’s 4,126 kW 

backhoe dredger Simson and Penta Ocean’s 

20,000 m 3 trailing suction hopper dredger 

Andromeda V. SORJ

Introduced in 1974, SOLAS X11 Regulation 12 

addressed specific risks posed by the condition 

known as liquefaction in Bulk Carrier ships 

carrying dry cargo such as metal and mineral 

ore. In 1999, the regulations were extended to 

include single hold cargo ships and void spaces. 

Liquefaction is the process by which saturated, 

unconsolidated metal ores are transformed 

into a substance that acts like a liquid. Left 

undetected, the presence of liquid may lead 

to disastrous consequences. The new SOLAS 

regulations required all bulk carriers to be fitted 

with Water Ingress Detection and Alarm (WIAS) 

systems, providing advanced warning of water 

layer formation in the bottom of cargo holds, 

a state widely acknowledged as being an early 

stage of liquefaction. Vessels currently in service 

must undergo periodic port inspections to ensure 

their WIAS systems are functioning adequately. 

The earliest WIAS detection systems were 

poorly conceived, due to a lack of knowledge 

at that time about the severe service demands 

likely to be placed upon them in use. This has 


Bulk Carrier Safety 

by Geoff Taylor – 

Managing Director of 

PSM Instrumentation 

Liquefaction – the tip of the iceberg for cargo safety? 

Created in the aftermath of the Titanic disaster and so almost 100 years ago, the Safety of Life at Sea (SOLAS) Treaty 

represented a watershed moment in maritime history. The treaty laid down safety procedures for marine vessels which 

remain in force today. The subsequent growth of the cargo shipping industry saw an important amendment to the Treaty, in 

response to the many lost ships and fatalities found to be attributable to the movement of cargo. 

Bulk carriers – cargo is always a safety problem 

led to issues with performance and even system 

failures. Many vessel owners now also face 

legacy issues relating to service and spares, 

with some manufacturers since having left the 

market altogether. 

The requirement for a more robust and 

reliable system has been the key driver 

for PSM in developing its BulkSafe water 

ingress detection and alarm system. This 

new technology has found wide acceptance 

The PSM ‘Black Box’ 

amongst shipyards and designers as a low-cost 

solution for both new and retrofit requirements. 

With many Bulkers approaching the age 

where major refit and overhaul becomes a 

consideration, the latest systems also offer 

cost-effective alternatives to repair, enabling 

obsolete or malfunctioning WIAS systems to be 

brought up to date. A full range of mechanical 

and electrical installation options provides 

improved integration with other systems and

Wet nickel in the cargo hold 

allows existing components e.g. clamps and 

conduits to be re-used. With no moving parts 

that will wear or foul with damp cargo, today’s 

systems offer greater reliability in use with fewer 

maintenance requirements. 

Unlike systems based on mechanical switches 

and floats, PSM’s modern Water Ingress 

Detection and Alarm systems use self-checking, 

active sensors to monitor cargo holds, triggering 

an alarm if water is detected. PSM’s BulkSafe 

system additionally features a ‘check from deck’ 

facility which allows mandatory Inspections to 

be completed with the cargo holds full or empty. 

Reducing the time spent in port clearance 

procedures can help improve fleet efficiency 

while maximizing available cargo capacity. A 

high safety integrity level is assured through 

the use of hydrostatic level transmitters with a 

‘live zero’ function. Both features are designed 

to enable comprehensive testing of the ship’s 

systems by the ship’s Cargo Master prior to 

loading to ensure everything is in order. 

Another important requisite for today’s 

ship operators is a means to establish a 

safety audit trail, both to protect staff and to 

provide documented evidence in the event 

of an incident. PSM’s BulkSafe application 

provides a solution in the form of an RS485 

serial communications output which connects 

to the ship’s Voyage Data Recorder to provide 

a permanent and secure record that can be 

analysed offline. 

At the present time WIAS regulations do not 

require systems to provide any remote alerting 

facility, however PSM believes that by providing 

faster transmission of critical alarms potentially 

dangerous incidents can be more easily 

avoided, meeting the true objectives that lie 

behind the SOLAS WIAS regulations. The latest 

BulkSafe systems use Polestar and Skywave IDP 

technology to provide near-instantaneous alerts. 

Integration of BulkSafe with PSM’s Clearview 

system provides further functionality. With the 

Clearview system, a real-time message is 

delivered to the operator’s desk or via a text 

message should a critical alarm or pre-warning 

be activated on board the vessel. Additionally, 

operators benefit from secure storage of 

operating activity records and can perform 

on-board system condition health checks. This 

allows the ship’s staff to ensure the vessel’s 

readiness for WIAS port inspections ahead of 

arrival and to monitor safety systems at all times. 

Manufacturers continue to make further 

advances – PSM for example seeks to cut 

installation costs further by the introduction 

of the latest MODBUS sensors which reduce 

pipework and cabling requirements. The 

move to digital technology provides improved 

reliability and self-checking, further enhancing 

safety in transit. 

Bulk Carrier Safety 

Whilst the primary function of BulkSafe and 

similar systems is safety, the benefits of adopting 

the latest technology are clear. Installing 

modern systems of this type offer rapid payback 

in terms of cost savings and operational 

efficiency through the entire vessel. Advances 

in technology combined with the specialist 

instrumentation experience of suppliers like PSM 

has brought such systems within reach of ship 

owners and operators, making them a practical 

alternative to repair. With the help of digital 

technology, the cargo industry can at last look 

forward to a safer future. SORJ 


Drydocks World completes 

Beynouna project 

Drydocks World (DDW) has completed the 

conversion and upgrade of the jack-up rig 

Beynouna, which is owned by National Drilling 

Company (NDC), Abu Dhabi. The rig arrived at 

the Dubai shipyard in late July 2012, following 

another NDC rig, Delma, which also underwent 

major work at the shipyard earlier this year. 

The shipyard has continued to focus the newly 

adopted strategy to enhance its services for the 

The completion of the Beynouna refit project at DDW 


Offshore 

offshore oil, gas and energy sectors. Khamis 

Juma Buamim, Chairman of DDW said – “We 

are delighted to have completed yet another 

successful conversion and upgrade project 

for NDC this year. This provides us with a firm 

foothold in the offshore drilling rig maintenance, 

conversion and upgrade sector and are fully 

prepared to address this rapidly evolving sector 

in right earnest. We are working on various 

major projects and have several others in the 

pipeline. We are totally and fully committed to 

HSE and Quality in all aspect of our business.” 

Abdalla Saeed Al Suwaidi, NDC Chief 

Executive Officer stated – “We are pleased 

to work with Drydocks World and express our 

appreciation for their cooperation and full 

commitment to HSE and Quality.” 

The conversion of the rig involved the fabrication 

and installation of new spud cans, upgrade 

included replacement of shale shakers. The rig 

underwent major maintenance work, like overhaul 

of two of its cranes, blasting and painting of hull 

and tanks, inspection of legs, renewal of steel and 

pipes and upgrade of accommodation. Hydroblasting 

and painting of derrick and legs were 

carried out using rope access methods.

Offshore 

The semi-submersible rig Etesco Millennium entering Gibdock 

Gibdock completes 

Etesco Millennium refit 

Gibdock has completed its work on the semisubmersible 

accommodation platform, Etesco 

Millennium – the first offshore platform project 

to be undertaken by the yard in almost 15 

years. The semi-submersible’s eight-month 

stay at the yard represented an important 

milestone for the Gibraltar shiprepair facility, as 

it continues its campaign to broaden the range 

of its growing offshore business. 

Etesco Millennium arrived at Gibdock in 

October 2011 and the yard worked closely with 

the owner, Nazca Floatel BV and shipmanager, 

Okeanos BV, both located in the Netherlands, 

in carrying out an initial inspection and then 

more detailed surveys to assess its condition. 

Subsequently, ultra high pressure work was 

carried out by subs supplied by the owner, 

which the yard assisted through the provision 

of 11,000 m 3 of staging. This part of the job 

incorporated extensive blasting and cleaning, 

including work in the submerged tank areas, 

and necessary steel repair works to the cross 

braces on the columns of the rig. 

Otto van Voorst, Managing Director of 

Okeanos, rates Gibdock’s performance highly. 


He says: “There were some technical challenges 

with this project but Gibdock overcame them 

very professionally. Looking after a rig this size 

is not Gibdock’s every day experience, but they 

worked well within the remit they were given 

and in particular showed great flexibility in 

handling technical steel work issues.” 

Gibdock is targeting offshore rig repairs as 

a significant new area of business and believes 

it can capitalise on its strategic geographic 

location in the straits of Gibraltar to win more 

orders in this sector. “The Etesco Millennium is 

important as it gave us a chance to showcase 

our capabilities,” says Richard Beards, 

Gibdock Commercial Director. “We have now 

demonstrated our versatile and professional 

approach to handling big offshore assets. 

We are always willing to co-operate with the 

customer and class society, to find cost effective 

solutions for offshore clients.” 

The technical side of the job also brought out 

the best in the yard, according to John Taylor, 

Gibdock Production Director. “It was quite a 

complicated repair job to get the rig into the 

condition required by the owner. Our steelwork/ 

welding skills were the key to getting this right 

to the satisfaction of ABS, as the classification 

society involved, as well as Okeanos.” 

“Now that we have shown what we can do, 

we are optimistic Etesco Millennium will be the 

first of many rigs to be welcomed here in the 

coming years,” adds Mr Beards. 

A 22,604 grt modified semi-submersible rig, 

Etesco Millennium is now being marketed for 

a new offshore deployment. Originally built by 

Marathon LeTourneau in 1976, the rig is 88 m 

long and 66 m wide at its maximum point and 

is consequently one of the biggest structures 

ever handled by Gibdock. 

Saipem contract for 

DCD Marine 

South Africa’s DCD Marine’s was recently 

awarded the contract to upgrade and repair 

the Saipem-owned semi-submersible rig, 

Scarabeo 3. The project, being undertaken 

at the upgraded A-Berth facility, is a perfect 

example of DCD Marine’s capacity and 

capabilities in the offshore oil and gas rig sector. 

The Scarabeo 3, a second-generation drilling 

rig, manufactured in 1975 in Germany, the rig 

was designed and engineered for drilling in the 

extreme marine conditions found in the North 

Sea. The bridge, containing the actual drilling 

rig, is triangular and rests on three columns, 

which are in turn each mounted on a hull. This 

design creates a superior level of stability and

was considered extremely futuristic at the time. 

As testimony to the robust construction of the 

Scarabeo 3, some of the original pulleys only 

needed replacement in 2001. 

“After 37 years of active service, the 

Scarabeo 3 was in need of a comprehensive 

inspection and revamp,” says DCD Marine’s 

General Manager, Gerry Klos. “All vessels are 

required to undergo a special survey every five 

years in order to comply with the necessary 

marine classification codes. This entails 

returning the vessel to within a maximum 5% 

variance from its original state.” 

“After undertaking a rigorous tendering 

process, DCD Marine took possession of the 

Scarabeo 3 quickly mobilising its workforce and 

commenced work immediately,” reports DCD 

Marine’s Project Manager, Chunkie Ravells. 

The scope of work for DCD Marine includes 

the replacement of over 120 tons of steelwork 

for the deck plates and shell plating; the 

renewal of sea safety walkways on all three 

columns and the installation of four new 

lifeboats and davits. “DCD Marine is also 

responsible for the replacement of over two 

kilometres of pipework on board. This includes 

the pipes on the sanitary discharge lines below 

the main deck, the seawater pipes in the engine 

rooms and the three mud pit rooms, the diverter 

line piping, and a complete upgrade of the 

anti-pollution and drainage system. Cleaning of 

void spaces and blasting and corrosion coating 

will also be done in various areas on-board the 

rig,” explains Ravells. 

In addition, DCD Marine was appointed to 

manufacture a new laundry/ change room in 

its workshop comprising 45 tons of steelwork. 

Upon completion of fabrication, the structure 

will be transported to the A-Berth facility using a 

floating crane. 

Ravells explains that once the structure arrives 

at A-Berth it will be ballasted by filling it up to 

one-third of its volume with water. “With the 

use of mooring lines, the team will then float 

the structure under the port side of the rig’s 

bracing. Buoyancy bags will be attached to the 

structure to ensure that it cannot turn on its side 

or become completely submerged. Once the 

structure is in place under the centre of the rig’s 

underside, de-ballasting will take place and six 

air hoists of 10 tons each will draw it into place, 

30 m from the water line. 

“This is a complex operation which entailed 

careful planning prior to the commencement 

of fabrication. Safety is a top priority for DCD 

Marine and its subcontractors. The collaborative 

Offshore 

participation by a team of divers and DCD 

Marine’s specialised rigging crews will ensure 

the success of this mission,” adds Ravells. 

Other challenges on the Scarabeo 3 project 

include the staging of the main deck area, and 

the heavy winds and rain. “The staging is a 4,000 

m 2 area underneath the deck of the rig floor 

which will allow access to the pipework. SGB- 

Cape’s rope access division will provide a substaging 

team of between 150 and 180 people 

for the first 35 days and the last 35 days of the 

project to undertake this work,” says Ravells. 

Quality control on a project of this magnitude 

and complexity is extremely important. “A 

comprehensive inspection of the hulls will be 

conducted. This entails cleaning the growth off 

the hulls and inspecting the plating and weld 

seams in these areas. This will be achieved 

using a team of divers from Subtech, who will 

digitally record the inspection. Collaborative 

participation will be provided by a quayside 

surveyor, who will follow their movements on a 

monitor. The resultant footage will be presented 

to Saipem,” says Ravells. 

DCD Marine will have a staff complement of 

between 400 and 500 people on site and in its 

workshops for the duration of the project. “In 

addition, we will utilise the services of a number 


Offshore 

The Scarabeo 3 alongside at South Africa’s DCD Marine 

of specialised sub-contractors, including the 

Toprope access team. They will clean specific, 

hard-to-reach areas, using rope access. 

They will inspect the areas, record defects 

photographically and present reports to Saipem. 

A team of 90 firemen are also on call at A-Berth 

to ensure that any possible fire hazards are 

eliminated,” says Ravells. 

“The Scarabeo 3 project affords DCD Marine 

and the Port of Cape Town an opportunity to 

showcase our capabilities in terms of executing 

a project of this magnitude and complexity. We 

have gained a lot of experience in this industry 

over the years and are constantly enhancing our 

skills and knowledge base in order to provide 

a comprehensive service offering to the oil and 

gas sector,” Klos concludes. 

Facility upgrade at 

PressureFab 

PressureFab Group’s Board of Directors 

has committed to an investment package of 

£935,000 to upgrade its Dundee facility in 

Scotland, creating 25 jobs over the next two 

years. The upgrade will enable PressureFab 

Group to take advantage of future demands from 

the oil and gas industry, as well as the emerging 

renewable energy sector. This will transform 

the Dundee based facility into one of the most 

technologically advanced steel manufacturing 

and industrial coating businesses in the United 

Kingdom. In support of this investment, the major 

supplier of transport and development equipment 

to the offshore industry has been awarded a 

£250,000 Regional Selective Assistance grant 

from Scottish Enterprise. 

Hermann Twickler, Managing Director of 

PressureFab Group, said – “This £935,000 


investment package is urgently required to 

sustain further growth for the Group and to 

enable us to compete on the world market, 

as well as within the Scottish offshore sector. 

PressureFab Group is also now ready to handle 

any new challenges and opportunities that 

the developing renewable industry may bring. 

I am really pleased that our application for 

RSA funding has been approved by Scottish 

Enterprise. This award is further proof that the 

Scottish Government and Scottish Enterprise 

are truly committed to nurturing the Scottish 

manufacturing sector. Since we moved into our 

Dundee facility two years ago, we have already 

created nearly forty new jobs in Dundee. We 

are currently recruiting for several positions, 

including at least ten welders, and hope to 

increase our staff numbers by more than fifty per 

cent over the next two years.” 

Part of the investment will be used to 

purchase heavy duty CNC plate forming and 

rolling machinery, as well as state of the art 

industrial coating and shotblasting facilities. 

These additions will enable PressureFab Group 

to improve productivity with an aim to double 

capacity and production output. 

Lena Wilson, chief executive of Scottish 

Enterprise said – “PressureFab Group’s clear 

ambitions for international growth have seen 

the company go from strength to strength 

over the past two years, and this RSA support 

will not only see the creation of new jobs, but 

help ensure the company’s continued success. 

PressureFab Group’s ambitious outlook make 

it exactly the type of company we need to see 

more of in Scotland if we are to see strong 

economic recovery and future growth. We’re 

working closely to support the business through 

our account management programme, 

where we work intensively with a company’s 

management team to help them achieve their 

growth ambitions. As well as the RSA, this 

has included support to take part in key trade 

missions, and we look forward to continuing 

to work closely with the company to support its 

future plans.” 

Scottish Energy Minister Fergus Ewing said – 

“Scotland’s oil and gas sector leads the world, 

and makes an immense contribution to our 

economy, thanks to our world leading expertise 

and innovation. With more than half of the 

value of the North Sea’s oil and gas reserves 

yet to be extracted, oil and gas will remain an 

enormous economic resource for decades to 

come.” “The Scottish Government’s oil and 

gas strategy promises increases in public sector 

support to companies with significant growth 

prospects. I welcome PressureFab Group’s 

decision to invest in the industry’s future, and 

am delighted we can support them in this 

investment with Regional Selective Assistance.” 

More offshore work 

for Keppel 

Keppel FELS Brasil has secured two contracts 

worth a total of about US$950m from the 

Petrobras-led consortiums, Guara BV and Tupi 

BV, for the fabrication and integration of topside 

modules on the FPSOs P-66 and P-69. 

As part of the agreement, Petrobras has an 

option for a similar contract to be exercised 

by the first quarter 2014. Chow Yew Yuen, 

Chief Operating Officer of Keppel Offshore 

& Marine, the parent company of Keppel 

FELS Brasil, said, “We are pleased to be able 

to support Petrobras in growing their fleet of 

FPSOs, providing local content to meet their 

requirements. Undertaking two similar projects 

will enable us to maximise our efficiencies 

and add value for our customer. Having 

delivered a number of FPSO conversions and 

topside integration projects with another two 

in progress, we are proud that our BrasFELS 

shipyard has established a track record of 

quality deliveries. Our recent firm contracts 

signed with Sete Brasil for five additional DSSTM 

38E drilling semisubmersibles are a testament 

to the good standing of our BrasFELS shipyard. 

As the most established offshore yard in Latin 

America, we are continually upgrading our 

capabilities and have the capacity to take on 

more projects of different varieties. Our Near 

Market, Near Customer strategy has enabled 

us to better serve Petrobras. We look forward 

to continuing this win-win partnership and 

contribute to Brazil’s E&P programme.” 

The FPSOs will have identical workscopes 

which includes the fabrication and integration of

Offshore 

seven topside modules. When completed, P-66 

will be deployed to the Guara field while P-69 

will work in the Tupi field in offshore Brazil. Both 

FPSOs will each have a production capacity of 

150,000 barrels of oil/day (bopd). 

BrasFELS, Keppel FELS Brasil’s shipyard 

located in Angra dos Reis, Rio de Janeiro, 

is currently undertaking the fabrication and 

integration of topside modules for FPSO Cidade 

De Paraty and FPSO Cidade De Sao Paulo. 

BrasFELS recently sealed a contract with MTOPS 

(MODEC and Toyo Offshore Production 

Systems), for the fabrication and integration of 

topsides for FPSO Cidade de Mangaratiba. 

Meanwhile, Keppel FELS and Floatel 

International Ltd have finalised a contract for 

Keppel FELS to build a new generation harsh 

environment accommodation semi-submersible 

worth US$315m. This follows the Letter of 

Intent announced by Keppel and Floatel earlier 

in March this year. This will be Floatel’s fourth 

accommodation semi with Keppel FELS after the 

delivery of Floatel Superior and Floatel Reliance 

in 2010 and the order of Floatel Victory in 

2011, which is scheduled for delivery during the 

fourth quarter of 2013. 

With delivery in early 2015, the new semi 

will be built to the Floatel Superior design, a 

DSS 20NS design developed by GustoMSC 

and Keppel FELS’ Deepwater Technology 

Group. Equipped with Dynamic Positioning 

(DP) 3 capability, it will meet the most stringent 

rules and regulations for worldwide operations 

including the Norwegian Sector. 


Modules contract for 

Sembcorp Marine 

Sembcorp Marine’s subsidiary Jurong do Brasil 

Prestacao de Services Ltda (JDB) has secured a 

contract worth US$674m for the construction of 

a total of eight modules and module integration 

works for two FPSOs P-68 and P-71 from Tupi 

BV, a consortium owned by majority shareholder 

Petrobras Netherlands, together with BG 

Overseas Holdings and Galp Energia E&P BV. 

As part of the agreement, Tupi has a similar 

contract option to construct four modules and 

modules integration for a FPSO to be exercised 

within 18 months of the contract signing. 

Under the contract, the FPSOs P-68 and P-71 

will have identical work scopes, comprising 

the fabrication of four modules for each FPSO 

and module integration works. Scheduled for 

completion in 60 months, the P-68 and P-71 

will be deployed in the Tupi field offshore Brazil. 

Each FPSO will have a production capacity of 

150,000 bbls of oil/day (bopd). 

The fabrication of the modules and the 

integration of the FPSOs will be carried out in 

Sembcorp Marine’s wholly-owned Brazilian 

subsidiary Estaleiro Jurong Aracruz. Martin 

Cheah, President of Jurong do Brasil and 

Country Head in charge of Latin America said 

“We are pleased to be awarded this contract 

and to support Petrobras and its partners to 

grow their FPSO fleet in Brazil. Jurong Shipyard, 

the parent company of Jurong do Brasil, is a 

Wärtsilä Hamworthy has won a contract to supply a sewage treatment plant to Eiffage Consortium for an 

accommodation platform 

key player in the Brazilian Oil and Gas market 

and has to-date delivered 12 FPSO/FSO/FPU 

projects to Petrobras. Jurong is proud to be 

recognised by Petrobras as their key partner and 

to be entrusted the fabrication and integration 

of these high-specification FPSOs which will 

operate in the highly challenging deep pre-salt 

fields, even though our shipyard Estaleiro Jurong 

Aracruz is still in its early phase of construction.” 

Wärtsilä Hamworthy 

strengthens offshore 

waste treatment reference 

Wärtsilä Hamworthy has won a contract to 

supply a sewage treatment plant to Eiffage 

Consortium for an accommodation platform 

for the second phase of Total’s OFON field off 

Nigeria. The order is included in Wärtsilä’s first 

quarter 2012 order book. Eiffage Consortium is 

constructing the platform from standard building 

blocks to be deployed in Oil Mining Lease 

102, some 65 kms off the Nigerian coast, 

in water depths of 40 m. The platform will 

accommodate up to 140 personnel, generating 

around 45 m 3 /day tonnes of waste water/day. 

The ST50C treatment plant has been 

designed to operate within harsh offshore 

conditions in both a hot and humid salty 

environment, where it will also be subject 

to sand-laden winds. Incorporating pumps, 

blowers and instrumentation, the stainless steel 

unit will be designed, constructed and tested at 

Wärtsilä Hamworthy’s factory in Poole. 

“Wärtsilä Hamworthy has over 40 years 

of experience in the marine market and our 

market leading water treatment solutions meet 

all existing and anticipated standards” said 

Kevin Robertson, Sales Director. “We have built 

a number of references in the offshore market, 

whose technical demands are of a higher 

specification, and we feel this market is now 

recognising our commitment and expertise.” 

The OFON II installation will consist of four 

new platforms, two production platforms, a 

processing platform and an accommodation 

platform most of the development is dedicated 

to recovering natural gas, which will be 

compressed and shipped ashore. 

Deepwater developments are one of Total’s 

main growth avenues in Africa, particularly 

Nigeria, where the group operates the AKPO field 

in Oil Mining Lease 130. In addition, the offshore 

USAN field in Oil Mining Lease 138 is expected 

to come on stream shortly. Wärtsilä Hamworthy 

also won the contract to supply the inert gas 

generation systems for both of these projects.

Offshore 

Caspian Sea work 

for Topaz 

Renaissance subsidiary, Topaz Energy and 

Marine (Topaz), a UAE-based oil field services 

company, has been awarded two new long term 

charters, totalling over $65m, in the GCC and 

the Caspian Sea, two of the company’s major 

operating areas. It also confirms the acquisition 

of Topaz Rayyan and Caspian Reliance, two 

Anchor Handling Tug Supply Vessels (AHTS). 

Topaz Rayyan, will be deployed in Qatar on 

a seven-year, $50m charter, for an international 

oil company (IOC). The vessel was built in 

2006 and was previously owned by Sanko 

Steamship Co Ltd in Japan. The second AHTS, 

Caspian Reliance, is to be deployed in the 

Caspian Sea with a firm contract value of 

$13.9m. It is a new, untraded vessel formerly 

owned by Boluda Ltd. The vessels are 100-T 

DP-2 Anchor Handling Tug Supply Vessels 

(AHTS) and both will undergo a $2m upgrade 

to meet client specific requirements. 

Advanced DP-2 is a standard required 

increasingly by IOCs, which allows vessels 

to remain accurately in position for long 

durations Roy Donaldson, COO of Topaz 

Marine & Energy said: “The addition of these 

two vessels increases the number of more 

technologically advanced DP-2 vessels in our 

fleet. Our strategic focus on modern technology 

ensures our vessels meet the standards required 

The Ulstein SX121 


increasingly by our major international oil 

clients. These acquisitions ensure that Topaz’s 

fleet remains one of the youngest operators in 

the world.” 

Topaz has been operating under long-term 

contracts in Qatar for the past five years. The 

Topaz Rayyan will be joining their 35 existing 

vessels in supporting their operations in the 

Middle East. Earlier in the year, Topaz Marine 

Saudi Arabia, a joint-venture with Saudi-based 

GENTAS, was awarded a three-year, $88m 

charter for the six AHTS vessels by Saudi Aramco. 

Within the Caspian Sea, Topaz has been 

present in Azerbaijan since the acquisition of BUE 

Marine in 2005 and currently operates 25 vessels 

supporting oil majors in that area. Furthermore, 

Topaz is also completing the delivery of two AHTS 

vessels, Topaz Dignity on behalf of BP Azerbaijan 

and the Topaz Triumph on behalf of West African 

clients. Both are due to be deployed on long-term 

contracts. In line with the company’s strategy 

of operating only young and technologically 

advanced vessels, Topaz have also recently 

divested the 29 year old AHTS Team Rashidya 

and 30 year old Team Liwa. 

Ice cool under pressure 

When working in the most extreme offshore 

environments, crews have to be able to rely on 

the absolute integrity and performance of their 

vessels. Ulstein Group has joined forces with 

GC Rieber Shipping to offer the market a new 

standard in operational security and performance 

– a ship that refuses to accept failure, thanks to 

the pioneering ‘operation+’ philosophy. 

GC Rieber Shipping, the Norway-based 

harsh environment shipping specialist, has 

charged Ulstein with developing a high-capacity 

subsea vessel based on its SX121 design. 

This NOK800m ship, ordered in June 2012, 

alongside an option for a sister vessel, has been 

commissioned in response to strong market 

desire for offshore construction support vessels 

(CSVs) for deep and harsh environments. 

Alongside state-of-the-art features, equipment 

and performance figures, the vessel will give 

GC Rieber Shipping maximum operational 

availability – a vital characteristic for both 

the company and those chartering the ship. 

Downtime will be minimised thanks to the 

‘operation+’ feature, an evolution of GC Rieber 

Shipping’s own ‘fail-to-safe’ design approach. 

‘Operation+’ allows the vessel to continue to 

operate even if it has experienced a significant 

failure. Bjørn Valberg, GC Rieber Shipping’s 

Technical Director, explains more: 

“Fail-to-safe means that even if a ship 

encounters a failure it is rendered in a safe 

condition. Our objective with this ship – is to take 

that philosophy a step further,” Valberg comments. 

“In the case of this vessel a single failure – such 

as a failure of a generator set, a single thruster or 

even an entire switchboard section (operating two 

generators and two thrusters) – will not threaten

Offshore 

the redundant continuation of operations, giving 

charterers real peace of mind.” 

Valberg illustrates this with a real-life scenario 

involving subsea flex pipe laying – an operation 

the new vessel is optimised for – where, if a 

single failure was encountered, a ‘standard’ 

ship would be forced to terminate operations as 

redundancy would be jeopardised. 

“And of course,” he states, “if you are in deep 

waters with a substantial length of product, such 

as flex pipe, hanging from the ship, abandoning 

that operation is, well… it’s quite obvious how 

difficult, time-consuming and expensive that is. 

“This new vessel, thanks to ‘operation+’ 

is protected against that scenario – it could 

continue with its assignment. That’s a hugely 

important characteristic of that vessel, helping 

the charterer meet the demanding expectations 

of the market.” 

Ulstein’s design and solutions team has been 

working to turn this concept into reality and deliver 

The FPSO Searose in Belfast’s H&W (see page 22) 


the Holy Grail of minimal operational downtime 

and maximum efficiency and reliability. 

Geir Sivertstøl, principal engineer electrical 

systems at Ulstein, says the vessel, equipped 

with three main thrusters and three side thrusters 

(for stationkeeping during pipelaying), is fully 

optimised for carrying out assignments without 

interruption. He notes – “The switchboard 

system, propellers and diesel motors can be 

configured in groups of two, three or four. In 

case of an AUTR operation (i.e. the occurrence 

of a single major failure), the vessel will only 

lose one third of its installed power package 

and propulsion, and will be able to complete 

the operation with two thirds of its capacity.” 

“This,” he stresses, “in combination with 

the highest standards for dynamic positioning, 

DYNPOS-AUTRO, will ensure that charterers can 

look forward to operational standards that are 

custom made to tackle the world’s harshest – and 

potentially most resource rich – environments.” 

GC Rieber Shipping’s version of the SX121 

(Yard No 300 at Ulstein Verft) has been 

equipped to meet the most diverse requirements, 

in the most demanding of conditions. 

The 130 m long, 25 m wide vessel can 

accommodate a crew of 130 and cut through 

deep waters with a top speed of 14.5 knots, 

while meeting all the latest environmental 

standards. She is equipped with a powerful 250 

ton AHC (active heave compensated) offshore 

crane, perfect for lifting and lowering heavy 

equipment to and from subsea environments. 

A large cargo deck creates the optimal 

environment for a variety of operations, 

ensuring that the vessel is well placed to meet 

the hugely diverse demands of the offshore 

construction market. It also offers the ability to 

carry two ROVs (remotely operated vehicles) – 

one that will be launched from the starboard 

side and the other through a moon pool. 

In addition, the ship has been designed 

with SURF (subsea umbilical riser and flowline) 

capabilities and is prepared for the installation of 

a below-deck basket/carousel with a 2500 ton 

capacity, as well as a 250 ton VLS (vertical lay 

system) for deployment through the moon pool. 

It is, as Valberg stresses, a compellingly 

comprehensive package: “One of the main 

reasons for choosing the SX121 design from 

Ulstein was its inherent flexibility, which allows 

several types of operations and enables us to 

operate in a wider range of market segments. 

The fact that we can utilise the 250 ton crane to 

the maximum of its capability both in offshore 

and subsea lifts on this vessel was another 

deciding factor.” 

GC Rieber Shipping’s vessel is, according 

to Tore Ulstein, deputy CEO in Ulstein Group, 

the ‘perfect project’ for ULSTEIN to show its 

renowned design and shipbuilding pedigree. Tore 

Ulstein notes that the business is well accustomed 

to developing and producing vessels that have 

the capability to minimise operational downtime, 

maximising customers’ profits. 

He commented: “Our organisation has 

broad expertise in developing advanced 

high-capacity offshore vessels together with 

customers, so this project suits us perfectly.” 

The SX121 is scheduled for delivery in the first 

quarter of 2014, boosting GC Rieber Shipping’s 

fleet (which was fully booked at the conclusion of 

2011) of 18 advanced special purpose vessels, 

12 of which are owned by the company. 

CEO in GC Rieber Shipping, Irene W. 

Basili, has imparted that the new addition to 

the company will “strengthen our position in 

the high-end subsea segment” and that she is 

looking forward to receiving “a top-class vessel 

from ULSTEIN” – a sentiment that potential 

charterers will no doubt agree with.

Offshore 

SeaRose contract 

completed by Pyeroy 

Pyeroy has completed an undisclosed contract to 

support the refurbishment of the SeaRose floating 

production storage and offloading (FPSO) vessel. 

The access scaffolding and painting work, which 

was completed within an extremely tight 24 day 

timeframe, was awarded to Pyeroy by Belfast’s 

Harland and Wolff Heavy Industries (H&W), 

which provided the drydock and refit services for 

the SeaRose at its Belfast yard. 

The work saw a team of highly skilled Pyeroy 

painters’ blast the hull and ship side sections 

back to base coating before applying a new 

high performance, longer lasting protective 

coating. Additionally, Pyeroy provided specialist 

access and containment services to support the 

painting and general refurbishment activities 

undertaken. Managing director Hugh Pelham 

said: “We were delighted to win this new work 

from H&W, reflecting how well we are meeting 

their needs and working as a partner on major 

contracts. “Working alongside H&W, we were 

committed to ensuring this important project 

was completed safely and successfully. We 

are well placed for further growth through our 

strategy of added value and investment, further 

cementing our position as a market leader in 

marine industrial services.” 

Pyeroy has eight operating centres located 

around the UK and Ireland, including the 

Gateshead head office, and employs 1,350 

people. It operates in the industrial, construction 

and marine markets, providing a range of 

The Smit Lamnalco tugs in action 


services covering contract scaffolding and 

equipment hire, surface preparation and 

application of marine/industrial protective 

coatings, insulation, civil engineering and 

building works and environmental management 

services such as asbestos removal. 

Smit Lamnalco secures 

major O&M Contract 

in Iraq 

Smit Lamnalco has secured the turnkey contract 

to support Single Point Mooring operations for 

The Iraq Crude Oil Export Expansion Project 

(ICOEEP). The scheme, 20 kms off the Al Fao 

Peninsula, looks to triple oil exports from Iraq. 

The SPM contract covers operations and 

maintenance of four SPM systems and runs for 

up to three years, a term that would generate 

over US$200m for Smit Lamnalco. The 

agreement involves the full scope of maritime 

support services for the export facilities. It 

follows hard on the heels of an over-arching 

support and maintenance agreement reached 

between Iraq’s South Oil Company and oil and 

gas service provider Petrofac in August. Smit 

Lamnalco will be responsible for the majority 

of the work scope and will purchase seven new 

vessels to support the contract. 

“This is one of the largest ever SPM 

operations and maintenance contracts in 

annualised terms,” said Daan Koornneef, Smit 

Lamnalco Chief Executive. “It is also one of our 

most complex SPM projects to date due to its 

short start-up phase, regional logistics and the 

operational complexity involved in delivering the 

full package of integrated maritime services. 

“The scale of the contract bears testament 

to customer confidence in our enhanced 

capabilities following the merger of Smit’s 

terminal handling activities with Lamnalco in 

July 2011. It is a major step towards our goal of 

becoming the leading supplier of cost effective 

marine support services in the world.” 

Smit Lamnalco owns, operates and crews 

one of the most modern marine and offshore 

support fleets in the industry. To meet the 

ICOEEP requirements, the company will 

mobilise up to 14 vessels ranging from high 

powered berthing tugs, maintenance vessels 

and mooring boats, to an accommodation 

barge and a patrol vessel. As part of its 

commitment, Smit Lamnalco has contracted two 

newbuild tugs from Damen, with delivery due 

one apiece in October and November 2012. 

“We provide expertise which is local 

and regional, and combine that with strict 

adherence to international standards and Smit 

Lamnalco’s global reach,” said Vivek Seth, Smit 

Lamnalco Managing Director, Middle East and 

Indian subcontinent. “Asset deployment will 

be backed up by extensive Masters, Officers 

and crew training in operational procedures 

and safe vessel loading. We will provide 

diving capabilities as part of the package to 

support the uninterrupted loading of tankers. 

Furthermore, a dedicated team of onshore 

management will oversee supporting logistics 

arrangements.” SORJ

David Tongue 

ICS calls on IMO to address 

critical issues 

The International Chamber of Shipping (ICS), which represents all sectors 

and trades and over 80% of the world merchant fleet, has called on 

the International Maritime Organization (IMO) to address some critical 

issues concerning the imminent implementation of the IMO Ballast Water 

Management (BWM) Convention. 

Despite delays by governments with respect to ratification, the 2004 

BWM Convention, which is intended to prevent damage to local 

ecosystems by invasive species of marine micro-organisms carried in ships’ 

ballast water, is expected to enter into force within the next two years. 

ICS Director of Regulatory Affairs, David Tongue, explained: “Shipping 

companies represented by our member national associations have 

serious concerns about the availability of suitable ballast water treatment 

equipment, the robustness of the type approval process and, above all, 

“Fitting the treatment equipment 

may be in the order of 

$1m to $5m/ship” 


Ballast 

the difficulties of retrofitting tens of thousands of existing ships within the 

time frame established by the BWM Convention.” 

In an important submission to the IMO Marine Environment Protection 

Committee, which meets in October, ICS has requested that the issue 

of fixed dates for the retrofitting of expensive new equipment by large 

numbers of ships, perhaps as many as 60,000, needs to be addressed 

urgently. ICS believes that a serious discussion is needed at IMO before 

the Convention enters into force. 

In particular, in view of the bottlenecks that will be created when the 

Convention enters in force, with many ships having to be retrofitted either 

before their next special survey or their next intermediate survey, ICS has 

proposed that the IMO should modify the BWM Convention’s requirements 

so that existing ships should not be required to be retrofitted with treatment 

equipment until their next full special survey. In view of the pressures 

on shipyards that will need to fit the equipment, this would smooth out 

implementation over a five year timeline around the date of entry into force 

of the Convention, rather than two or three years as at present. 

Moreover, in order to make it possible for other ships to be retrofitted 

within the required timeline, ICS proposes that ships approaching their 4th 

special survey should be exempted from the equipment requirements. Mr 

Tongue added: “Given that the costs of fitting the treatment equipment 

may be in the order of $1m to $5m/ship, it does not make economic 

sense for older ships approaching the end of their lives to incur this huge 

expenditure. However, the impact on the environment of exempting them 

would be negligible since these ships will still be required to perform deep 

water ballast exchange at sea for the two or three remaining years that 

most of them will continue to operate.” 

In the event that IMO does not accept the suggestion that ships should not 

be required to retrofit until their next five year renewal survey, ICS suggests 

that ships over 18 years old should be exempted from the equipment 

requirements. In practice, changes to the BWM Convention cannot be 

adopted until after it enters into force, but given the importance of ensuring 

smooth implementation ICS sees no reason why IMO cannot agree 

provisional changes with respect to detailed implementation in advance. 

In a separate submission to IMO, ICS has requested that IMO considers 

modifying its current draft guidelines for type approval of equipment, and 

for ballast water sampling and analysis that will be used by port state 

control, so that as far as possible they are comparable with those recently 

adopted by the United States. 

David Tongue commented: “A large proportion of the fleet will have 

to comply with the US requirements which cannot be changed. For the 

sake of global uniformity we think it would be helpful if the relevant IMO 

Guidelines can be modified.” 

A most important consideration, according to ICS, is that the US 

standards for type approval of equipment, under its Environmental 

Verification Program, are far more robust than the IMO equivalent. Some 

of the equipment which has already been approved in line with original 

IMO standards has already had to be withdrawn because it has been 

demonstrated not to deliver the agreed IMO ‘kill standard’ for removing 

unwanted marine micro-organisms. 

Cathelco launches BWT system 

Cathelco launched its new ballast water treatment system at SMM 

Hamburg, giving visitors the opportunity to preview the equipment which 

is planned to enter the market in 2013. The Cathelco BWT system is 

based on a combination of filtration and UV technology, well established 

processes which are effective against a broad range of marine organisms. 

The units are scalable for all sizes of ships and will be available with

capacities from 50 m 3 /hr to 2,400 m 3 /hr. “We have deliberately focused 

on a system that does not involve the use of chemicals”, said Justin 

Salisbury, managing director of Cathelco. “Our equipment will offer the 

reliability of filtration and UV, but combine it with some innovative features 

which put us ahead of our competitors”, he added. 

One of the key design features is the way in which the sea water 

passes through the UV chambers. Through computer analysis, Cathelco 

engineers have produced pipework which sends the water on the unique 

trajectory which creates a ‘helix’ in the flow. This means that the maximum 

surface area of the water is exposed to the UV lamps, increasing the 

efficiency of the process and ensuring that all organisms and bacteria are 

rendered harmless. 

Cathelco has also looked closely at the way in which the power to 

the UV lamps is regulated in relation to the turbidity (cleanliness) of 

the incoming seawater. UVT sensors positioned in front of the reactor 

chamber, constantly measure the UV transmittance of the water and send 

a signal to the control panel which automatically adjusts the power to the 

lamps. This ensures the flow is thoroughly treated, whatever the condition 

of the water. It also ensures optimum power usage and extends the life of 

the lamps. In addition, each UV chamber is equipped with light intensity 

meters which measure the performance of the lamps, indicating when 

refurbishment is necessary. 

Another important feature is the unique ‘ball’ cleaning system which 

ensures that the surfaces of the quartz sleeves surrounding the UV lamps are 

kept clean. When the cleaning cycle is initiated the UV chambers are isolated 

from the rest of the BWT system. A separate pump is activated enabling 

specialised foam balls to be introduced into the chambers from a reservoir. 

These gently polish away any residue that may have collected on the glass as 

Cathelco has launched its new ballast water treatment system 

well as cleaning the inside of the UV chamber, reducing the risk of corrosion. 

This approach eliminates the use of chemicals and overcomes the potential 

for damage when using mechanical cleaning methods. 

Cathelco is now well on the way to submitting the system for IMO 

approval. It is currently completing land-based tests at the NIOZ research 

facility in Holland and, at the same time, shipboard tests are taking place 

on the 23,235 dwt Eddystone, a ro/ro vessel owned by Foreland Shipping 

and managed by Andrew Weir Shipping (AWS). “With more than 50 years 

of experience, Cathelco understands the shipping industry. Customers 

already have confidence in our products and support services as providers 

of seawater pipework anti-fouling and ICCP hull corrosion protection 

systems”, Justin Salisbury concluded. 

High returns for Optimarin 

Ballast 

Norway’s Optimarin is showing a robust third quarter 2012 with revenue 

climbing to NOK150m. This represents more than a 100% increase over 

last year’s aggregate turnover of NOK77m. Staff numbers have more 

than trebled in the past 12 months, reaching 38 full time employees, and 

the firm’s current orderbook boasts 130 confirmed orders. In total some 

180 type-approved Optimarin Ballast Systems (OBS) have been sold and 

about 35 systems are now installed on board ships around the world. 

“Forecasts for 2013 point to additional growth of some 100% over 2012 

figures. The market is churning and we expect a surge of activity in the 

near future as shipowners scramble to meet the soon approaching IMO 

ballast water mandate of 2016,” said Pål Sanner, CEO, Optimarin. 

But there is major concern at Optimarin, Sanner says that three years 


Ballast 

is a very short time to meet the IMO BWT convention and urges the 

shipping industry to act faster, “We estimate that only 5% of the some 

77,800 BWT-applicable world fleet has ordered their systems. Hundreds 

of shipowners are stalling decisive action, which will severely affect future 

operations and earnings.” 

Approximately 18,200 general cargo vessels, 6,400 passenger vessels 

and 6,300 offshore vessels must meet IMO’s BWT criteria by 2014. A 

major block of vessels, including 9,000 bulk carriers, 14,000 tankers, 

19,500 chemical carriers, ro/ro and combination vessels and 4,900 

container vessels, must meet the 2016 BWT deadline. 

There can be a serious bottleneck when shipowners scramble to meet 

global BWT regulations in a few years’ time. Now with the US Coast 

Guard pushing their own ballast water regulation, global shipowners 

must ramp up their BWT decision-making processes,” says Sanner. If all 

shipowners plan a BWT retrofit during a vessel’s five-year survey, about 

11,000 retrofits must be completed between 2013 and 2016. Market 

observers estimate a peak in 2017 with 16,500 vessels needing to be 

retrofitted that year, an average of 45 systems per day. “We are facing a 

very strong demand in the next months, but the big question is, will the 

supply side be able handle future BWT system demand,” says Sanner. 

Optimarin recently signed a major fleet-wide retrofit ballast agreement 

treatment contract with Saga Shipholding for NOK 100m and celebrated 

a second win with Evergreen Marine Corp for ten newbuild container 

ships. This contract is valued at approximately NOK 25M. Total Evergreen 

contracts with Optimarin stand just under NOK 70M. 

Though type-approved in 2009, Optimarin’s system represents over 

12 years of development. The system continues to find favour with the 

world’s leading ship owners and business is clearly headed in the right 

direction. Sanner says: “Optimarin has focused on providing simple and 

flexible systems; with a lack of moving parts and components ensuring 

ease of maintenance. Its modular design makes the system suitable for 

installation on almost any ship type, regardless of space restrictions.” 

Optimarin provides shipowners with the decision support they need when 

selecting ballast water treatment systems. “Some of the key considerations 

are space, power, ballasting capacity, voyage patterns and special 

requirements such as EX,” he said. “Everyone has to comply with IMO 

BWT regulations. We have developed a hassle-free and reliable way to do 

just that.” 

HP highlights laser scanner 

Harris Pye (HP) highlighted its 3600 3D laser scanner for ballast water 

treatment system installation on its stand at SMM in Hamburg. “Since we 

announced earlier this year that we had successfully used our innovative 

3600 3D scanner to survey the engine room of K Line’s 145,000 m 3 LNG 

tanker Neva River – pre-ballast water system CAD design, selection and 

installation, there has been great interest in, and use of, the scanner and 

our service,” says HP’s Group Technical Director, Chris David. “We are 

looking forward to showing off the scanner’s capabilities – indeed, we will 

have a looped video running showing successful engine room scans – 

seeing really is believing!” 

Taking a full 3D scan enables Harris Pye engineers to rapidly create 

three-dimensional images of the entire engine room, and thus create 

various ballast water treatment models in order to select the best for a 

client. The entire engine room survey is not only quick but causes minimal 

disturbance to the crew. 

“The risk mitigation and cost and schedule reductions made possible by 

using our 3D laser scanner are of huge benefits to our customers – both 

in the offshore and associated onshore industrial sectors,” says Chris. 


The scanner gathers point cloud data which is then processed by HP’s 

Naval Architecture team through Pointools View Pro in order to create 

multiple walkthrough 3D videos from the scans. The stand features bold 

photographs of some of the most recent projects, in which HP has been 

involved in Brazil, Northern Ireland and Scotland, and includes planned 

maintenance and upgrades on a Floating Production and Storage (FPSO) 

vessel, and major refurbishments of offshore oil drilling rigs. 

“We are looking forward to meeting many of our clients at SMM and 

updating them on our capabilities,” says Group Managing Director, Mark 

Prendergast. “We are fielding a particularly strong team, including Chris 

David and Mark Tamlin, Group Technical Manager Offshore – we know 

how important it is for our clients, and prospective clients, to talk to ‘men 

who can’. 

RWO gains GL approval 

RWO is the first German manufacturer to obtain a GL certificate 

for its ballast water treatment unit CleanBallast. The GL Approval 

Certificate confirms that the CleanBallast System, with a capacity of 

150-3.750 m³/h, complies with the GL regulations. Moreover, the 

electrical and electronic components fulfil the stricter GL requirements 

in comparison to the IMO ones regarding environmental assessment 

(vibrations, low temperatures and damp heat). The electromagnetic 

compatibility (EMC), which is not taken into account in the IMOrequirements, 

was also tested. The system related software was also 

subject to a review according to the GL-guidelines. 

The RWO ballast water treatment unit is based on a mechanical 

cleaning with a filter and a subsequent disinfection. The CleanBallast 

System includes a back flushing 55 micron filter pad, a disinfection unit 

EctoSys and a neutralisation unit including the switch cabinets for electricity 

supply, control and monitoring. The filter pad has a redundant design to 

ensure an uninterrupted ballast water treatment, even when the filter is 

being back flushed. 

Ballast water is indispensable for reliable and efficient ship operation. It has 

an effect on trim, draught and stability of the ship for safe navigation. However, 

the aquatic organisms and pathogenic bacteria carried in the ballast water 

represent a threat to the environment and biological diversity. SORJ 

RWO is the first German manufacturer to obtain a GL certificate for its 

ballast water treatment unit CleanBallast

Advisory service from ABB 

Finland’s ABB, has introduced several new 

software applications for the marine market 

that will help all types of ships by dramatically 

reducing their fuel consumption. These Advisory 

Systems include the latest versions of ABB’s energy 

management system for marine applications 

(EMMA) and Amarcon’s Octopus solution. 

With the recent acquisition of Amarcon, ABB 

is now able to provide a vertically integrated 

power and automation set of solutions that 

will help ship-owners increase productivity and 

safety of vessel operation while minimising fuel 

consumption and environmental impacts. 

For the first time in history, the daily 

operational costs of a vessel have surpassed 

its daily building costs. Fuel consumption is 

becoming the highest operational expenditure 

for each and every vessel of the global fleet, 

and one of the biggest environmental concerns. 

Fuel accounts for between 30-40% of the 

cost of running a cruise ship and between 

50-60% for most merchant vessels. Reducing 

fuel consumption by just 1% can mean an 

annual saving of $50,000 for a mid-sized 

bulk carrier and $300,000 a year for a large 

container ship. In a world where fuel savings 

have become a requirement for ship operators, 

a vessel with an integrated power, automation 

and advisory system that can help slash its 

fuel consumption by up to 20% represents a 

substantial competitive advantage. 

The EMMA systems suite incorporate a 

full range of vessel information and control 

technology that allows ship operators to monitor 

and calculate the optimum utilisation of power 

on-board. The recent acquisition of Amarcon 

in the second quarter this year complements 

this portfolio and strengthens ABB’s long-term 

growth strategy. 

Emissions/Fuel Efficiency 

The Rickmers Singapore – one of the Rickmers fleet of 

containerships which will have the EMMA system installed on-board 

Earlier this year, ABB won an order to 

provide an energy management system for one 

of the world’s most environmentally-friendly 

cruise ferries, which is due to be delivered to 

Viking Line in 2013. ABB also won an order 

from Rickmers Group in Germany to supply 

advisory systems for dynamic trim optimisation 

and fleet management solutions for five multipurpose 

vessels. These systems will help the ship 

management teams to operate the vessels with 

the highest fuel and energy efficiency possible. 

ABB’s delivery to Rickmers will help the ship 

management teams to operate the vessels in 

the most efficient way to save fuel at maximum 

level. ABB will supply trim optimisation systems, 

energy management systems and fleet 

management solutions. ABB’s trim optimisation 

system dynamically measures the actual trim and 

advises the crew on optimal floating position 

of the ship with easy-to-understand and userfriendly 

displays. All data generated onboard 

is transferred to a cloud based application 

for vessel benchmarking. That provides the 

management onshore with full visibility of the 

fleet’s energy consumption, as all systems are 

connected together by ABB’s solution. 

“We trust ABB as a reliable partner for energy 

efficiency, and chose ABB due to the benefits 

that the system will bring to our fleet” says Jens 

Lassen, Managing Director of Rickmers Ship 

management and Global Head of Rickmers’ 

business unit Maritime Services. 

ABB’s expanded its portfolio of solutions 

for Vessel Information and Control systems in 

2011, they consist of a broad range of marine 

advisory and fleet management 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 installation of the system will be done 

vessel by vessel and the first system is expected to 

be commissioned in the third quarter of 2012. 

The complete system for five vessels is expected 

to be fully operational by the end of year. 

The latest order comes from STX in Finland – 

to supply a comprehensive automation package 

and energy management system for a new 

99,300 grt cruise vessel currently being built by 

STX Finland Oy and owned by TUI Cruises. The 

cruise ship will be added to the luxurious cruise 

fleet owned by TUI Cruises GmbH, a joint 

venture between German tourism company TUI 

AG and Royal Caribbean Cruise Line. 

ABB’s delivery will help the new ship to 

regulate fuel and power consumption, and 

provide detailed operational information 

for all onboard systems to maximize their 

performance, efficiency and passenger safety 

and comfort. “Being awarded with this project 

is a very important milestone in the automation 

business within ABB Marine business. The 

project demonstrates the importance of 

software and digital information as one 

the key cornerstones in delivering energy 

efficient solutions”, says Rami Jokela, Head 

of Vessel Information and Control systems for 

ABB’s Marine and Cranes business unit. “It 

underscores ABB’s leadership in the integration 

of power and automation systems.” 

ABB’s scope of supply comprises an 

integrated vessel management system (VMS), 

power management and HVAC control systems, 

emergency shut-down system (ESD) and energy 

management system. The complete system has 

approximately 13,000 I/O points and is based 

on ABB’s flagship 800xA automation platform. 

This ship will be first cruise vessel in the world 

to utilise Ethernet based IEC61850 protocol 

in switchboard to power management system 

communication. This scope will be added to the 

complete electrical and propulsion system, also 

supplied by ABB, and will start being delivered 

in the second half of 2013. 

Product range expansion 

at SCHOTTEL 

Reduced noise and vibration, high efficiency, 

savings in space and weight as well as ecofriendliness 

– these are important requirements 

to be met by thrusters for vessels frequently 

operating in DP mode, or whenever comfort is 

of utmost importance. With the SCHOTTEL Rim 

Thruster (SRT) the German propulsion company 

has extended their product spectrum, adding a 

series of four rim-driven thruster sizes 

(200-800 kW) to their portfolio. 



The SRT is an electrically operated thruster 

system without a gearbox and propeller shaft. 

The stator of the electric motor is integrated into 

the outer part of a tunnel. Blades are fastened 

to the inside of the rotor. The result is a quiet, 

space- and weight-saving drive capable of 

transmitting the electric power directly into 

propulsion – without transmission losses and 

noise caused by a gear box. The optimised 

hydrodynamic design with the blades inside 

leads to a considerable reduction of cavitation. 

Moreover the design is robust and 

maintenance-friendly. The highly efficient 

electric motor is cooled by the surrounding 

water. The blades can easily be exchanged in 

case of damage. In addition to this, the water 

lubricated slide bearings are easily accessible for 

maintenance which reduces costs on this side. 

The SCHOTTEL rim-thruster SMT 


Dual-fuel newcomer 

offers full flexibility 

MAN Diesel & Turbo has announced the 

introduction of its L35/44DF engine, the latest 

addition to its four-stroke portfolio. Spurred on 

by developments in environmental legislation 

and the strict emission limits resulting from 

that, the new engine offers dual diesel fuelgas 

running and can also be introduced as a 

retrofit to engines already in service. The first 

prototype entered its test phase at the beginning 

of 2012’s second quarter at MAN Diesel & 

Turbo’s Augsburg facility. A V-type engine 

version is being developed simultaneously that 

will enlarge the power-output range of the 

company’s dual-fuel engine portfolio as part of 

MAN Diesel & Turbo’s market strategy. 

The company is introducing the L35/44DF 

engine at a time where separate emissions 

legislation for harbours is set to come into 

play, in addition to the upcoming IMO Tier III 

emission regulations for marine applications. 

Accordingly, MAN Diesel & Turbo views the 

introduction of another engine that offers the 

option of operation on gaseous fuels as timely, 

also in the context of ship owners’ increasing 

environmental awareness. With the L35/44DF 

engine, MAN Diesel & Turbo is continuing the 

expansion of its product program with a dualfuel 

engine based on common rail technology. 

MAN Diesel & Turbo’s development objective 

with the new engine was to produce a high 

efficiency/ high specific power output unit 

that complied with IMO Tier II emission limits 

in diesel mode and IMO Tier III limits in gas 

operation. A high degree of fuel flexibility (HFO, 

MDO, MGO and natural gas) was another 

primary objective. With an output of 530 kW/ 

cylinder, the inline 35/44DF is available in 6 – 

10 cylinder configurations, equivalent to total 

power outputs from 3.2 MW to 5.3 MW. This 

represents the highest power output available in 

the segment and complements that offered by 

the larger L51/60DF type. 

The L35/44 engine has also been specifically 

developed for the retrofit of 32/44CR-T2 

engines where it can avail of a high level 

of component synergies and the same 

crankcase, which can be re-machined on 

board. Subsequent engine operation is mainly 

intended for gas mode with a separate pilot 

ignition system – based on proven technology 

widely employed by the truck industry – that 

is independent of the primary, common rail 

injection system. However, the common rail 

system is retained and fully functional as a backup 

system in the event of any problem while 

operating in gas mode. 

GL EEDI Certificate 

for Carisbrooke 

Germanischer Lloyd (GL) has presented UK’s 

Carisbrooke Shipping with Energy Efficiency 

Design Index (EEDI) certificates for four low 

emission dry cargo vessels. Built by Chinese 

shipyard Jiangsu Yangzijiang Shipbuilding, the 

four 8,500 dwt sisterships, the Vectis Eagle, 

Vectis Falcon, Vectis Harrier and Vectis Osprey 

incorporate a number of innovative features, 

including the distinctive Groot Cross-Bow(r). 

The four vessels, which have been built 

to Finnish Swedish Ice class 1A, have been 

designed and constructed to optimise energy

efficiency in almost every facet of operation. The 

Groot Cross-Bow(r) has been incorporated to 

minimize vessel pitching and reduce the load 

fluctuations on machinery and speed loss in 

heavy weather – resulting in less wasted energy 

and fuel consumption. The high bow also cuts 

down on the amount of water shipped on deck 

in heavy weather. The extremely large and 

efficient ducted propeller has been designed to 

work with the hydro-dynamically optimized hull 

form to match the performance of similar vessels 

with significantly reduced power requirements. 

As a result of this a derated 2,400 kW main 

engine has been fitted which further reduces 

exhaust emissions and fuel consumption. “At 

GL we see the EEDI as a powerful driver of 

innovation within the maritime industry, both in 

terms of shipyards and designers focusing more 

on energy efficiency and taking advantage 

of new computational tools and ship owners 

who now have a clear guide to rely on in 

ordering new ships,” said Dr Pierre C Sames, 

SVP Research and Rule Development of GL 

Maritime Services. “Our calculations show that 

these new vessels are some 30% below the 

reference EEDI line, which is a reflection of the 

commitment that Carisbrooke has made to 

Carisbrooke Shipping’s Vectis Falcon 

invest in an extremely efficient vessel.” 

As well as the focus on propulsive efficiency 

the vessels have equipment and operational 

features that have been included to further 

reduce their environmental impact. The two 80 t 

cranes are fully electric and use 30% less power 

than similar sized electro-hydraulic cranes, all 

winches on the vessels are also electric – further 


reducing power consumption and the risks of 

pollution. The sterntubes are water lubricated 

and the oils used above decks are fully 

biodegradable. 

“Carisbrooke Shipping has always been 

proud of the vessels that we have built and 

with our new super green 8,500 vessels we 

have never been more so. Since entering 



Germany’s Meyer Werft, where the RCI Sunshine vessels are building 

service the ships have proven to be extremely 

efficient and we have significantly reduced our 

carbon footprint,” said Simon Merritt, Technical 

Manager Carisbrooke Shipping Ltd. “The 

fuel savings and shorter passages are always 

attractive to charterers and the eco-efficiency of 

the vessels really is a credit to the company and 

those who have been involved. Carisbrooke 

shipping will continue to look into new ways to 

ensure that their ships remain at the top of the 

Premier League of Environmentally Friendly Low 

Emission ships. 

Our goal at Groot Ship Design is to design 

and optimise the complete vessel together with 

the owner intensively; we call it ‘Co-Creation in 

Shipdesign’. Working together with all the parties 

involved, like classification society GL, research 

institutes and the manufacturers of the main 

and auxiliary engines and propeller, we are able 

to deliver the design which best fit the owner’s 

requirements,” said Jan Willem Cuperus, 

spokesman for Groot Ship Design. “We are very 

pleased the final vessels show the very positive 

EEDI and prove the results from the calculations 

and tests we made during the design. We are 

sure these vessels will set the benchmark in 

this market segment giving Carisbrooke an 

advantage compared to others.” 


Breakthrough order for 

DC technology 

ABB, the leading power and automation 

technology group, has won an order from ship 

owner Myklebusthaug Management to supply 

the first ever direct current (DC) power grid 

on board a ship. The equipment will allow a 

new offshore platform support vessel, under 

construction in Norway, to operate at the highest 

energy efficiency level to minimize emissions. 

In traditional electrical propulsion vessels, 

multiple DC connections are made to thrusters 

and propulsion drives from an alternating current 

(AC) circuit, accounting for more than 80 percent 

of electrical power consumption. ABB’s Onboard 

DC Grid represents a step forward in optimised 

propulsion by distributing power through a single 

DC circuit providing significant power savings. 

Launched in May 2011, ABB’s Onboard 

DC Grid is part of a revival of power solutions 

using DC, and will provide highly efficient 

power distribution and electric propulsion for 

a wide range of vessels. It is designed for ships 

with low-voltage onboard circuits, such as 

offshore support vessels, tug boats, ferries and 

yachts, and can reduce fuel consumption and 

emissions by up to 20%. 

“With this solution, the vessel will be ready to 

maximise opportunities in energy savings with 

supplementary DC energy sources, such as 

solar panels, fuel cells, or batteries connected 

directly to the ship’s Onboard DC Grid,” said 

Veli-Matti Reinikkala, head of ABB’s Process 

Automation division. “The Onboard DC Grid 

will help the vessel operate from the very first 

day at the highest levels of fuel efficiency with 

low emissions.” 

ABB will provide its full onboard DC system, 

including all power, propulsion and automation 

systems for the 93 m long, 5,000 ton multipurpose 

oil field supply and construction vessel, 

which is scheduled for delivery in the first 

quarter of 2013. 

A key advantage of ABB’s Onboard DC Grid is 

that the ship’s engines no longer have to run at a 

fixed speed, so the engine’s speed can be adjusted 

to optimise fuel consumption. By eliminating the 

need for bulky transformers and switchboards, the 

footprint and weight of the electrical system can 

be reduced by up to 30%, leaving more space 

on the vessels for passengers or cargo while also 

providing greater flexibility in the positioning of 

system components in the vessel.

Northern Lights redefines 

the engine room using 

hybrid propulsion 

Northern Lights, Inc. (NLI) is redefining the 

traditional engine room with an unmatched 

hybrid-marine solution. NLI combines its 

high-performance Lugger propulsion engines 

with BAE Systems’ HybriDrive Propulsion 

System. In service in over 3,500 applications 

worldwide, this is the world’s most successful 

series hybrid. 

The system uses a Propulsion Control System 

(PCS) to efficiently direct power produced from 

the electric generator for immediate use, or 

holds it in the Energy Storage System (ESS) to 

provide clean, quiet power without the engine, 

while the propulsion motor provides power to 

the prop. The system can be customised to fit a 

myriad of marine applications. 

“The entire package is designed to be clean, 

quiet and environmentally responsible,” said 

NLI vice president Mike Maynard. “Our hybridmarine 

solution is designed for continuous duty 

usage and will reduce both energy waste and 

fuel costs.” 

Because its world class components are 

fully scalable, the NLI hybrid-marine system 

provides far greater flexibility in engine room 

layout. It will run not only as a standard 

electric propulsion system, but can be 

configured into an auxiliary power kit to 

provide all of the ship’s service AC power 

without the waste and pollution associated 

with underloading. The hybrid system can 

even be outfitted for accessory power for 

modern vessels’ complex systems of thrusters 

and winches. 

Scrubber systems for 

Royal Caribbean 

Wärtsilä Hamworthy has announced an 

agreement with Germany’s Meyer Werft 

whereby Wärtsilä Hamworthy will provide a total 

of four hybrid scrubber systems for two vessels 

under construction at Meyer Werft for Royal 

Caribbean International (RCI). 

The choice of scrubbers for Royal 

Caribbean’s new ‘Sunshine’ class vessels 


enables these ships to travel anywhere in the 

world, as the scrubbers will ensure compliance 

for the 2015 Emission Control Area (ECA) 

0.1% sulphur limit, as well as the worldwide 

0.5% limit from 2020 and the impending North 

American ECA, by removing sulphur emissions 

and harmful particulates from the vessel’s 

exhaust. The order for these Sunshine class 

vessels is included in Wärtsilä Hamworthy’s 

second quarter 2012 order book. 

The solution chosen by Meyer Werft and 

RCI not only ensures universal compliance 

with sulphur limits, allowing maximum choice 

over voyage routes and destinations; it also 

allows significant flexibility in the operation of 

the scrubber itself. The hybrid approach allows 

switching between open-loop and closed-loop 

scrubbing. This means that at sea, scrubbing 

using only sea water can be enabled but while 

manoeuvring or in port the system can be 

closed, re-circulating the water already within 

the scrubber. 

RCI’s two ‘Sunshine’ class vessels are currently 

under construction, the first vessel is due for 

delivery in autumn 2014 with the second 

expected in spring 2015. Each will be able to 

accommodate 4,100 passengers. SORJ 


TCA77 turbocharger 

nears 50,000 hours 

Originally launched in 2002, MAN Diesel & 

Turbo’s TCA (TurboCharger Axial) series has 

since been broadly adopted by the marine 

industry in countless applications. The very 

first TCA77 was installed aboard a Jo Tankers 

chemical tanker in 2003 – the Jo Sequoia 

– powered by an MAN B&W 7S50MC-C twostroke 

engine and is about to celebrate 10 years 

and 50,000 hours of trouble-free operation. 

The 30,000 dwt Jo Sequoia is one of six 

chemical tankers built around the turn of 

the millennium for Bergen’s Jo Tankers. The 

state-of-the-art vessel possesses such features 

as separate pumping and venting systems 

for each tank, an on-board nitrogen plant 

for the production of inert gas to overlay any 

volatile cargoes, as well as luxurious living 

quarters. During its construction, and with Jo 

Tankers already having chosen an MAN B&W 

7S50MC-C engine as prime mover, MAN 

Diesel & Turbo approached Jo Tankers in regard 

to installing its then-new TCA77 turbocharger. 

Despite passing comprehensive factory tests, 

the TCA77 remained unproven in the field at 

that time, but this did not daunt Jo Tankers. The 

UK Managing Director, John Sibbald, said: “I 

think it’s because we’re not frightened of new 

technology. However, I have to say, it’s been a 

success from the word go. We’ve had no breakdowns 

at all. Basically, the turbocharger has 

proved itself.” 

Over its working life, the TCA77 turbocharger 

has been regularly checked with a major 

service report compiled in January 2008 at 

23,000 hours displaying only minor wear and 

tear. A recent review of the turbocharger’s 

maintenance paperwork revealed that changing 

the filters and checking the pipework were the 

typical comments over the past decade. In fact, 

The Jo Sequoia 


Turbochargers 

the maintenance-friendly TCA77 design means 

that the turbocharger can be opened up so 

quickly that immobilising the ship for service 

frequently is minimal. 

Sibbald said: “Operating experience basically 

has been that it’s worked so well that you 

almost forget about it! The engine performs 

well with it and, when you look inside the 

engine today, it’s clean. It’s been running well, 

especially with the Alpha Lubricator, which we’ve 

retrofitted and that’s done a great deal of good 

for the engine. It’s a good piece of kit.” 

The Jo Tanker Managing Director went on to 

describe the TCA77 as very robust with a solidly 

constructed blade that, despite some impacts, 

damage had been minimal. 

John Sibbald concluded: “MAN Diesel & 

Turbo has stood by the promises it’s made. We 

allowed them to install a piece of equipment 

that was brand new and untried, and it’s stood 

the test and been a good partnership. I think 

we’ve learnt and they’ve learnt a lot as well – 

it’s been a fair exchange of experience.” 

The Jo Sequoia is due to arrive in Singapore 

in January 2013 for its next major service 

when 50,000 operating hours and 10 years of 

running will officially be marked. 

ABB Turbocharging 

boosts fuel efficiency on 

smaller ships 

ABB Turbo Systems has played a key role 

in bringing the benefits of Wärtsilä’s RT-flex 

technology to two-stroke engine installation 

on-board smaller ships. Increasingly, owners 

of smaller merchant vessels prefer two-stroke, 

low speed engines over their four-stroke 

counterparts, in light of fuel savings, lower 

operating costs and lower emissions. To meet 

The new layout sees the A170-L unit from ABB 

Turbo Systems positioned directly above the fly 

wheel at the driving end of the engine 

this need, Wärtsilä has reconfigured the layout 

of the widely specified RT-flex50 version-D 

engine to overcome width limitations that 

preclude installation of an engine with an 

exhaust-side turbocharger attached. 

The new layout sees the A170-L unit from 

ABB Turbo Systems positioned directly above 

the fly wheel at the driving end of the engine. 

Wärtsilä licensee Hyundai Heavy Industries 

(HHI), South Korea, recently completed the first 

shop tests on an RT-flex50 version-D engine to 

feature an A170-L turbocharger unit from ABB 

in the new lay-out. 

The space-saving step opens the way for 

the fuel-saving engine type to be offered for 

ship designs with slim stern sections, including 

smaller tankers, bulk carriers and ‘handysize’ 

container vessels. 

The HHI tests verified that the configuration 

provides a viable alternative to other engine 

types featuring a smaller cylinder bore and 

higher speed. The first engine to pass the test 

will be installed on a newbulding at HHI’s Ulsan 

yard for an undisclosed owner. 

According to Alexander Mutter, ABB Turbo 

Systems Ltd. Manager Sales Engineering Marine: 

“The D version engine is one of Wärtsilä’s latest 

generation ‘high efficiency’ RT-flex models, 

and is designed for optimised performance 

over the full load range. High efficiency’ here 

means consuming 1g/kWh less fuel over the

whole engine load range when compared 

to the previous standard engine version, in 

line with fulfilling the International Maritime 

Organization’s TIER II NOx requirements. For 

derated engines and special tunings, efficiency 

gains are even greater. Depending on the 

engine load, efficiency gains of up to 4.5 g/kWh 

are possible according to the Wärtsilä layout 

data for this engine. Lower fuel consumption 

always reduces CO 2 emissions.” 

Mr Mutter said that the A170-L needed to 

accommodate pressure ratios of up to 4.8, and 

achieve efficiency as high as 68% at full load, and 

as much as 3% more at part load. “Due to the 

high requirements for pressure ratio and efficiency 

in general, the A170-L unit has proved itself as 

the best solution for these types of engine.” 

For ABB Turbocharging, the shop tests 

focused on achieving the correct scavenging 

air pressure and confirming efficiency over 

the whole engine load range. Stability 

against surging was also verified, as was the 

turbocharger’s ability to operate below set 

speed and temperature limits. 

Mr Mutter said that, as well as confirming the 

configuration’s fuel saving and NOx emissions 

reducing attributes, the shop tests confirmed 

that the D engine working with the A170 unit 

achieved smokeless operation, especially at low 

loads. He added that the new lay-out conferred 

more space to service on the turbocharger. 

DDW-D agreement 

for ABB 

Drydocks World has signed an agreement 

to have a dedicated service point for ABB 

turbochargers in Drydocks World–Dubai 

(DDW-D). The agreement will promote sharing 

The signing ceremony between DDW and ABB 

Turbochargers 

of mutual benefits to enhance business of both 

companies, ensure quick turbocharger service 

to customers in the yard and offer one-stop 

ABB turbocharger solutions at DDW-D. As 

per the agreement, ABB Turbocharging Dubai 

will provide international factory warranties 

to all service jobs done at DW-D, including 

dedicated machines and engineers at a 

workstation within the shipyard facility. Over 

100 ABB Service Stations worldwide will also 

provide assistance to DDW-D if required, 

giving it the advantage of accessibility to a 

quick response and global services. 

“Given the strategic importance of the 

DDW-D and Dubai to our mutual customers, 

this initiative provides onsite accessibility to 

key equipment required for the overhaul 

of Turbochargers thus allowing for quick 

turnaround times and onsite technical support 

round the clock,” said John Fyfe, Area Manager 

Middle East & North East Africa. 

As per the agreement, ABB Turbocharging 

in Dubai will provide international factory 

warranties to all service jobs done at DDW, 

including dedicated machines and engineers at 

a workstation within the shipyard facility. Over 

100 ABB Service Stations worldwide will also 

provide assistance to DDW if required, giving 

it the advantage of accessibility to a quick 

response and global services. 

“Given the strategic importance of DDW to 

our mutual customers, this initiative provides 

onsite accessibility to key equipment required 

for the overhaul of turbochargers, thus 

allowing for quick turnaround times and onsite 

technical support round the clock,” said John 

Fyfe, Area Manager Middle East and North 

East Africa. SORJ 


Goltens’ Paul Friedberg 

GL approval for Goltens’ 

crankshaft repair system 

Dubai’s Goltens has announced that the 

Goltens Worldwide Group of companies has 

been awarded world-wide approval of its repair 

process for the In-Situ annealing of medium 

speed four-stroke diesel engine crankshafts. 

This certification follows a formal review by 

Germanischer Lloyd (GL) of the crankshaft 

annealing process and related governing 

documents and procedures. 

The approved procedure is designed 

to reduce excessive hardness in damaged 

crankshaft journals through annealing (heat 

treatment) of the crankshaft with a minimum 

amount of material removal. The process is 

specifically targeted at salvaging crankshafts that 

would otherwise be condemned and require 

replacement due to the severity of the hardness 

“The fact that 

approval covers our 

global network of 

stations and not one 

location demonstrates 

the value of our 

investments in 

consistent tooling and 

repeatable processes” 


Machinery Repairs 

exceeding engine maker specifications. 

Goltens’ experience has demonstrated that 

this hardness can be significantly reduced 

to within acceptable limits and that, after 

annealing, minor finish machining can restore 

the machinery to service with significantly 

less loss of crankshaft diameter as well as the 

avoidance of costly shaft/equipment removal 

and replacement. 

“This certification is the culmination of years 

of research and development and successful 

applications across a wide range of engine 

makes and models in the field and in the 

workshop by our technical teams. Obtaining 

Germanischer Lloyd approval is validation that 

our process is safe, repeatable and effective in 

repairing crankshafts that would otherwise likely 

have been condemned. Further, the fact that 

approval covers our global network of stations 

and not one location demonstrates the value 

of our investments in consistent tooling and 

repeatable processes” notes Paul Friedberg, 

President of Worldwide Services for Goltens. 

MTU contract for 

Bartech Marine 

After a two-year search to find a firm with 

the exceptional skills, quality and customer 

care needed to qualify as one of its five UK 

Service Dealers, global engineering firm MTU 

has chosen West Mersea’s Bartech Marine. 

A Bartech engineer working on a MTU diesel 

The company is now an authorised partner, 

responsible for all authorised and OEM-backed 

servicing for MTU engines across East Anglia. 

MTU will now be referring clients in East 

Anglia to Bartech Marine, which has invested 

a significant amount of time, planning and 

resources to achieve Service Dealer status. The 

company was chosen because it impressed 

MTU with its detailed five-year business plan, 

emphasis on the core MTU values of ‘Power. 

Passion. Partnership’, track record of growth 

and excellent customer service – as well as its 

forthcoming move to spacious new premises in 

Colchester’s Port Lane. 

Bartech Marine has invested in MTU approved 

training for team members, held in both Norway 

and Germany. This additional training enhances 

the skills of Bartech’s engineers, ready for them to 

undertake warrantied and post-warranty work on 

all MTU engines using specialist tooling and full 

diagnostic equipment. 

The appointment is good news both for 

Bartech and the local economy, as Director 

Paul Bleck explains: “This is our first official 

dealership, and we’re aiming to be the number 

one MTU dealer in the UK. This contract 

will open the door to new clients and allow 

us to recruit more local talent as we grow. 

It’s particularly pleasing that MTU chose us 

because of our attention to detail and fast 

response times – and I’m confident that our 

ethos of putting our customers’ interests first will 

bring major benefits to clients, our business and 

local area.”


New mobile equipment 

from MPR 

Holland’s Maritime Propeller Repairs (MPR) 

has developed new mobile measurement and 

balancing equipment for CPP blades up to 

6.5 ton/blade. With this equipment MPR can 

measure and balance blades to very high levels 

of accuracy anywhere within driving distance 

of The Netherlands (including, of course, the 

UK). Although this equipment has only recently 

been introduced, it has already been used at 

locations as far afield as Norway and southern 

Spain saving owners both time and money as 

blades no longer have to be transported long 

distances to a suitable workshop. 

MPR continuously optimises equipment 

and is currently developing a compact airfreightable 

version of this measurement and 

balancing equipment so as to be able to 

offer this service on a world-wide basis in the 

near future. MPR now has a unique capability 

which complements its road-transportable 

mobile balancing equipment for fixed pitched 

propellers enabling propellers up to 15 ton to 

be balanced and repaired. 

When Gert Hendriksen, Managing Director 

of MPR, was invited by a navy client to inspect 

its propeller he knew it would be a challenge. 

Just looking at the photographs, initially most 

people would have thought they were suffering 

from blurry eyes. The original diameter of the 

propeller was 1,420 mm but when it arrived in 

MPR’s workshop it was only 1,187 mm, and 

originally Class had rejected the propeller. 

The MPR team was up for the challenge… after 

six days of hard grind a near miracle was achieved 

– a testament to the skills of the MPR team. 

The damaged navy propeller and after refurbishment by MPR 


Brazilian expansion 

for DMI 

UK’s Tyne & Wear-based, Diesel Marine 

International (DMI) is bringing more jobs and 

investment to the Brazilian Offshore sector, 

by combining forces in a Joint Venture with 

São Paulo-based Cascadura Industrial SA. 

Cascadura is presently DMI licencees carrying 

out surface coating in Brazil. 

In a joint statement, DMI’s chairman Peter 

Jackson and Cascadura’s Ricardo Maffei said: 

“We plan to invest in some new equipment 

and the upgrading of our sites in Brazil to 

replicate DMI Group’s successful, Aberdeenbased 

Company – “Highland Electro Platers. 

We recognise that many of our International 

Customers serviced from our Aberdeen site 

are the very same ones, now heavily involved 

in the South American offshore businesses. 

Furthermore, we have been approached by 

some of them, to offer our well regarded 

services ‘more locally’. The formation of the full 

Joint Venture not only safeguards the existing 

jobs of Cascadura employees in the Rio De 

Janeiro plant, but means we will be recruiting 

additional staff locally in the near future.” 

The history of DMI goes back over 70 years 

and the company has been operating at its 

existing North Shields site since 1962. DMI 

(UK) is one of the largest electroplating plants 

in the UK, with a client base that includes BAe, 

General Motors, Honda, Jaguar, Saab, Toyota, 

Nissan, VW and MAN B&W. The DMI group 

has built up a global network of workshops 

covering most of Europe, the Americas, Asia, 

Australasia and the Middle East, and operations 

at these other sites will continue as normal. 

Cascadura, founded in 1950, operates 

six sites, spread out over Brazil serving major 

industrial markets such as petrochemical, 

paper and pulp, primary metals, textile, 

transport, energy, mining, and steel industries. 

This 60-year-old company with thermal spray 

and hard chrome installations specialise in 

rebuilding worn-out parts as well as coating 

OEM components. Field service is also available 

– whether 30 grams, 30 m, or 30 tons, 

Cascadura offers a surface engineering solution. 

DMI and Cascadura will bring all of their 

combined expertise to the new company and 

will ensure its success in providing reliable 

and cost effective servicing, of the varied 

requirements of the Brazilian and neighbouring 

offshore oil and shipping sectors. 

New Spanish training 

centre for MTU 

MTU Ibérica, a subsidiary of the German 

propulsion solution specialist MTU 

Friedrichshafen and the Spanish shipbuilder 

Navantia, has opened a common training 

centre in Cartagena/Spain. This training centre 

is part of a strategic long-term co-operation 

between both companies. Navantia has chosen 

the Tognum’s MTU Friedrichshafen as a primary 

partner for its ships’ propulsion systems. In 

addition to the existing license agreements for 

the commercialisation and manufacturing of 

MTU Series 396, Series 956 and Series 1163 

marine engines the common training centre has 

been established. 

The new training centre is prepared for 

different applications like naval, commercial


marine, yachts, power generation and provides 

training for customers, technicians and service 

dealers of MTU and Navantia on maintenance 

and operation for diesel engines and electronic 

monitoring and control systems. The centre is 

integrated into MTUs worldwide service network 

with a number of training facilities and meets 

the corresponding high quality standards. 

Examples for vessels that were built by 

Navantia and powered by MTU engines are the 

Spanish Meteoro Class offshore patrol vessel 

and the Venezuelan Guaicamacuto Class and 

Guaiquerí Class patrol vessels. These ships 

are equipped with MTU Series 1163 marine 

engines for main propulsion, Series 2000 

marine gensets for on-board power and Series 

60 standby-power gensets. 

Machinery Manager 

System for Laeisz 

GL Maritime Software, the software and 

systems integration unit of classification society 

Germanischer Lloyd (GL), in co-operation 

with SKF, has installed the first prototype of its 

GL Machinery Manager software on-board 

the 47,057 grt car carrier CSAV Rio Blanco, 

owned and managed by Germany’s F. Laeisz. 

GL Machinery Manager is a single monitoring 

platform for on-board equipment, which 

combines visual inspection results with online 

and offline condition measurements, to warn 

crew and superintendents when the condition of 

any equipment has deteriorated – not only on 

individual vessels but across an entire fleet. 

The installation on the CSAV Rio Blanco took 

place during a voyage from Vladivostok (Russia) 

to Pyongtaek (South Korea). During the voyage 

vibration monitoring measurement locations 

were prepared on-board for 40 fans. The data 

from these locations is collected by handheld 

vibration monitoring equipment, which is then 

downloaded into the on-board GL Machinery 

Manager system for further analysis. 

GL and SKF began co-operating on the 

development and implementation of this joint 

solution for condition monitoring of rotating 

auxiliary machinery on-board ships in May 

2011. GL and SKF experts also trained the crew 

in the use of the maintenance management 

software and the handheld unit, which was 

provided by SKF. “Owners are looking for ways 

to optimise their maintenance schemes. GL 

Machinery Manager enables them to avoid 

unnecessary open-up inspections, to lower 

the risk of unexpected break-downs, and to 

increase operating efficiency and performance 

through properly maintained equipment. The 


GL Machinery Manager software is on-board 

the car carrier CSAV Rio Blanco 

system will also improve the availability of their 

ships and save money, by allowing them to base 

maintenance work on the actual requirements 

of the individual piece of equipment – reducing 

unneeded maintenance and equipment 

replacement costs,” said Dr Torsten Büssow, 

head of GL’s Maritime Software business. 

GL Machinery Manager is a software and 

service package that supports ship owners, 

managers and operators in the implementation 

of condition-based maintenance processes. It 

allows for all of the information generated from 

online, offline (for example SKF’s handheld 

units), and visual inspections of machinery and 

equipment to be integrated into a common 

platform – irrespective of manufacturer. An 

early warning system alerts superintendents 

and fleet managers to potential problems, 

both in individual vessels and across the fleet. 

Measurements and recordings from the system 

can be transferred and collated in a central 

database onshore. 

This information can then be utilised to 

provide an overview of the status of a fleet, 

allowing for the easy comparison of vessels 

with the same equipment and the creation 

of maintenance performance benchmarks. 

“We believe in the advantages of meaningful 

data acquisition and its analyses to support 

maintenance strategies,” said Harald 

Schlotfeldt, Managing Technical Director of 

F. Laeisz. “We see the GL Hull Manager, which 

already runs on a number of our vessels, and 

now the GL Machinery Manager as logical 

add-ons to the GL Ship Manager software 

package, which we have had in fleet wide use 

for many years already. This was the motivation 

for us to work with GL on the prototype 

installation on-board CSAV Rio Blanco, one of 

our new 5,000 unit PCTCs.” 

Manfred Zimmermann, Superintendent of 

F. Laeisz, commented on the installation of the 

prototype: “My first impression of GL Machinery 

Manager is that it fits well into our systems. I am 

curious to see how the readings will develop 

over time and how large the effect will be on our 

maintenance and uninterrupted in-service periods.” 

The prototype test will soon be expanded to 

include online data from sensors monitoring 

the bearing condition of the CSAV Rio Blanco’s 

main engine. GL offers a survey arrangement 

‘Condition Monitoring’ which uses the condition 

information in the survey process and F. Laeisz 

already qualifies for this arrangement. F Laeisz 

can also use the system to generate annual 

reports for both internal, class and regulatory 

purposes. F. Laeisz was one of the first users of 

GL Ship Manager and is now also utilising GL 

Hull Manager on-board of several vessels of 

their fleet. 

GL Machinery Manager can work alongside 

GL’s Hull Manager system and interlinked with a 

planned maintenance system, such as GL Ship 

Manager, which will allow tasks to be managed 

from a single location. 

Condition monitoring 

system from SKF Marine 

SKF has announced the availability of the SKF 

Marine Condition Monitoring Kit. This kit includes 

everything that is needed to carry out reliable, 

simplified condition monitoring onboard ships 

and enables ship operators to take a first step 

towards condition-based maintenance. 

“The SKF Marine Condition Monitoring 

Kit is easy to set up, use and understand 

and can give early indication of possible 

problems. It simplifies maintenance and 

reduces maintenance costs”, says Anders Welin, 

Business Engineer, SKF Marine segment. 

With the SKF Marine Condition Monitoring 

Kit, even a non-trained user may interpret the 

results of vibration data measurements and


locate the source of the fault in the machinery. 

The marine-specific software with marine 

typical equipment models is loaded in the SKF 

Microlog Advisor Pro and is preconfigured 

to convert the measured data into an easyto-understand 

colour-coded result. The kit 

also includes a comprehensive step by step 

user guide to simplify the implementation and 

training of the crew. 

The system is more than a data collector as 

it has capability to do additional analysis of the 

machine, based on FFT (Fast Fourier Transform) 

frequency band analysis, to detect the most 

likely root cause of the fault, such as unbalance, 

bearing failures, gear failures, electrical failure in 

motors, hydraulic and aerodynamic problems. 

The SKF Marine Condition Monitoring Kit 

contains: 

• SKF Microlog Advisor Pro, a handheld 

monitoring device 

• SKF marine library models 

• Work instructions for setting up and operating 

the system 

• Software package, ARM (Analysis and 

Reporting software ) for reporting and 

trending (optional). 

It has been developed specifically for the 

demanding requirements of the marine 

industry and tough onboard conditions. It is 

well suited for use on a wide range of vessels, 

including container ships, ferries, ro/ro ships, 

fishing vessels, dredging vessels, tug boats and 

offshore supply vessel. 

The Rolls-Royce thruster to be installed on the Scottish ferries 


Scottish ferry orders for 

Rolls-Royce 

Rolls-Royce has won contracts to supply 

thrusters for two Scottish operators, Orkney 

Ferries and Western Ferries. The passenger/car 

ferry Hoy Head, operated by Orkney Ferries, 

will be equipped with Rolls-Royce thrusters, as 

part of a major refit also taking place at the 

Cammell Laird shipyard. The work will involve 

updating and lengthening the ship to increase 

vehicle capacity and the installation of a new 

propulsion system. 

James Stockan, Chair of the Orkney Islands 

Council’s Development and Infrastructure 

Committee, said: “It has been a long term 

aspiration of the Council to meet increasing 

demands on our South Isles ferry service, by 

alleviating congestion and providing increased 

opportunity to travel at the most convenient 

times. “I believe that lengthening of the vessel, 

and providing a new propulsion system, will 

provide stimulus to the local economy and 

prove to be of social and economic benefit to 

residents and visitors to Orkney’s South Isles. 

This is excellent news for the communities 

served by the Hoy Head.” 

The Hoy Head will return to service next year, 

operating its usual route between the Orkney 

mainland and the Islands of Hoy and Flotta. 

Meanwhile, Western Ferries recently 

announced the construction of two new ferries 

which will operate on the Dunoon to Gourock 

route, across the Firth of Clyde. The 50 m, 

double ended car ferries will each be equipped 

with a pair of Rolls-Royce US 105 CRP thrusters, 

which rotate through 360 degrees to propel 

and manoeuvre the vessels and are particularly 

suited to the quick turn-round operations of 

these vessels. 

Graeme Fletcher, Technical Director at 

Western Ferries, said, “Previous experience 

of these thrusters has shown them to be 

unsurpassed in tractability and efficiency. They 

will provide our skippers with outstanding 

control and manoeuvring characteristics 

that cannot be achieved by other designs. 

These vessels will deliver a truly optimised 

hull and propulsion package that will provide 

genuine demonstrable environmental benefits. 

Our customers and staff will appreciate the 

enhanced quality and safety provided by these 

new vessels on our busy route.” 

The ferries are being built by the Cammell 

Laird ship yard in Birkenhead and will be larger, 

faster and more fuel efficient than the vessels 

they replace. 

Rob McBurney, Commercial Director – 

Cammell Laird said, “Machinery selection for 

these new ferries was a joint effort and the 

Rolls-Royce thrusters were chosen because of 

the good operating experience, improved fuel 

consumption and manoeuvrability achieved on 

Western Ferries’ existing vessels Sound of Shuna 

and Sound Of Scarba.” SORJ

For example, a 100 m-long flat spiral spring, 

25 mm wide and 1 mm thick, will store 250 

Kwh of Energy, when the spiral spring is tightly 

wound around a 100 mm diameter hub, from 

a coil initially located in the periphery of a 

1,100 mm diameter drum. There is no limit to 

the size, which does not degrade and is also 

entirely ecological, as it contains no parts that 

could ever become toxic. 

The initial thought behind this innovation is 

for use on-board conventional (non-nuclear) 

submarines. An example of this is the Greek 

Navy submarine Papanikolis. The Papanikolis 

has two MTU 16V-396 engines, each 

developing 3.96 MW (about 5,200 hp). For 

submerged power it has two HDW PEM fuel 

cells, module BZM 120 of (120 kW x 2) each. 

The fuel cells can be replaced by Mechanical 

Batteries, of the same capacity costing very 

Mechanical Batteries 

The marine use of Mechanical Batteries 

As the maritime world continues to look at alternative fuel sources as oil reserves dwindle and regulatory initiatives force us 

to look to other means – the look at all types of alternatives continues unabashed. The Fuel Cell is one method by which an 

alternative means of propulsion power has been found – now an alternative to the Fuel Cell power supply is being discussed 

– the Mechanical battery. 

A patent for the Mechanical Battery was applied for in 2011 and the relevant final Patent Document is about to be issued 

shortly. The Mechanical Battery, which makes use of the ‘Mainspring’ principle to store potential energy in a flat Spiral 

Spring. The amount of energy stored is dependent on the length of the spiral spring, its width and its thickness. 

much less. The Mechanical Batteries do not 

degrade and need no maintenance when idle 

for a long time. As there is no practical size limit 

to the Mechanical Battery, the fuel cells can be 

replaced with Mechanical Batteries of the same 

power as the Main Engines. The Mechanical 

Batteries weigh less, need less space and cost 

a fraction of the cost of conventional batteries 

(Fuel Cells). 

The ‘ILIOS Green Battery’ is entirely 

mechanical. It utilises the ‘clock-mainspring’ 

principle to store ‘potential’ energy, by altering 

the configuration of a compacted flat spiral 

spring. The compacted spiral spring is placed 

tightly inside the periphery of a shallow openended 

drum. The drum has teeth on the outer 

edge and a hollow spindle at its center. The 

drum spindle fits inside a hollow ‘Hub’ that is 

part of a toothed disc of the same diameter 

Examples of different sizes of Mechanical Batteries, suitable for various uses are given in this table 

as the drum. The drum spindle and Hub are 

separated coaxially by ball bearings, so that 

they may rotate independently. 

A shaft goes through the hollow drum 

spindle, separated by a set of corresponding 

ball bearings. In this manner the drum and hub 

combined, can rotate around the shaft, which 

is fixed to journals in the holding frame of the 

device. One end of the spiral spring is attached 

to the outer rim of the drum – the other end is 

attached to the hub. When the drum is rotated 

in order to wind the spiral spring around the 

hub, the hub is kept static relative to the drum. 

When the spiral spring is tightly wound around 

the hub and it is required to unwind, it is the 

drum that is kept static. 

Energy is stored when the spiral spring is being 

wound around the hub, by an external force. This 

is achieved by rotating the drum with a motor 


Mechanical Batteries 

In the cog and chain driven version, which 

ended up being more practical, the spiral spring 

is compacted in the upper part of the 360 mm 

diameter and 60 mm deep Drum (the orange disc) 

through a cog, or a cog and chain, while the hub 

is kept static, or vice versa. The total amount of 

energy stored in a spiral spring, is the cumulative 

force required to compact it tightly around a hub, 

from its original compacted configuration in the 

periphery of a drum. 

When the hub is free to unwind so that the 

spiral spring can return to its original configuration 

in the drum, the ‘potential’ energy released is 

harnessed to drive any desired device, such as 

an alternator, a generator, a vehicle, a propeller, 

or any other mechanical device. The size of the 

flat spiral spring and the diameter of the drum, 

depend on the amount of energy that needs to be 

stored. The diameter of the hub is related to the 

thickness of the spiral spring. 

For example, when a spiral spring 50 mm 

wide, 1 mm thick and 60 m long, compacted 

to an outer diameter of 358 mm, is placed in 

a drum of 360 mm inside diameter and is then 

wound tightly around a 60 mm diameter hub; it 

will store in excess of 1Kwh of energy. 

A spiral spring 50 mm wide, 1 mm thick 

and 600 m long, housed in a drum 850 mm 

in diameter, when wound tightly around the 60 

mm diameter and 70 mm long hub, will store 

10 kWh of energy. This device weighs about 

120 kg and will cost about €980 to make. A 

The 12v DC Motor rotates the drum, winding the 

spiral spring around the 60 mm diameter and 

70 mm deep hub (the green disc) 


spiral spring 400 mm wide, 2 mm thick and 

1,000 m long housed in a 1,850 mm diameter 

and 500 mm deep drum, when wound tightly 

around a 120 mm diameter and 600 mm long 

hub will store 500 kWh of energy. This device 

weighs 2,580 kg and will cost around €28,000 

to make. 

In fact there is no practical limit to the size 

of a Mechanical Battery, while the cost is very 

competitive in comparison to a corresponding 

Lithium-ion, or any other kind of ‘wet’ or ‘dry’ 

battery. It is also relatively easy to construct. 

It is also entirely ecological, as there are no 

potentially toxic parts. 

The energy stored in a Mechanical Battery 

does not degrade with the passage of time. 

For example, when 

a spiral spring 50 

mm wide, 1 mm 

thick and 60 m long, 

compacted to an 

outer diameter of 

358 mm, is placed in 

a drum of 360 mm 

inside diameter and 

is then wound tightly 

around a 60 mm 

diameter hub; it will 

store in excess of 

1Kwh of energy 

The Mechanical Battery can be cycled more 

than 10,000 times. 

The attached photographs show a model 

made (on the frame of a bicycle) to demonstrate 

the ease and practicality of constructing a 

Mechanical Battery. Both versions – cog driven 

and cog and chain driven were tested. In the 

cog and chain driven version, which ended 

up being more practical, the Spiral Spring is 

compacted in the upper part of the 360 mm 

diameter and 60 mm deep drum (the Orange 

disc). This Spiral Spring is 50 mm wide, 1 mm 

thick and 60 m long. The 12 v DC motor 

rotates the drum, winding the spiral spring 

The Mechanical battery spiral spring attached to 

the hub 

around the 60 mm diameter and 70 mm deep 

hub (the Green disc). The chain driven nonreturn 

ratchet keeps the hub static relative to the 

rotating drum. This device weighs 17.5 kg and 

would cost less than €250 to assemble. 

The potential energy imparted to the spiral 

spring, when released, to power a 220 v 

alternator driven by the hub (not shown), 

delivers more than 1 kWh of electrical energy. 

The rate at which the energy is delivered 

depends on gearing. 

When the ‘ILIOS Green Battery’ is used 

to drive an ‘Electric’ propeller-driven boat, 

the energy required to be delivered is not 

necessarily continuous so that the gearing in this 

case is rated and controlled accordingly. 

When the object is not in motion, there is 

no energy loss, as the spiral spring does not 

degrade. The Mechanical Battery can be 

made to any desired size – it may even replace 

conventional batteries to power all types of 

boats. The ‘ILIOS Green Battery’ is much lighter 

and occupies less space than the corresponding 

conventional batteries – a significant advantage 

when powering ‘electric’ boats. From present 

indications a Mechanical Battery with stored 

energy equivalent to 128,000 hp, would only 

weigh 10 tons and have a size of 2 m x 2 m 

and be just over half a meter wide. 

This is made possible by the extraordinary 

property possessed by flat spiral springs, as 

doubling the thickness, increases the energy 

storage capacity eightfold. This is seen in the 

attached formulae for spiral torsion springs 

where it is shown that torque is related to the 

thickness cubed (t³). This was verified during the 

tests by using a spiral spring 0.5 mm thick. The 

resultant energy storage capacity was just over 

1 hp, one eighth of that with the 1 mm thick 

spiral spring. 

Furthermore a Mechanical Battery is 

relatively easy to construct and it is also entirely 

ecological, as there are no potentially toxic 

parts. In addition, the energy stored in a 

Mechanical Battery does not degrade with the 

passage of time and it can be cycled more than 

10,000 times. SORJ

Baie St Paul – one of the CSL newbuildings 

Nine CSL newbuilds 

eliminate stern tube 

oil usage 

The drive for pollution free ships continues 

as Canada’s CSL Group eliminate oil from 

the stern tube and equip nine of their latest 

new builds with seawater lubricated propeller 

shaft bearings. CSL has specified non-metallic 

propeller shaft bearings that use seawater rather 

than oil to lubricate the shafts on the Trillium 

Class vessels built at Chengxi Shipyard and 

Yangfan Shipyard in China. 

Following the successful retrofit and operation 

of Thordon water lubricated propeller shaft 

bearings on the CSL Acadian (converted in 

2006), CSL will install a similar package on all of 

its new buildings. These new builds include three 

Panamax (71,900dwt) self-unloader bulk carriers, 

four (35,500dwt) Great Lakes self-unloader 

bulk carriers and two (36,000dwt) Great Lakes 

bulk carriers. The new builds fall under CSL’s 

trademark Trillum Class which symbolically 

mirrors the three legs of CSL’s sustainability 

philosophy as well as represents the three 

advantages the vessels provide, namely in the 


Services 

areas of Energy, Efficiency and the Environment. 

“The Trillium Class design includes many 

industry leading efficiency and pollution 

reduction features. Eliminating any possible 

source of pollution was given a high priority 

when designing these vessels”, says Kevin 

Begley of CSL International. 

The pollution of the world’s oceans and 

seas has become a matter of increasing 

international concern for many ship owners. As 

stricter environmental legislation and improved 

pollution detection methods are becoming the 

norm in Canada, the United States of America 

and the European Union, ship owners like CSL 

are looking for new ways to reduce all sources 

of pollution from their ships. Choosing seawater 

lubricated propeller shaft bearings and greasefree 

rudder bearings are just a few ways ship 

owners can ensure future compliance with any 

pending zero discharge legislation. 

New contracts for 

Scana Propulsion 

Scana Industrier ASA has through its subsidiary 

Scana Propulsion AS, has signed new contracts 

with Norway’s Myklebust Verft and Taiwan’s 

Rong Tai Trading, Taiwan, for delivery of 

propulsion equipment at a total value of 

NOK35m. 

The contract with Myklebust Verft AS is for 

delivery of gear- and cp propeller system with 

control system for a new seismic vessel for Sanco 

Holding AS. The vessel will be delivered first 

quarter 2014, and is of Skipsteknisk Design, 

ST324. The order is an exercise of the option 

from the contract signed June 2011 for the first 

vessel to be delivered June 2013. The propulsion 

system from Scana Propulsion is a diesel 

mechanical twin screw system type EACG 115/ 

TS1250, driven by four MAN 8L32/40 diesel 

engines. Delivery is planned for first half 2013. 

Scana Propulsion has established a strong 

position as a supplier of advanced and tailor 

made propulsion systems for seismic- and larger 

offshore vessels, and is proud to be selected 

by Myklebust Verft and Sanco Holding for yet 

another delivery. 

The contract with Rong Tai Trading Co Ltd, 

Taiwan is for delivery of Scana propulsion system 

comprising a twin screw gear, propeller, tunnel 

thruster and control system. The propulsion 

system is an ACG 105/980H driven by two 

14V32/40 diesel engines, and the tunnel 

thrusters are of CPT 1,25D type. The equipment 

is planned for delivery the first quarter of 2013.

The Chinese-built dredger 

The vessel is a 10,000 m 3 dredger to be built at 

Jiangdong Shipyard in China. Scana Shanghai 

Trading will perform project follow-up and startup 

of the system in China. 

News from WSS 

Norway’s Wilhelmsen Ships Service (WSS) is 

helping clients execute voyages through the 

Northern Sea Route (NSR) as this new trade 

lane begins to open up new opportunities for 

shipping. WSS is working with Russian Arctic 

shipping specialist Rosatomflot for ice-breaking 

assistance and has developed a programme to 

assists clients with technical, legal and insurance 

preparations they must satisfy to make the 

journey safely. The NSR is currently open 

between 1 July and 1 November, but holds 

out the long-term prospect of a faster route 

between Northern Europe and North Asia/ 

Alaska, cutting the journey time on an Europe- 

Asia voyage from 34 days to 22 days. This 

has the potential to provide substantial savings 

in fuel consumption and emissions, as well 

as hastening the development of oil and gas 

reserves in the Arctic. 

WSS Ships Agency Service Manager Eivind 

Jespersen said: “Our experience is that 

many shipowners are closely following the 

development of the Northern Sea Route. Until 

now they have been reluctant to pursue this 

Services 

interest until their concerns are resolved. WSS 

Norway in partnership with WSS Russia is able 

to offer expert advice and assistance necessary 

to make voyages through the NSR a reality.” 

The average cost for a single NSR passage is 

about 10% greater than a Suez Canal transit, 

however this is negotiable for multiple transits. 

Each transit is considered a separate project 

as to preparations, such as application for 

permission to the Russian authorities, equipment 

and crew training. Issues that owners need 

to be aware of before navigating the NSR 

include amendments to the terms of their P&I 

and hull and machinery insurance cover. In 

addition, paper charts and publications are in 

Russian only and ice pilots do not always speak 

languages other than Russian. 

To make the journey, all vessels must comply 

with Russian rules for the NSR, including its 

guide and regulations for navigation and 

pilotage as well as requirements for vessel 

design and construction, ice operations and 

knowledge of tariffs for icebreaking services. 

At present it takes two to three weeks to get 

a ship accepted to transit the NSR and the 

vessel nominated must be the highest, 1A ice 

class. WSS will act as agent only for principals 

requesting NSR transit and the principal will 


Services 

Jason Chew 

issue a letter of authorization to WSS which will 

negotiate the transit on their behalf. 

WSS is expanding and upgrading its service 

stations in Shanghai and Guangzhou in direct 

response to market demand for Fire, Rescue and 

Safety (FRS) services says Jason Chew, General 

Manager China. “As demand for professional 

Fire, Safety and Rescue services in China 

continues to grow at a fast pace, we are recruiting 

and training a team of qualified technicians 

to service our customers. In addition, we are 

expanding our capabilities across China to 

provide our solutions to local customers, as well 

as continuing to support international vessels.” 

As part of the expansion programme, WSS’s 

Guangzhou workshop has been relocated and 

its capacity increased to 850 m 2 , now including 

storage and space to enable the servicing of 

120 liferafts every month. In addition, six highly 

trained in-house service technicians and three 

service vehicles manage service jobs throughout 

Southern China. 

WSS’s service station in Shanghai is located 

on the outskirts of the city and houses both 

safety and liferaft servicing facilities for the 

Central China region. The station has eight 

service technicians and handles over 100 

orders per month. Following its recent upgrade, 

“We are expanding 

our capabilities across 

China to provide 

our solutions to local 

customers” 


the workshop has increased to 986 m 2 in size, 

to include a 90 m 2 training area and five sets 

of training skids including CO 2, Dry Powder, 

Foam, LAFF and MO2. In addition, the training 

facility can accommodate up to 21 people. 

Meanwhile, WSS is helping shipowners 

prepare for the concentrated Port State Control 

(PSC) inspection campaign on fire protection, 

detection and extinction equipment, which began 

on 1 September. The Concentrated Inspection 

Campaign (CIC) by the Paris and the Tokyo 

Memoranda of Understanding (MoU) on Port State 

Control, will run for three months and is designed 

to ensure compliance with SOLAS Chapter II-2, 

covering fire fighting arrangements on-board ships. 

To support its customers throughout the 

campaign, WSS is providing access to its 

new web catalogue for safety products which 

enable users to access and quickly download 

safety equipment instruction manuals and their 

certificates. WSS has also increased stocks of 

critical safety products and spares at key ports 

whilst the programme is in force. 

ISS acquires Belship 

Inchcape Shipping Services (ISS) has expanded 

its operations into Mauritius, with the acquisition 

of Belship Co Ltd. Renamed ISS Belship, this 

marks ISS’ first venture in the country and is 

based in the capital, Port-Louis. Belship Co 

Ltd was founded in 1996 and ISS Belship will 

continue to offer established services including 

marine and offshore agency, logistics and 

freight forwarding, as well as introducing a 

wider portfolio of global service offerings. The 

ISS Belship team in Port Louis is headed by 

General Manager Arnaud Teycheney, who was 

a former shareholder of Belship and is loyally 

supported by his team of experienced staff. 

The acquisition is ISS’ seventh opening during 

a formidable period of growth for the company 

this year. Mauritius is viewed as an increasingly 

strategic location which is well situated on 

major shipping lanes. Bunkering and transfer of 

security personnel are both seen as tremendous 

growth opportunities for the business. All 

clients will now have the advantage of local 

expertise and knowledge, combined with ISS’ 

global network, systems, and infrastructure and 

compliance standards. 

Allan Vermaak, Vice President – Special 

Projects said: “We are very pleased to open 

ISS Belship in Mauritius not only to further our 

expansion in the region but to support our 

clients with our extensive range of integrated 

maritime, cargo and vessel supply chain 

solutions, developed to maximise efficiencies 

within their operations and improve business 

performance and profitability.” 

Plastic Surgeon 

goes global 

The UK-based cosmetic repair specialist 

Plastic Surgeon can now claim to be a global 

force in facilities management after reaching 

agreements to carry out maintenance work for 

major cruise lines, while the ships are sailing to 

destinations such as the Mediterranean and the 

West Indies. 

Plastic Surgeon is the cosmetic repair 

specialist for damage to – plastic and GRP, 

woods and veneers, stone and brick, ceramics 

and enamel, glass and glazing, metals and 

foils, and other surfaces. Plastic Surgeon’s 

Managing Director, Rob Mouser comments: 

“These liners are in dock only for a day or 

less, for changeover and taking on supplies, 

so we have entered agreements to have riding 

crews of Finishers sail with the ships to carry 

out cosmetic repairs to the cabins and public 

areas. The ship’s management arrange with the 

passengers a time window when work can be 

carried out and our Finishers are accompanied 

by a steward, who is present to ensure 

everything is left perfectly clean and tidy, as if we 

had never been there. 

“The Finishers set off with the equivalent of 

the stock from two of our vans and therefore 

have all the materials and equipment required 

to carry out any repair they come up against: 

it having been agreed that they will inspect the 

cabins for any blemishes beyond the job they 

have been tasked to do. So they might be asked 

to repair a chipped sink or shower tray and then 

also carry out a wood grain repair to a piece of 

furniture. It is a new challenge for us, logistically, 

but one we are equal to.”

Hornbeck selects 

GL Noble Denton 

Hornbeck Offshore Services (HOS) has selected 

GL Noble Denton to undertake dynamic 

positioning (DP) assurance services across 

the company’s technologically advanced 

fleet of vessels. GL Noble Denton’s team of 

DP engineers will support HOS to further 

develop internal dynamic positioning operating 

standards across 55 DP-capable offshore 

service vessels and a fleet of new-build platform 

services vessels that HOS has announced will 

be delivered in the second quarter of 2013. 

GL Noble Denton offers DP testing and 

assurance services to operators across the 

global offshore industry ensuring the safety, 

upkeep and proper function of this state-ofthe-art 

technology and the application of 

the procedures necessary to support safe DP 

operations. In addition to developing a robust 

set of DP operating standards in conjunction 

with HOS, GL Noble Denton’s Houston-based 

marine warranty engineers and assurance team 

will deliver a major package of failure mode 

and effects analyses (FMEA), proving trials, 

annual DP trials, and capability analyses to the 

Hornbeck fleet. 

Carl Annessa, Hornbeck Offshore Services’ 

Chief Operating Officer, said: “Hornbeck 

Offshore Services has a clear vision to remain 

at the forefront of the dynamic positioning 

The offshore service vessel HOS Coral 

quality assurance sector. GL Noble Denton 

is widely regarded as a thought leader in this 

sector, and we are pleased to partner with them 

to maintain our position as the premier operator 

of DP-equipped offshore petroleum support and 

service vessels.” 

Craig Reid, GL Noble Denton’s Dynamic 

Positioning Services Manager for the Americas, 

added: “Hornbeck Offshore Services has taken 

a proactive approach to ensuring its fleet sets 

the benchmark for operational best practice in 

dynamic positioning. We are delighted that GL 

Noble Denton has been selected to help them 

achieve this. “By sharing our expertise in this 

rapidly-developing sector, we will help to ensure 

that the DP systems on-board the company’s 

fleet of vessels adhere to industry-leading 

standards in safety, integrity and performance.” 

Royal Navy contract 

for Pyeroy 

Industrial support group Pyeroy continues to 

grow its services to the marine sector after 

winning the £1.1m contract to support the multimillion 

pound refit of the Royal Navy’s Trident 

ballistic missile submarine HMS Vengeance. 

HMS Vengeance is the fourth and last of the 

Vanguard class submarines to undergo a Long 

Overhaul Period and Refuel (LOP(R)) – a project 

that will take around three and a half years and 

Services 

involve over 2,000 personnel. 

The Pyeroy contract, being undertaking 

at Babcock’s Devonport Royal Dockyard 

facility, will involve operatives providing access 

scaffolding and containment systems around the 

vessel to enable the refit work to be undertaken. 

Jack Hayton, director of Pyeroy’s Marine 

Division, said: “Scaffolding for access to the 

vessel’s hull is underway and this is another 

major contract for Babcock that showcases the 

skills and workmanship of our workforce.” 

The latest contract win follows an earlier 

£400,000 contract to support the refit of 

the Royal Navy’s Trafalgar-class submarine 

HMS Torbay at Devonport. Pyeroy is also 

undertaking work for Babcock at Rosyth and 

is also supporting work, including painting, 

on the Queen Elizabeth aircraft carriers under 

construction in yards around the country. 

The HMS Vengeance work is being 

undertaken by the Plymouth office of Pyeroy, 

which has eight operating centres located 

around the UK and Ireland, including the 

Gateshead head office, and employs 1,350 

people. The company operates in the 

industrial, construction and marine markets, 

providing a range of services covering contract 

scaffolding and equipment hire, surface 

preparation and application of marine/ 

industrial protective coatings, insulation, 

civil engineering and building works and 

environmental management services such as 

asbestos removal. 


Services 

HMS Vengeance (see previous page) 

New balcony decking 

systems from Bolidt 

Bolidt has extended its range of composite decking 

for cruise ship balconies to offer a new option 

for owners and shipyards looking to replace 

conventional teaks where cost is the key constraint. 

The Dutch specialist in synthetic products 

and systems has patented the ‘Smart Balcony’, 

formed of a series of composite ‘planks’ that 

can be interlinked and installed to cover a 

standard balcony in under 15 minutes by just 

two persons, without any noise, smell or mess. 

Smart Balcony is offered as an alternative to 

the liquid-pouring product ‘Future Teak’, whose 

uptake has seen Bolidt establish a commanding 

position in strategic cruise shipbuilding markets. 

Teak cruise ship balconies are notoriously 

difficult and costly to service, and liquid-poured 

techniques using synthetic decking remain a 

major step forward. However, the Smart Balcony 

alternative is distinguished by the shorter 

application time required and thus lower cost 

when a ship is in drydock. Critically, renovation 

can also be carried out during a cruise. 

Smart Balcony can be installed during a 

voyage either by a riding squad or by trained 

crew members. The materials can be carried by 

two men through the ship and installed while 

the cabin is unoccupied, for example while the 

passengers are on a shore visit. 

Bolidt Shipbuilding Division Global Director 

Jacco van Overbeek says: “Balcony renovation 

is a well-known problem in the cruise sector. 

Renewing traditional teak balconies is the 

problem. Liquid poured balconies by Bolidt 

are still a solid and proven system, but Smart 


Balcony system is our latest innovation, saving 

sanding and drying times. We believe that 

Smart Balcony offers the cruise industry a 

new alternative to what has been a difficult 

maintenance problem for many years.” 

Smart Balcony has been developed in 

response to requests from a number of cruise 

lines already using Bolidt decking systems. 

“Our customers asked us for a product that 

would reduce installation times and help keep 

their ships in service longer,” says Jacco. “Smart 

Balcony offers a number of other advantages. 

For example it is much easier to clean and 

maintain than liquid systems and the crew can 

replace any damaged planks themselves in 

a matter of minutes. Smart Balcony is much 

harder wearing than traditional systems. It 

is also designed to meet stringent anti-slip 

standards, conforming to DIN 51097 and DIN 

EN 13451.” 

For a complete vessel refit, Bolidt will deliver 

a Smart Balcony pack measured to fit each 

balcony onboard. Jacco says: “We will provide 

the riding squad with training in advance 

and offer onboard training to crew members 

for repairs during a voyage.” The standard 

dimensions of the Smart Balcony sections are 

3 m x 20 mm x 100 mm, weighing 1.4 kg/m. 

Bolidt recently carried out a trial installation 

of Smart Balcony on Norwegian Cruise 

Line (NCL)’s Norwegian Sun, covering four 

balconies. Owner feedback has been positive 

and discussions are underway covering a more 

extensive project. A trial installation has also 

been agreed with Royal Caribbean Cruise 

Line (RCCL). Bolidt is evaluating the potential 

for adapting Smart Balcony for other refit 

applications, including sun deck terraces on 

ferries and smaller river cruise deck areas. 

Product development 

from Cargo Care 

Solutions 

Hatch cover and ro/ro-equipment specialist 

Cargo Care Solutions has unveiled its latest 

product development during this week’s 

popular SMM exhibition in Hamburg, Germany. 

The UltraPad, a new type of polymer-based, 

self-lubricating hatch cover support pad has just 

received a type approval from Germanischer 

Lloyd in recognition of its low wear and low 

friction characteristics. 

The UltraPad features an improved locking 

pin mechanism preventing loss of the pads. The 

very low friction rate means the UltraPad has 

a smooth sliding feature resulting in low noise 

operation. UltraPad has the lowest wear rate 

available on today’s market, ensuring the pad 

has a longer lifetime. Easy wear detection adds 

to the pad’s safety, making it easy to determine 

when it needs to be changed and therefore 

avoiding the damages which can occur to the 

hatch cover and coaming structure when a 

worn support pad is not replaced in time. 

Peter Peltenburg, Group Director of Cargo 

Care Solutions, says: “This new hatch cover 

support pad represents excellent value for 

money for ship owners and managers – up 

to a 40% saving. In today’s market with tight 

margins this will certainly be a real benefit.” 

The UltraPad can be used as replacement for 

other traditional types of hatch cover support 

pads and is available in a range of sizes to meet 

customer’s needs. 

Beele Engineering carries 

out tests to Dynatite 

sealing system 

The Dynatite sealing system has been 

successfully exposed to a series of hydrostatic 

shock tests, withy pressures up to 15 bar, which 

were carried out under survey of American 

Bureau of Shipping (ABS). 

The test started with shock pressure of 5 

bar to be hold for 30 mins, then releasing 

the pressure, followed by a shock pressure of 

10 bar to be hold for 30 mins, releasing the 

pressure and finally a shock pressure of 15 bar 

to be hold for 2 hrs. The pressure was released 

for 30 mins and then once again 15 bar shock 

pressure was applied and hold for 30 mins. 

Per 30 mins the pressure was decreased in 

intervals of 5 bar to finally 1 bar, bringing the

total test time/plug up to 6 hrs. Each plug series 

has been exposed to five pressure tests, using 

per series smallest size (testing minimum and 

maximum tolerance, medium size (dto) and 

largest size (nominal). 

The Dynatite sealing system comprised 

Dynatite sealing plugs, Dynatite flanged conduit 

sleeves and Nofirno gaskets. In this case 

also the Nofirno gaskets are exposed to the 

extremely high shock pressure loads. 

The system is developed for instantaneous 

(dynamic) pressure loads and can be used also 

for static pressures. The system can be used in 

many hazardous areas as blast walls, explosion 

proof areas, subsea applications and all those 

situations where a (sudden) substantial pressure 

might arise and a high degree of (instantaneous) 

tightness of the sealing system is required. 

For optimum performance on long term, the 

combination of the Dynatite sealing plugs with 

the exact fitting, non-corroding Dynatite conduit 

sleeves for welding, bolting or screwing have 

to be used. The Dynatite conduit sleeves have 

been tested successfully according to a standard 

Salt Fog test and will show no corrosion during 

a 20 years seawater environment exposure. 

Furthermore the conduit sleeves guarantee 

sliding performance on very long term due to the 

passivation process and the additional coatings. 

Beele Engineering is a specialist in the field 

of sealing solutions for the fire-resistant and 

gas- and water-tight sealing of cable and pipe 

penetrations. The company distinguishes itself 

by continuous R&D and innovation, advanced 

production technology and first-class service. All 

products from Beele Engineering are developed 

and produced according to an integrated 

approach of fire safety and water tightness. 

The Dynatite system 

The components are produced in in-house 

production facilities according to a stringent 

ISO quality system. 

New division for 

SRO Solutions 

UK-based SRO Solutions has just launched a 

new marine on-board services division offering 

fully qualified marine engineers to help customers 

ensure their on-board systems are operating 

at maximum efficiency. This new division is a 

natural result of our many years of experience in 

the marine sector and builds on the successful 

completion of similar projects carried out for 

major shipping companies in the US and Europe. 

The original team of four highly-skilled 

Services 

consultants has been doubled as SRO 

managing director Steve Driver explained. 

“Based on our understanding of the needs of 

our customers we have developed a process 

and programme for training staff to the high 

standards expected within the maritime industry. 

This means that they will be accepted by the 

customers to go on-board their vessels and be 

productive immediately and able to work closely 

with the on-board personnel.” 

He continued, “not only is the logistics of 

flying people to sit on lengthy onshore training 

courses very complicated, quite often the costs 

involved become restrictive, so much so that it 

becomes impractical to do so. By putting the 

trainer on the ship, not only does this ensure 

a very efficient and focussed way of working 

but it also ensures the overall costs are kept 

to a minimum. So far the feedback from the 

ships has been excellent with most people 

much preferring to be trained in their own 

environment, by like-minded engineers, using 

their own systems and data.” 

The new division is already able to offer 

a complete portfolio of on-board services 

including CMMS training, asset management 

commissioning, inventory optimisation services 

as well as a wide range of training options for 

on-board personnel. Steve Driver concluded, 

“in addition to providing our existing customers 

with continued regular on-board IBM Maximo 

and AMOS services, training and resources, 

we recently started a new service providing 

on-board inventory services for a US based 

tanker operator of over 20 ships. “For the past 

few months we have worked closely with this 

customer to scope and design the process and 

familiarise our team with their requirements. The 

project will run for 12 months with the first SRO 

marine on-board services team due to join the 

first two ships by the end of September.” SORJ 


Underwater view of cofferdam over the hull plate repair area 

UMC International 

continued growth 

The summer months of 2012 have continued 

to see further growth for UMC across all 

geographic markets and products ranges. Extra 

engineering and diving staff have been brought 

on-board to support the increased demand and 

there has been steady ramp up in the supply of 

specialist equipment to supply UMC increased 

project commitments. UMC has enjoyed 

particularly success in the Middle East, the Far 

East and offshore in the European North Sea. 

UMC International is a fully accredited 

provider of underwater maintenance, repair 

and support services for all forms of vessels 

and offshore rigs and platforms. The company 

started in this line of business over 40 years 

ago, at which time it was at the very forefront of 

providing underwater engineering and as such 

developed many of the capabilities that are now 

considered routine throughout the world. More 

recently and particularly so in 2012 it has used 

its experts in afloat ship and rig repair to secure 

significant business in the related markets of 

afloat and underwater marine construction. 


Underwater Repairs 

Since 2006, UMC International has been 

part of V Group, which offers an extensive range 

of ship management and related services to 

the shipping, leisure and offshore industries as 

a leading maritime outsourcing operation. The 

Group currently provides a broad range of services 

to a managed fleet of over 1100 vessels via an 

extensive network of offices across the globe. 

UMC International is similarly global in its 

own activities, where, alongside its headquarters 

in the UK, it maintains offices in regional hubs 

including Southampton, Bahrain, Singapore, 

Rotterdam, and Dubai. Likewise, through these 

hubs UMC International has established a 

network of approved partner companies, which 

enables it to deliver its services to 300 different 

locations, both offshore and inshore. 

The company’s overall aim in offering 

these types of afloat and underwater services 

is to effectively provide savings to owners and 

operators by reducing the amount of vessel 

downtime for maintenance or by ensuring that the 

vessel is operating as per its design specification 

therefore reducing operational costs. 

Throughout much of this year UMC has been 

involved executing substantial contracts for the 

project management of two major cofferdam 

design, fabrication and installation projects; one 

off the West Coast of India for the Oil and Gas 

market and the other in Singapore in support of 

major dry dock extension. 

The contract in India involved UMC working 

with the Mumbai based EPIC contractor Dolphin 

Offshore Enterprises to provide a 16 m diameter 

6 m deep, 120 t cofferdam to support the 

offshore afloat repair of Jacket Rig spud can. 

The Singapore based contract, which is 

on-going, involves the design, fabrication 

installation of two substantial cofferdams each 

14 metre deep and extending more 7 metres 

along the side of each dock wall. Working 

around a busy docking schedule a challenging 

project plan has been established, which will 

involves a UMC team of up to 25 on sight over 

period of several months. 

UMC has been busy in the naval support 

market as a through life afloat maintenance 

supplier. Services for the afloat repair 

and maintenance of in-service warships 

for various naval customers have been 

delivered in Continental Northern Europe, 

UK, Mediterranean, USA, Middle East, and 

SE Asia. Services supplied have included: 

the underwater repair and replacement of 

propellers, propeller cones, rope guards and 

rudders; afloat stern seal maintenance; the

emoval of stabiliser (in dock and afloat) for 

bearing and gland packing inspection and 

replacement; hull mounted sensor installations 

and upgrades; ICCP reference cell and anode 

replacements; hull coating repairs underwater; 

hull plate replacements and repairs; as well 

as a comprehensive programme of propeller 

polishing, hull cleaning and inspection. 

A key customer group for UMC has always 

been the drydock owner and operator. UMC’s 

services are most commonly used to support the 

dry docks with afloat repairs, which in turn helps 

optimize the through put and use of the dry 

dock. UMC is also been used to support the 

repair and modification of numerous docks. 

In the Middle East UMC Dubai offices are 

located inside the Drydocks World – Dubai 

(DDW-D) – an ideal location for supporting the 

needs of the huge throughput of vessels which 

visit the shipyard. The collocation with DDW-D 

allows UMC to supply seamless support for 

vessels – pre, during and after docking and 

indeed for the many vessel’s that do not dock 

down but are supported by the DDW-D Afloat 

Repair Division. This work often involves the use 

of cofferdams to provide dry enclosures to allow 

permanent hull plate repairs to be executed. 

Internal view of repair with insert plate positioned ready for welding. 

A typical example is a repair undertaken 

during the summer. UMC Divers placed a 

cofferdam, which was 1,200 mm x 1,200 

mm, in way of the repair as directed by the 

Afloat Repair Team Foreman. Having correctly 

positioned the cofferdam the water was then 

evacuated by the use of a submersible pump 


constituting a vacuum and suction, which 

provided integrity to the cofferdam. The 

progress was reported to the Afloat Repair 

team that the cofferdam was in place, secure 

and ready for internal work and its integrity was 

sound. At this point while the internal cutting 

operation was in progress three more cracks 



Hull plate repair cofferdam ready for installation. 

were found on the internal plating, which were 

out of the present cofferdam placement. It was 

then advised by the attending class surveyor to 

provide a bigger cofferdam to cover the repairs 

for the new found cracks on shell plating. 

Doubler plates were then welded on the area 

where the initial incision was effected while 

waiting for delivery of the newly fabricated 

2,500 mm x 1,500 mm cofferdam after which 

the 1200mm x 1200mm cofferdam was shifted 

to the new location, pumped out dry for the 

proposed 500 mm x 500 mm insert plate repair 

The third day on site the delivery took place 

of the cofferdam with internal dimensions 

of 2,500 mm x 1,500 mm. This was duly 

refurbished and fitted with all the needed 

accessories by the attending divers and 

subsequently positioned on the area where the 

1,600 mm x 400 mm x 16 mm insert plate 

repair is to be affected. Once cofferdam was 

confirmed dry, internal work began. 

Another typical but more substantial repair 

was the installation of an 11 ton cofferdam to 

allow the ARD team undertake hull plate repairs 

following a collision at sea. The damaged 

shell plating to be removed was approximately 

7m x 2.9m that started just above the turn of 

bilge requiring the cofferdam to be fabricated 

with curvature to give a good seal against the 

ship’s hull. UMC’s Design team, using the shell 

expansion plans, provided a cofferdam design, 

which was fabricated locally by the ARD. During 

the cofferdam fabrication ARD started working 

inside the hull to prepare the internal structure 

for the repair. 

UMCs Middle East General Manager, 

stated, “We needed to fabricate a cofferdam 

approximately 8 m x 4. 5m to allow fitting 


onto good plating to allow the hull steel to 

be replaced. Due to the curvature to the shell 

plating in way of the repair area the bottom of 

the cofferdam has a stand-off from the turn of 

bilge of approximately 10 cm to 20 cm forward 

to aft and the cofferdam weight was going to be 

approximately 11 tons.” 

The work was carried out whilst the vessel 

was alongside in Dubai and UMC divers were 

on-site initially and on stand-by day-and-night 

throughout the five day internal repair operation 

to ensure that the rig and all internal repairs met 

with the customer’s exact requirements. 

After the initial cofferdam fit up ARD then 

rolled steel and added this to the cofferdam to 

take up the curvature in way of the turn of bilge. 

UMC divers then fixed the cofferdam in place 

using shore side cranes. Once the water was 

evacuated and the cofferdam’s integrity was 

confirmed safe to work in, ARD were able to 

start the cutting of the external shell plating both 

internally and externally from inside the open 

top cofferdam. 

On completion of internal repairs NDT and 

a Class Survey were carried out and confirmed 

as acceptable. “These operations are typical of 

the repair work we are looking at on a regular 

basis, for drydock, shipping and offshore 

customers around the World.” said Managing 

Director, Alan Trevarthen. 

No one likes surprises 

But everyone knows that the shipping business 

is full of surprises. Typically these surprises aren’t 

positive. As was the case for a tanker ship 

operator who was performing his class required 

in-water inspection in the lower Caribbean 

and found a very unpleasant surprise; a large 

gaping hole at the turn of the bilge. 

A spokesman for SSA said – “Considering the 

extent of the damage and the fact that the vessel 

was fully loaded with cargo, an emergency 

repair was required. Temporary versus 

permanent repair options were considered, 

but in the end the client wished to perform a 

permanent repair to avoid any unnecessary 

drydocking of the vessel after the cargo was 

delivered. The vessel moved to Curacao in order 

to minimise the mobilisation cost for equipment 

and personnel to the remote Caribbean island. 

“As this relocation took place, the engineering 

department of the SSA went to work taking the 

inspection report done by another dive company 

and developing a repair procedure for class 

review and approval. The repair procedure 

included all of the necessary details so that the 

metals department at the classification society 

could understand without a doubt that the 

permanent repair being proposed by the SSA 

would meet or exceed all of the requirements 

as outlined by the class and other governing 

bodies. While one engineer in the team was 

developing this repair procedure, another 

engineer in the SSA engineering department 

focused on developing the cofferdam design for 

immediate construction. Suitable plate material 

was sourced with the required class material 

certificates and prepared for insertion into the 

hull as a permanent repair. Upon arrival of the 

vessel to the repair location, the cofferdam was 

already in production, gear and personnel were 

staged for the repair and the regulatory bodies 

approved the repair procedure. 

“With all of the formalities behind them, 

the SSA diver/technicians could focus on the 

execution of the work. The affected section 

of hull was properly prepped for removal of 

the damaged plate. Attachment points for the 

cofferdam were properly installed utilising the 

‘A’ class wet welding procedures of the SSA and 

diver/welders coded to these procedures. The 

existing bilge keel was removed with a carbon 

arc gouging system. The cofferdam was then 

installed and the inboard work began. 

“The affected area of the hull was cut away 

with the carbon arc gouging system and the 

mating surface of the remaining hull section 

was prepared for plate insertion. Once the 

insert plate was properly fit into place, the root 

weld pass was performed utilising the class 

approved single sided weld procedure of the 

SSA and diver welders coded to this procedure. 

Approved NDT inspectors and the weld 

engineer from the SSA performed NDT. Upon 

acceptance of the NDT inspection results by the 

class surveyor and customer representative, the


SSA diver/welders continued with production 

welding of the insert plate. Once the welding 

was completed a stress relieving process was 

employed to neutralise any thermally induced 

stress or loads on the newly welded insert plate 

and a final NDT test was performed by the 

weld engineer from the SSA. All attachment 

points for the cofferdam were removed and 

the underwater welded and heat affected zone 

of the insert plate were properly coated with 

an underwater epoxy in order to minimise 

corrosion and fouling of this area of the vessel. 

“Tunnel thrusters form a critical component 

in a ships dynamic positioning propulsion 

system. Depending on the class and level of 

redundancy in the propulsion system design, 

a vessel may be able to maintain its DP 

capabilities with a tunnel thruster out of service. 

However, when two tunnel thrusters are out of 

service, DP operations maybe limited requiring 

a vessel to go inshore to have the units serviced. 

Operators, however, are very reluctant to 

take their vessels out of service, as the day 

rates especially in the Mexican Gulf, are very 

lucrative. Considering all of these elements the 

SSA has been working very closely with its OEM 

partners to develop fast, efficient and totally 

WET repair solutions for tunnel thrusters. 

“For over one year now one of our client’s 

vessels was operating with an out of service tunnel 

thruster. The input shaft sheared due to an internal 

defect in the lower gearbox thus requiring the 

lower gearbox to be exchanged. Considering 

the lucrative charter the vessel maintained, the 

owner did not want to take the vessel out of service 

since he was able to maintain the operational 

requirements as outlined by its charter. However, 

A SSA diver repairing hull damage 


a window of opportunity turned up to allow the 

lower gearbox to be exchanged, but the window 

was very short and there was not sufficient time 

to take the vessel into the drydock. Working 

with OEM partners, an Underwater Intervention 

was developed allowing this critical component 

exchange to take place in the time frame required. 

“Once on site in Mexico, the diver/ 

technicians of the SSA worked diligently to 

remove the tunnel thruster gratings. Using a 

carbon arc gouging system, the grating was 

removed efficiently and cleanly so that it would 

be reused at the conclusion of the exchange. 

Rigging pad eyes were welded into place and 

rigging was properly set in and around the 

thruster tunnel. While the team worked diligently 

in the tunnel our OEM partners prepared the 

inboard side of the lower gearbox. A specialty 

designed ‘internal cofferdam’ was installed 

and the lower gearbox was properly blanked. 

Upon completion of the cutting of the tunnel 

thruster stay plate with the carbon arc gouging 

system, the OEM’s patented sled was installed 

on the tunnel thruster lower gearbox. This 

specialised sled is designed so that the lower 

gearbox together with its blades attached can 

be extracted in one piece. By removing the unit 

with the blades attached, the entire thruster 

exchange can be done WET; saving between 

12 and 28 hrs of work. With the sled installed 

and all internal work completed, the lower 

gearbox was lowered away from the vessel by 

the diver/technicians and rigged to the surface. 

“An exchange lower gearbox freshly rebuilt 

and prepped was then prepared for installation 

on the vessel. The sled was installed and the 

unit was properly blanked for reinstallation. The 

new gearbox was then rigged into the tunnel 

and properly installed. Once in place the stay 

plate was re-welded into position by certified 

diver/welders using the SSA class approved “A” 

class wet welding procedures. By having “A” 

class wet welding procedures approved by all 

major classification societies, the SSA is able to 

deliver a fully OEM warranted repair without 

any conditions of class due to wet welding on a 

structural member. 

“Once this thruster exchange was completed 

the team ‘divided and conquered’ and an 

additional tunnel repair was performed. Part 

of the team focused on the reinstallation of the 

thruster tunnel grates and removal of welded 

pad eyes and other rigging equipment, while a 

second tunnel thruster repair was executed. This 

is what the SSA is all about. From start to finish 

the vessel’s owner/operator was impressed by 

the professionalism and expert services provided 

by the OEM and SSA. He was amazed at the 

speed and quality of the repair and has now 

implemented this exchange process into their 

overall maintenance and repair plan for this 

and other vessels in its fleet. Thinking in the 

water and working to a finite schedule is what 

makes the SSA the premier global underwater 

equipment repair company. 

“With only minimal changes to the vessel’s 

voyage plan, a permanent insert plate was 

installed. This eliminated any conditions of 

class, allowed the vessel to remain in service 

and allow the vessel to maintain her normal dry 

docking schedule. Considering the losses that 

this vessel operator would have had to absorb 

using conventional drydocking methods, the 

operator, vessel owner and vessel underwriters 

saved millions of dollars by performing this 

repair permanently with the SSA. We remain 

available anywhere, any time; let us know your 

repair requirements and we will figure out how 

to perform it for you quickly, completely and to 

the highest standards.” 

Propeller repairs by 

FN Diving 

After an underwater inspection two of the 

blades on a bow thruster unit on a ro/ro vessel 

were found severely damaged. The two blades 

were taken off underwater and the bow thruster 

temporarily fixated and protected against water 

ingress by an FN Diving team in Bremen Port, 

by doing so maintaining the vessels schedule 

with as less downtime possible. 

Subsequently both blades were repaired in the 

work shop of the maker and upon completion 

re-installed. The propeller blade bolts were then

torqued to the proper settings and the system 

prepared for use together with new cpp seals 

on appropriate port call in Amsterdam Port. By 

doing so having less down time as possible and 

a fully operational bow thruster without the loss 

of scheduled operational times. 

Latest underwater 

activities by Hydrex 

During August, Belgium’s Hydrex diver/ 

technician teams carried out underwater stern 

tube seal repairs on a 130 m oil tanker in 

Rotterdam, the Netherlands, and on a 261 m 

container vessel in Singapore. Both vessels 

were suffering oil leaks, making a fast repair 

necessary. Using one of the company’s flexible 

mobdocks the team was able to carry out the 

entire operation on-site and underwater, saving 

time and money for the owners. 

Every Hydrex office has a fast response 

centre equipped with all the latest facilities, 

lightweight equipment and tools. These centres 

were designed specifically to increase speed 

of service and allowed us to mobilise diver/ 

technician teams to both vessels within the 

shortest possible time frame. 

When oil was leaking from the stern tube 

seal assembly of an oil tanker, diver/technicians 

mobilized from the Hydrex office in Antwerp to 

the vessel’s location in Rotterdam together with 

all the needed equipment. After the diving team 

had set up a monitoring station, the operation 

started with a thorough underwater inspection 

of the stern tube seal assembly. 

After the inspection, the team removed the 

rope guard of the vessel. Fishing lines tangled 

around the liner had caused the oil leak. 

These were removed by the diver/technicians. 

The team then installed the flexible mobdock 

around the stern tube seal assembly creating 

a dry underwater environment for the divers 

to work in drydock-like conditions, a necessity 

for permanent stern tube seal repairs. The split 

ring was then disconnected and brought to the 

surface to be cleaned. Next the team removed 

the three damaged seals one by one and 

replace them with new ones. 

The lightweight flexible mobdocks packed 

in flight containers allowed for a very fast 

mobilisation and a timely arrival in Singapore 

of the Hydrex team. A storm was passing over 

when the team arrived at the container vessel’s 

location. This meant that the Hydrex divers 

had to pause the repair on several occasions 

due to strong currents and could only start the 

underwater operations again when the weather 

had improved slightly and full safety could be 

guaranteed for the divers. 

After an underwater inspection revealed that 

a fishing line had caused the leak, the team 

removed the rope guard and installed the flexible 

mobdock around the assembly. After cleaning the 

entire assembly, the divers removed the first seal 

and replaced it with a new one which was then 

bonded. This procedure was repeated with the 

other two damaged seals. Both operations ended 

with the conducting of pressure tests with positive 

results, the removal of the flexible mobdock and 

the reinstallation of the rope guard. 

Recently Hydrex diver/technicians carried out 

a permanent insert repair on a 224 m bulker at 

anchor in Busan, South-Korea. The vessel was 

being sold and the repair needed to be carried 

out before the sale could be finalised. The tight 


working window available was however no 

problem for the team. Like all Hydrex divers 

they are trained to perform a wide range of 

operations within the shortest possible time 

frame and this without compromising the high 

standards Hydrex is known for. 

A detailed underwater and on-board 

inspection revealed a stress related 120 mm 

crack in the ballast tank at the turn of the bilge. 

A 300 mm x 350 mm plate was therefore 

constructed. The new insert was rounded to 

fit the exact shape of the hull. The team then 

cut away the part of the bilge keel that was 

covering the damaged area. Next a cofferdam 

was installed, allowing the divers to cut away 

an area around the crack in the ballast tank 

to the same dimension as the new insert. 



Bow thruster repair by Hydrex in Antwerp 

After preparing the edges of the hole the new 

plate was positioned and secured with a full 

penetration weld. 

An independent ultrasonic tester then carried 

out the necessary measurements to make sure 

the welding was successful. The operation 

ended with modification of the bilge keel to the 

specifications of the BV surveyor in attendance, 

which then approved the entire repair. 

During the operation the new owners briefly 

came on board to check the repair. When they 

learned Hydrex was the company hired by the 

former owners to perform the repair, they left 

after only a quick inspection. Having worked 

with Hydrex before, they knew the insert would 

be carried out according to the highest quality 

standards. The diver/technicians worked in shifts to 

make sure that the insert would be installed before 

the deadline. This allowed the old and new owners 

of the vessel to finalise the sale on schedule. 

In July, Hydrex performed the removal of a 

bow thruster that needed to be overhauled, 

and reinstalled a spare unit in one take. Both 

parts of the operation were carried out during a 

200 m container vessel’s stop in Antwerp. 

A diver/technician team carried out a 


preliminary inspection and took the necessary 

measurements prior to the ship’s journey 

to Antwerp, while the ship was berthed in 

Algeciras. This allowed the Hydrex technical 

department to prepare every step of the 

operation in detail to make sure that the team 

could carry out both the removal of the old bow 

thruster unit and the installation of the new unit 

during a single operation, in the fastest possible 

time and without any loss of quality. 

Together with all the necessary equipment, 

the team mobilised from the headquarters in 

Antwerp to the vessel’s location. One by one 

the diver/technicians detached the blades and 

replaced them with blind flanges to prevent oil 

from leaking from the thruster. In the meantime, 

initial preparations were made in the bow 

thruster engine room for the removal of the unit 

so that there would be no ingress of water once 

the unit was taken out. 

Next the team cut the support brackets 

connecting the gearbox to the thruster tunnel 

and secured the unit with chains. It could then 

be fully disconnected from the thruster room and 

was carefully lowered, extracted from the tunnel 

and brought to the surface. Simultaneously 

the team installed a blind flange to seal off the 

thruster tunnel from the engine room. Once the 

old unit has been overhauled it will be used as 

spare thruster for future operations. 

The new bow thruster unit was then put on a 

cradle which was designed especially for bow 

thruster operations and which prevents the unit 

from tipping. As it can be adjusted to the size of 

the thruster, it allowed the Hydrex divers to bring 

the unit back into the thruster tunnel in one take. 

The diver/technicians then sealed off the 

thruster tunnel with the Hydrex flexible mobdocks 

and emptied all water from it. This created a 

dry working environment for them in which they 

could complete the reinstallation of the bow 

thruster unit in drydock-like conditions. Next they 

repositioned the gearbox using chain blocks 

and secured it with bolts. The thruster propeller 

blades were then reinstalled one by one. The 

team completed the operation by reconnecting 

the thruster unit to the engine room. 

Hydrex took on, organized and executed the 

entire job, start to finish, relieving the customer 

of all the hassle of coordination, planning and 

supervision. This was done in close co-operation 

with the customer and third party suppliers. SORJ

Hempel launch Globic 

Hempel introduce two 

new products 

At a time when the volatile global economy 

is hitting shipping hard, Hempel is launching 

high-solids versions of their Globic, Oceanic 

and Olympic antifoulings, which offer optimised 

features and stronger ROI. 

The new versions, Globic 9000, Globic 

6000, Oceanic+ and Olympic+, have 

been optimised to offer the benefits of highsolids. 

Reflecting Hempel’s commitment to 

investment in R&D, they offer optimised binder 

systems, polishing rates, biocides and solids 

levels. In addition, they also feature microfibre 

technology, which works like steel reinforcement 

in concrete to deliver superior mechanical 

strength and elasticity 

Furthermore, the new high-solids antifoulings 

allow shipowners to greatly reduce the 

environmental impact of their vessels. By 

delivering powerful protection against fouling, 

they cut fuel consumption and associated 

emissions. Plus, their emissions of volatile 

organic compounds (VOCs) are very low. 

Offering exceptional performance in even 

the most aggressive waters, Globic 9000 

is Hempel’s new top-end anti-fouling. An 

evolution of Globic NCT, it can be specified for 

90-month docking intervals. Globic 6000 is a 

new product in the Globic series, which builds 

on the same technology as Globic 9000. It is 

suitable for 60-month intervals. 

Both Globic 9000 and Globic 6000 are 

designed around patented nano-capsule binder 

technology, which has consistently been refined 

by Hempel over the last ten years. Importantly, 

analysis of drydocking vessels using an antifouling 

based on this technology confirms they 

show very little evidence of fouling–even after 


Paints and Coatings 

five years at sea. 

Oceanic+ is a more economical solution 

for 60-month intervals. It offers dependable 

performance in most trading waters, and is also 

available in a special version developed for flatbottom 

applications. Olympic+ is an evolution 

of Olympic, an anti-fouling with a documented 

record of strong and reliable performance not 

overly aggressive fouling waters. It offers improved 

performance for 36-month service intervals. 

According to Torben Rasmussen, Group 

Product Manager at Hempel, the company’s 

new antifoulings offer shipowners security in 

uncertain times: ‘We are proud that our new 

anti-foulings offer our customers the confidence 

that comes with proven performance. All our 

new products are built on tried-and-tested 

technology and are developed using our unique 

method for evaluating and optimising antifoulings.” 

Hempel has also launched Hempadur 

Impact 47800, a new dedicated coating for 

bulk carrier cargo holds. Hempadur Impact 

offers high-end abrasion, impact and corrosion 

resistance, and completes Hempel’s range of 

cargo hold coatings. 

Hempadur Impact is a new dedicated cargo 

hold coating for shipowners who want a highperformance 

cargo hold coating with a very 

attractive price/performance ratio. The coating 

protects ship cargo holds from both mechanical 

damage and the severe abrasion caused when 

loading hard angular cargoes. With a 7½ year 

major repair interval, it enables shipowners 

to extend drydocking periods between major 

cargo hold coating repairs and so reduce 

maintenance costs. 

Michael Aamodt, Group Marine Product 

Manager at Hempel, comments: “Hempadur 

Impact has been specifically developed for bulk 

carrier operators who want to extend cargo 

hold coating repair intervals, but don’t want 

to invest in the highest performing coatings. It 

offers high-end impact resistance to prevent 

‘shooting’ damage from high-speed loading 

and a high glass transition temperature to 

ensure the coating remains hard when exposed 

to warm cargos. As a result, Hempadur Impact 

offers better protection than comparable cargo 

hold coatings on the market and a high return 

on investment.” 

A low-VOC, pure epoxy coating, Hempadur 

Impact is available in grey, red and aluminium 

shades. It can be applied all year round to 

steel surfaces prepared to a minimum of 

Sa 2. “As well as offering a longer repair 

interval, Hempadur Impact cures quicker than 

comparable products,” says Michael. “As a 

result, shipowners can reduce the amount of 

time they spend in drydock, and their vessels 

can carry even the harshest cargoes after just 

three days curing time.” 

BMT Argoss and IP 

sign partnership 

BMT Argoss and International Paint have 

announced the formation of a partnership 

that can deliver demonstrable and transparent 

improvements in performance, efficiency and 

environmental emissions for the global shipping 

fleet. By deploying International Paint’s world 

class fouling control coatings in conjunction 

with the BMT Smartservices system, ship owners 

and operators will be able to benefit from a 

measurable reduction in energy use and CO 2 

emissions. The system developed by BMT 

Argoss will independently monitor and report to 

stakeholders, the performance of their vessels. 

BMT Smartservices builds on the successful 

track record of BMT Smartpower, which is an 

advanced on-board, real-time performance 

monitoring and reporting system which 

acquires and records data automatically 

from ship sensors and provides valuable ship 

performance information to the crew and shore 

based management. 

When employed as a package, the BMT 

system can be used with International Paint’s 

IntersmoothSPC, the world’s only self-polishing 

copolymer biocidal antifouling that offers 4% 

savings and 37 years of proven performance on 

over 33,000 ships, as well as Intersleek, the latest 

generation fluoropolymer foul release coating that 

offers fuel and emission savings of up to 9%. 

Han Wensink, Managing Director of BMT 

Argoss commented: “BMT Smartservices 

will clearly and transparently demonstrate 

any in-service performance changes when 

International Paint’s hull coatings have been


Trevor Solomon, IP’s Business Development 

Manager (left) and Han Wensink, Managing 

Director of BMT Argoss 

used. Equipped with a user friendly Web based 

interface and drawing on BMT’s 24/7 access 

to high quality metocean data, the new system 

can play a major role in improving operational 

efficiency of the global shipping fleet.” 

Paul Robbins, Worldwide Marine Marketing 

Director at International Paint said – “We are 

confident that our high performance biocidal 

antifoulings and foul release coatings when 

used in conjunction with BMT Smartservices 

will deliver quantifiable added value for ship 

owner and operators. One of the reasons we 

partnered with BMT is that the new system can 

accurately determine total performance levels 

by recording over 30,000 readings per day, 

providing complete transparency and evidence 

to owners and operators of the performance 

improvements our advanced hull coatings 

technology can deliver. The BMT system can be 

installed at newbuilding or as a retro-fit and by 

utilising International Paint’s and BMT’s global 

networks, in-service support will be provided at 

every stage throughout the life of the coating 

and the monitoring system.” 

On-line expansion at IP 

International Paint’s Marine Coatings business 

is bringing more than a century of expertise 

to new audiences as well as enhancing its 

engagement with customers and stakeholders 

after significantly expanding its online presence. 

In response to the evolving information 

landscape and the shipping industry’s increasing 

use of social media, the business has expanded 

its outreach to customers and wider stakeholders 

by consolidating its existing presence on 

YouTube and adding communities on Facebook 

and Twitter to engage with the industry on key 

issues, share visual and video content and 

provide an insight into its organisation. 

International Paint’s parent company, 

AkzoNobel, has already established a significant 

social media presence that has generated 

acclaim from the global online communications 


and marketing community for its innovative and 

informal approach. Marine Coatings personnel 

will also engage directly through social media 

channels. In addition, live interactive Q&A 

sessions will be hosted to encourage discussion 

and debate with multiple facets within the 

shipping industry to support development and 

raise awareness of the key challenges that ship 

owners and operators face. 

More Interscan 

applications for Ecospeed 

Germany’s Interscan Schiffahrt is a family 

owned shipping company based in Hamburg. 

Founded in 1973, Interscan controls a fleet of 

23 container and multi-purpose cargo ships 

ranging in size from 1,723 to 11,800 dwt. The 

larger container ships – the 6,288 dwt Karin, 

8,201 dwt Paphos, Pandora, Pioneer, and 

the 11,800 dwt Elena, Pauline, Colleen are 

chartered worldwide. 

The smaller vessels, up to 4,500 grt, trade 

in northern Europe, generally in the Baltic, 

either on time charter or operated directly by 

Interscan. Until 2005, all those ships trading 

in ice in the Baltic region went through a cycle 

of having all their bottom paint scraped off 

by the ice each winter and having to drydock 

and repaint every spring. The paint used was a 

standard epoxy coating. 

In 2005 the then superintendent engineer 

came across Hydrex and Ecospeed. He agreed 

to test the environmental and fuel saving benefits 

of Ecospeed, a novel environmentally benign, 

Interscan’s Patriot – coated with Ecospeed 

hard coating system. Patriot was its first ship 

coated. According to Michael Tensing, in charge 

of chartering at Interscan, the Patriot was in need 

of a full reblast at the time due to the built up of 

multiple layers of epoxy, so the time was right to 

prepare the hull fully and try Ecospeed. 

In June 2005 in drydock in Klaipeda, 

Lithuania, the underwater hull of Interscan’s 

Patriot was blasted down to white steel and was 

then given two coats of Ecospeed, each about 

500 microns thick. Two other Interscan vessels 

were similarly coated. The Patriot was docked in 

November 2006 and after a year of trading in 

ice, there was virtually no damage whatsoever 

to the coating, in strong contrast to Interscan’s 

previous experience of underwater hull 

coatings. It is now seven years since Ecospeed 

was applied on the first Interscan vessels. 

Michael Tensing says, “Now we are in 2012, 

she was here recently and the paint still looks 

good. That’s the best advertisement you can 

have. You don’t have to do much to the paint. 

It’s only a can of paint for touch-ups, just 

cosmetics at the anchor pocket or if you have 

mechanical damage or something. The rest 

to my mind is really very good.” As he points 

out, there really is no other coating that could 

stand up to seven years of trading in ice and still 

remain intact and not in any need of repainting 

or anything beyond very minor touch-ups. 

The success with the first three ships led to the 

further application of Ecospeed to four newbuilds 

in 2008 and 2009 in Gdansk, Poland: the Paivi, 

February 2008, the Tim, June 2008, the Pernille, 

October 2008 and the Widor, January 2009. 

The above-mentioned ships were coated with 

Ecospeed at newbuild stage which is the ideal


time to apply the coating, giving Interscan a total of seven ships using the 

Ecospeed system on their underwater hull. 

Over the past few months, the rudders of three container vessels, a 

ro/ro vessel and a cruise vessel from a number of different fleets, were 

coated with the Ecospeed glassflake surface treated composite (STC) at 

shipyards in China, Canada and Bahrain. The coating ensures lasting 

protection against cavitation damage for the rudders of these vessels for 

the remainder of their service life. 

Ecospeed gives a very thorough and lasting defence against cavitation 

and corrosion damage for a ship hull’s entire service life. The coating 

equally provides the rudder (and/or the entire underwater hull) with an 

impenetrable protective layer while its flexibility enables absorption of 

the forces that are produced by cavitation. This prevents the damage 

normally caused by this phenomenon. Without proper protection against 

cavitation and the resulting erosion and corrosion damage, the financial 

consequences can be severe. 

Tests in a flow channel, sponsored by the French Ministry of Defense 

and carried out in Grenoble, have confirmed that Ecospeed performs 

extremely well under severe cavitation. These tests were divided into six 

stages during which the coating was exposed to an increasing pressure 

drop, leading to a growing cavitation force. Even after the last stage no 

erosion was present on the test patch coated with Ecospeed. 

By removing the existing paint layers and applying Ecospeed on 

the rudder we can break the never ending cycle of painting, suffering 

damage, having to perform extensive repairs in drydock followed by a full 

repainting, again and again. 

500th ship with APC’s MarineLine 

US-based Advanced Polymer Coatings (APC) has announced the 500th 

maritime vessel with tanks coated with MarineLine. According to APC 

Chairman, Donald J Keehan, this coating milestone was reached during 

2012. MarineLine cargo tank coatings, including the industry-leader 

MarineLine 784, are used worldwide on chemical, product and barge 

tankers to transport a wide range of liquid cargoes. “We are very proud 

of reaching this goal of 500 ships coated with MarineLine. This shows that 

our coating has been of valuable service to the marine industry for many 

years, and has secured its place as a viable and cost-effective solution 

compared to stainless steel tanks or other coatings,” he says. 

MarineLine 784 uses a forced hot air heat cure to deliver the ultimate 

cargo tank coating protection on the market today. The technology is 

based on a tightly knit, cross-linked organic-inorganic polymer structure 

that creates a nearly impermeable barrier. The coating delivers on ‘green’ 

principles that have become vital in today’s operating environments to 

protect maritime chemical and product tankers, their cargoes, and the 

environment. MarineLine 784 outperforms stainless steel and all other 

phenolic and zinc coatings, providing the highest chemical resistance 

available. Heat curing in the shipyard enables MarineLine 784 coated 

tanks to carry aggressive cargoes immediately without restrictions, 

allowing the ship owner to earn premium chartering rates immediately by 

carrying the most versatile range of cargoes possible. 

A new cargo tank coating, GuardLine LTC is being introduced by APC. 

“This new coating will have a major impact in the product tanker market,” 

according to Mr Keehan, “especially those tanker owners who trade in the 

clean petroleum products, bio- fuels, vegetable and edible oils, and dirty 

petroleum products markets. Some of these areas are emerging and growing 

considerably. Shipowners need a versatile and protective tank coating 

capable of transporting these corrosive products and then easily switching 

between them. 



APC’s MarineLine 

APC explains that ‘LTC’ represents ‘Low 

Temperature Cure’ which is an ambient-cure 

coating in the range of +25°C. Because 

GuardLine LTC only requires a low temperature 

cure, cost savings can be realised by eliminating 

the extra step of a high temperature forced hot 

air heat cure, which is necessary for the high 

chemical resistance of the MarineLine 784 

system used for chemical tankers and their more 

hazardous cargoes. 

GuardLine LTC coating offers greater 

versatility and chemical resistance than any 

phenol epoxy or zinc coating on the market 

today, at a very comparable cost. And 

GuardLine LTC is virtually absorbent-free with 

low surface energy, so less cleaning chemicals 

are needed, and less slops are created. There 

are also fewer limitations than conventional 

coatings and stainless steel tanks. This gives 

shipowners the opportunity to carry a wide 

range of profitable cargoes without worrying 

about the previous cargo residue contaminating 

the next cargo. 

MCU system for 

internal tanks 

Sweden’s MCU Coatings market a single 

component Moisture Curing Urethane (MCU) 

system for internal tanks. MCU coatings are 

based upon a 100% pure polyurethane resin. 

Qualities of this system include high-impact 

resistance and outstanding abrasive resistance. 

As long ago as 2005 the system was utilised 

on-board BW Offshore’s FPSO BW Enterprise. 

The unit’s slop tank was to be completed near 

the end of the conversion project and due to the 

sensitive equipment on board, grit blasting could 

no longer be used and was replaced by hydrojetting. 

Temperatures were in the 35 – 38ºC and 

the humidity was 98%. 

The standard was WJ 2M and the system was 


MC Miozinc HS at 100 microns dft, followed by 

MC BallastCoat HS at 150 microns dft. MCT’s 

unique mio-zinc MCU primer is the world’s first 

and only surface tolerant zinc primer that is also 

recommended for immersion and is compatible 

with anodes. 

Since the installation on-board the BW 

Enterprise, BW Offshore has utilised the same 

system on-board the FPSO BW Peace, which 

had all decks, modules, piping, accommodation 

block, heli-deck and interior tanks, including 

ballast tanks and drinking water tanks coated with 

MCU. On the BW Peace, much of the exterior 

decks, structural steel and accommodation block 

was coated previously with inorganic zinc as a 

one-coat system and was failing in approximately 

35% of the areas. As this could not be removed 

by grit blasting – only water-jetting was possible. 

The MC Miozinc offered an excellent solution 

adhering well to the old inorganic zinc and its 

surface tolerance allowed for application over the 

water-jetted areas. 

A spokesman for BW Offshore said – “We 

have been very pleased with the application 

characteristics and the performance of these 

coatings, having been applied in Singapore 

in high-humidity over a surface preparation 

of primarily hydro-jetting. There has been a 

reduction of waste and no hold-up for any 

climatic reasons as compared to other coatings 

we have used” 

Micanti antifouling for 

Dutch tug 

Maritime Technology Company Micanti has 

applied its patented non-toxic antifouling on 

the tug Willem-B Sr. Thorn-D is an adhesive 

foil with fibers that creates a textured surface. 

Instead of killing marine growth the textured 

foil is preventing it from attaching itself to the 

hull of a ship. Thorn-D is set to replace the 

generally used chemical coatings on hulls of 

ships. Willem-B Sr is owned by BMS Towing and 

mainly operates in the Netherlands for towage 

and salvage services. 

Dr. ir. Rick Breur, founder of Micanti: “Five 

years ago I developed this patented non-toxic 

antifouling. The technology provides a physical 

barrier in the shape of specific short fibres for 

organisms such as mussels, barnacles and 

algae to settle. The basic thought behind 

Thorn-D is that a combination of prickliness and 

swaying of Thorn-D fibers makes the surface 

unattractive for organisms. Multiple tests under 

various circumstances and in different locations 

around the world have been done and Thorn-D 

has proven to be effective every time.” 

Compared to other antifouling products, 

Thorn D has many advantages. Whereas all 

other products are (chemical) coating products 

and need regular replacement, Thorn D is a 

physical barrier to fouling and has an expected 

lifetime of at least five years. Moreover, Thorn-D 

is sold as an easy-to-apply self-adhesive foil 

instead of a (chemical) paint. As an additional 

feature, the physical nature of the product 

guarantees environmental friendliness. SORJ 

The before and after views of the tug

Scrapping up, 

but fleet growth continues 

Dismal rates, weak demand and growing overcapacity are the key drivers 

behind a significant increase in container ship scrapping activity over 

the first half of the year. According to figures from Clarkson, box ship 

demolition between January and June totalled just over 133,000 teu, a 

significant increase on the 2011 total of 71,000 teu. 

As the mid-year approached, scrap prices fell sharply, down about 20% 

since January, to levels in the high $300s. However, Clarkson believes 

demolition sales will continue at a significant level over the second half, 

forecasting total scrapping volume of around 220,000 teu for the full 

year. Most of the demolition activity has taken place in the so-called 

‘intermediate’ range – comprising ships ranging from handy size of 1,000 

teu to sub-Panamax units of 2,500 teu. However, a number of units in the 

3-8,000 teu range have also been sold for scrap. 

With some 250 container ships lying idle, mostly in the smaller sizes, 

scrap buyers are in a relatively strong position. A significant number of 

these inactive ships have been unemployed for some time – recent figures 

from Alphaliner, a broker, indicate that 57 ships have been idle for more 

than six months, and 20 of these have been unemployed for more than 

a year. In this market, analysts say, the reactivation of these ships is most 

unlikely. Many of them are therefore potential scrap candidates. 

Ownership of the laid-up units varies from some of the world’s leading carriers 

to some of the smallest boxship operators whose futures appear decidedly 

uncertain. Mediterranean Shipping Company and Maersk Line featured at the 

top of the inactive table in July, with 13 and 10 vessels idle respectively. Other 

big names with inactive tonnage included Japanese companies K Line, MOL 

and NYK, China’s Cosco and Yang Ming of Taiwan. Smaller operators with idle 

tonnage, some of which are believed to be in financial difficulty, included HRC 

Shipping of Bangladesh, Indonesia’s Djarkarta Lloyd and Vietnam’s Vinashin. 

Despite this year’s hike in scrapping activity, however, the global 

container fleet continues to grow. According to figures from Lloyd’s List 

Intelligence (LLI), the fleet comprised 5,062 vessels at the beginning of July, 

with total capacity of 16.2m teu. Close to 750,000 teu of new capacity 

was commissioned over the first six months, according to LLI, representing 

net fleet growth, after accounting for demolition, of 5.4%. Deliveries in the 

ultra-large range dominated, accounting for two thirds of the total. 

Just two container heavyweights accounted for almost two fifths of 

deliveries. MSC and UASC commissioned nearly 300,000 teu between 

them, mostly in the 10,000 teu-plus categories. APL, Hanjin Shipping 

and Hyundai Merchant Marine also took delivery of ultra-large vessels, 

according to LLI, consisting of 11 vessels of 131,500 teu. 

The scale of the build-up in the ultra-large category is daunting. 

Clarkson figures reveal that there are some 220 ships of more than 8,000 

teu on order, representing 58% of the existing fleet in the ultra-large range. 

At the beginning of 2010, the fleet in this range comprised 257 ships with 

a total capacity of 2.34m teu. By the beginning of 2014 – just four years 

later – there are likely to be some 540 ships in the ultra-large category, with 

total capacity of 5.6m teu. The trend towards larger units is demonstrated 

by the fact that ship numbers will have slightly more than doubled while 

total capacity will have climbed nearly two-and-a-half times. 

Since there are only two trade lanes on which such vessels will be 

deployed in the future – one out of Asia to Europe, and one out of Asia 

through the modified Panama Canal to the US east coast – there are clear 

implications for ship repairers. Shipping lines on these routes are likely to 

focus on Asian repair yards as the only economic option, and a greater 

number of larger vessels could place repair docks capable of taking such 

vessels under pressure in the years ahead. 

Containerships by 

Hanjin Shipping has taken delivery of boxships this year 

Mixed fortunes 

as new trade lanes evolve 

Paul Bartlett 

Falling volumes on the world’s most important liner trade between Asia 

and Europe in the first half of 2012 have come as yet another blow to 

beleaguered carriers, as they seek to absorb more capacity and sustain 

recent rate increases. The Asia Europe run is likely to make up a little 

more than 20m teu this year, out of total global container movements 

of about 160m. But slower Chinese GDP growth, lacklustre demand in 

troubled European economies, and a lack of US momentum in the run-up 

to a presidential election could yet reduce these figures further. 

Of particular concern to carriers is the fact that monthly reductions in 

box shipments, as compared with the corresponding month one year 

ago, seem to be getting bigger. In more normal years, this is just the 

time of year when carriers are busily drawing in as much capacity as 

possible in preparation for record carryings and the onset of the northern 

hemisphere’s peak season in the months running up to Christmas. 

According to Container Trades Statistics data, box traffic between Asia 

and Europe fell by 8.8% in June compared with one year ago, a steeper 

decline than the 6.9% fall recorded in May. Over the first half of the year, 

traffic volumes fell every month except February, with little sign that there 

will be a rebound in cargo liftings any time soon. The figures, which are 

compiled from data supplied by the lines themselves, have already led to 

downward adjustments by container analysts and could result in yet more 

reductions in annual projections in the weeks ahead. 

Clarkson Research Studies, for example, had already slashed its growth 

forecasts for the mainline trades from 4.2% early this year to 1.8%, but 

this downward adjustment is believed to have been made prior to release 

of the June liftings from Container Trades Statistics. The research firm also 

estimated early in the year that global container growth would reach 7% 

over 2012 but this figure has also now been marked down to 5.9%. 

Volumes may be down, but the good news is that recent rate hikes 

appear to be sticking. The north European element of the Shanghai 

Containerised Freight Index, for example, had spot rates for boxes shipped 

between Shanghai and Europe at around $1,750 per teu in mid-July, 

down on a peak of almost $1,900/teu at the end of June. However, these 

figures compare with a low point of just $490/teu in December 2011 and 

around $800/teu during the August 2011 peak season. 

Rates have eased slightly for Shanghai shipments to the west coast of 

the US, but they still reflect a healthy increase of around 75% on levels 

prevailing at the end of last year. However, it is understood that carriers 


Containerships 

operating on the trans-Pacific were seeking to introduce other rate 

increases from early in August. Lines were believed to be looking for rate 

rises of $500/feu on boxes destined for the US west coast, and $700/feu 

for shipments to the east coast. 

The world’s two main liner trades between Asia and Europe and across 

the trans-Pacific may still be suffering, but the world’s north-south trades 

taking in South America, Africa and the Middle East continue to flourish. 

Volumes are up, new services are being introduced, and ports in the 

Middle East, for example, are struggling to keep pace with rising volumes. 

Ambitious port investment programmes are in place across the Middle 

East. Instead of constituting merely a call on the voyage between Asia and 

Europe, the Middle East is now a destination in its own right. 

This is important for ship repair yards in and around the Arabian Gulf. 

New repair capacity and tough competition mean that they are looking at all 

possible markets with a view to generating new business. Container ships with 

boxes destined for Middle East markets via Abu Dhabi, Bahrain, Dammam, 

Dubai, Salalah and Somar are all potential new repair candidates. 

Various lines have introduced new Middle East services: Maersk is one 

example. The Danish carrier has recently launched new services between 

the Middle East and Africa. Six 3,500 teu vessels have been deployed on 

its East Africa service since its launch in April, linking the ports of Durban, 

Port Elizabeth, Port Louis, Jebel Ali, Salalah, Port Reunion and Toamasina. 

Also in April, Maersk launched a container service linking the Indian subcontinent, 

the Middle East and East Africa. Four 2,500 teu vessels are 

now connecting the ports of Nhava Sheva (Jawaharlal Nehru), Karachi, 

Salalah, Mombasa and Victoria. 

The carrier has also recently deployed no less than 22 new so-called 

‘Wafmax’ vessels on a Far East West Africa service. The specially designed 

vessels, built at Hyundai Heavy Industries, are built with West African port 

constraints in mind. Such limitations include water depth and box handling 

constraints which give rise to significant congestion and lead to lengthy 

turnround times and inefficient operation. 

Maersk has introduced additional Middle East services 


According to Maersk, key benefits of the Wafmax vessels expected 

by 2013 include reduced port turnround time in Apapa, the port city of 

Lagos, by up to 20% per year, and by up to 12% in Tema, Ghana. The 

ships will also help to generate potential increases in Nigerian trade of 

$760m a year, and a similar rise of $490m in Ghana, Maersk claims. 

And furthermore, their introduction is leading to a CO 2 footprint 30% 

lower per container as compared with other vessels serving the region. 

Charter rates fail to follow freight rates 

Most of the time, charter rates and freight rates move roughly in parallel, 

but there are spells – such as the first half of 2012 – when this does not 

happen. So far this year, box rates have increased dramatically on major 

trade lanes. 

Take the Far East Europe run, for example: last December, spot rates 

dipped below $500/teu; today they are up nearly four-fold, with more 

rate increases likely to be introduced by carriers over the coming months. 

Increases on the Pacific are also evident, though the scale is less dramatic. 

A 40-foot box would have been shipped at around $1,500 in January, 

compared with more than $2,300 today. 

Yet over the same period, charter rates have barely moved and, in 

some sectors, have continued to decline, albeit slowly. According to 

figures from Clarkson, for example, six- to 12-month timecharter rates for 

a gearless 2,750 teu vessel have not moved since January, at $7,000 a 

day. Similarly, rates for feeder ships have stayed fairly level. 

So why are charter rates not strengthening in line with freight rates? 

Well, there are a number of factors in play. Firstly, as a flood of new ships 

hit the market in 2011, shipping lines adopted strategies of expanding 

market share at whatever price. Freight rates plummeted as a result. This 

year, liner firms have changed their approach and are seeking to cut the 

red ink in their books.

So far this year, box rates have increased dramatically on major trade lanes 




Meanwhile, new ships keep on coming as carriers redeliver older and 

less efficient tonnage to owners with no chances of redeploying ships 

elsewhere. Hence the inactive fleet today, thought to number between 240 

and 250 vessels as of early August. The supply of ships is not a market 

driver at the moment. 

Just how long this lack of correlation lasts is open to question. Some are 

suggesting that weak demand in troubled Europe and the possible slowing 

of what was seen as a partial recovery in the US will take some of the wind 

out of carriers’ sails. They may well find it tough to get the next round of 

rate rises through to increasingly sceptical shippers. And shrinking cargo 

volumes could well lead to another reversal in lines’ strategy as they seek 

to win market share by offering lower rates. Time will tell! 

More tramp casualties likely as rates 

continue to drift 

Unlike global container lines which now control as much as 85% of the 

world’s container fleet, smaller tramp container ship owners are wholly 

reliant on the charter market and are therefore particularly vulnerable 

when times are hard. As the high season gets underway in preparation 

for Christmas in the northern hemisphere, weak demand has failed to 

generate opportunities for independent owners and their vessels, many 

of which are lying idle. Early-August figures suggest that around 240 

container ships remain idle today, down from the figure one month earlier 

of 265 and 318 in early April. 

The figures indicate that, for many independents, the incentives to 

reactivate their ships are simply insufficient. For owners of modern 

tonnage, present-day rates are far below the levels needed to cover 

daily operating costs and cover debt service. The sector’s main indices, 

including Howe Robinson Containership Index, Braemar Seascope’s BOXi 

Index and the Hamburg Shipbrokers’ Association Contex continue to drift 

downwards. Meanwhile, older tonnage which carries less debt can often 

be distinctly unappealing to charterers from a fuel efficiency point of view. 

Global carriers who usually supplement their own fleets with extra 

chartered-in capacity at this time of year are of course having a tough 

time themselves, but they certainly hold the whip hand in a seriously 

over-tonnaged market when it comes to rate negotiations. And, as there 

appears no chance of a significant rebound in the charter market over 

the balance of this year, some suspect an imminent string of corporate 

casualties as independent owners’ cash flows dry up. 

Though rates had not dropped 

significantly over recent weeks, 

the broker commented that 

further rate falls were likely as 

a result of the supply-demand 

imbalance and the rate levels 

under discussion in new contracts 


Recent fixtures in the Panamax sector illustrate the point. Analysts 

estimate that a modern unit in the 4-5,000 teu range would probably need 

$25-32,000 a day to break even, depending on a range of variables 

including debt to equity ratio, flag and area of operation. Recent charter 

contracts in this sector, however, have been fixed in the $10-15,000 a day 

range and, as mid-August approached, rates continued to weaken. 

The sub-Panamax sector looked no better. Clarkson’s benchmark rate 

for a gearless 2,750 teu vessel eased to $7,000 in June, slightly down on 

the year-to-date average of $7,075 but a long way short of the $13,400 

average over 2011. Meanwhile, rates for geared vessels in the handy 

range from 1,000 teu to 1,700 teu remained flat in the $5,500 to $6,500 

range, barely enough to cover daily operating costs for most owners. 

Brokers were warning of worse to come. Noting the significant spread 

between charterers’ and owners’ rate ideas, UK broker Braemar noted 

the number of Panamax vessels with no employment. Though rates had 

not dropped significantly over recent weeks, the broker commented that 

further rate falls were likely as a result of the supply-demand imbalance 

and the rate levels under discussion in new contracts. 

There are various implications for ship repair firms. One, the world’s 

container sector continues to undergo a spell of consolidation in which a 

greater volume of capacity is concentrated in the hands of fewer mainhaul 

lines. This will benefit yards which already have sound relationships with 

mainhaul carriers. Two, the likely demise of more independent owners 

will serve to reduce the market in spot container ship repair. Three, as 

earnings come under growing pressure in the months ahead, many 

owners will continue to shave repair costs to an absolute minimum, with 

obvious implications for ship repairers’ cash flow. And finally, there is the 

growing headache associated with counterparty risk and credit terms. 

Uneven playing field as newbuild 

prices drift down 

A dearth of new contracts, weak shipping markets and a tight financial 

environment are all factors contributing to a sharp drop in newbuilding 

prices. Sources suggest that new container ships are now available at 

prices up to 40% below the peaks prevailing in 2007 and 2008. And 

brokers point out that recent deals indicate significant price reductions 

even since January. 

They point to two deals in June, a month in which 19 new container 

ships were ordered, after months of virtually no activity. Zodiac Maritime 

placed an order at STX Dalian for ten wide-beam 5,000 teu vessels at 

a reported price of $43m each. Such vessels would probably have cost 

close to $50m in January, around $60m three years ago and significantly 

more than that in 2007. Another June contract, a five, option five, 

order for 5,100 teu units from the Schulte Group in conjunction with JP 

Morgan, was agreed at prices thought close to $45m. Both sets of vessels 

will start to deliver from mid-2014. 

The scale of the price reduction has serious implications for those lines 

which invested in new tonnage at the top of the market. Others, such as 

Taiwan’s Evergreen, which held off placing new contracts, will stand to 

benefit strongly. Analysts believe that prices could well continue to drift 

downwards as shipbuilders become increasingly concerned over shrinking 

orderbooks and the lack of forward contract cover. This will be made 

worse if owners believe prices will fall further, for they will hold off signing 

new deals for as long as possible. 

The more worried shipbuilders become, the stronger the hand which 

owners will hold when it comes to contract discussions. Not only that, but 

cheaper ships will always outperform more expensive units when it comes

to financial performance. 

In the large sizes, the 

difference in prices will 

become a pressing issue. A 

ship ordered five years ago 

at $130m might now cost 

around $80m and would 

probably be significantly 

more efficient from a ship 

operating point of view. 

Such a vessel will seriously 

outperform its more 

expensive predecessor 

from day one. 

There are already signs 

that some option prices 

are being negotiated 

downwards. New 

York-listed Seaspan, 

for example, is believed likely to push Singapore-listed Chinese yard 

Yangzijang Shipbuilding for lower prices on the 18 options it holds on 

10,000 teu container ships. Seven firm orders have already been placed 

at the yard, with ship prices believed to be around $100m each. Seaspan, 

which has a strategy of only contracting against long-term employment 

commitments, will charter out the firm ships to companies including Cosco 

and Hanjin. When all seven are delivered, Seaspan’s fleet will number 

some 70 units. 

Gerry Wang, Seaspan’s chief executive, is reported to have warned 

The Cosco Hope – recently delivered by South Korea’s Hyundai Heavy Industries (HHI) 


shipyards to ease newbuild 

prices and not hold out 

for top-dollar contracts. 

He has also suggested 

that new designs should 

be more innovative. The 

Yangzijiang vessels are 

good examples. A result 

of close co-operation 

between class society DNV, 

the Marine Deign and 

Research Institute of China, 

the shipyard and Seaspan 

itself, the vessels will 

introduce a new level of 

operating efficiency when 

they are delivered in 2014. 

Seaspan has focused 

closely on efficiency in 

recent years. Its ‘Seaspan Action on Vessel Energy Reduction’, in place for 

several years, is aimed at raising vessel productivity by improving cargo 

uplift, cutting fuel consumption and raising operational performance. 

The results are clear to see. According to sources close to the deal, the 

Yangzijiang ships will have 10% more cargo capacity, will burn 16-27% 

less fuel depending on speed, and will have a finely tuned hull form 

designed for minimum ballast and optimised over a speed range of 18- 

22 knots. The ships will be capable of speeds up to 25 knots, however, if 

necessary. SORJ 


The LNG Sokoto in DSB 

DSB wins first LNG tanker repair 

contracts 

France’s Damen Shiprepair Brest (DSB) has won its first two LNG tanker 

repair contracts since taking over the former Sobrena shipyard in Brest 

earlier this year. As Sobrena, this shipyard was one of the leading LNG 

tanker repair yards in the western hemisphere and had an ‘Alliance’ 

Agreement with UK’s STASCO (Shell) for many years. 

During August STASCO’s 137,231 m 3 LNG tanker LNG Sokoto arrived 

in the shipyard for general repairs. The vessel, which is owned by Bonny 

Gas Transport, is of the Moss Marine type (four spherical cargo tanks) and 

was built by South Korea’s Hyundai Heavy Industries (HHI) during 2002. 

Then during September, DSB was awarded a second firm booking for the 

drydocking, maintenance and repair of a LNG tanker – the 145,000 m 3 

Lalla Fatma N’Soumer, owned and managed by Hyproc Shipping. The vessel 

will arrive during end-September, straight after the shipyard has completed 

the Bonny Gas Transport 137,231 m 3 LNG Sokoto contract. 

Jos Goris, Managing Director of Damen Shiprepair Brest (DSB), says: 

“We are very pleased with this order, which followed very quickly after the 

LNG Sokoto because it ensures the uninterrupted continuation of our LNG 

activities. The yard’s workforce has shown their LNG skills and experience 

ARNO Dunkerque 


Northern Europe 

in executing the high quality, safe and secure works on this contract.” 

“With execution of the general maintenance and drydocking of the LNG 

Lalla Fatma N’Soumer we will demonstrate our continuous commitment to 

the owners and fleet managers of the LNG community.” 

DSB is a well-established repair yard with modern facilities. The yard 

employs over 200 staff and has three graving docks and several repair 

berths. The largest drydock measures 420 m x 80 m and is one of the 

largest in Europe, allowing the yard to accommodate almost any ship in 

the world. The shipyard offers a broad range of services for any vessel 

type, including LNG tankers, oil tankers, semi-submersibles, shuttle 

tankers, FPSOs, offshore construction vessels, jack-up rigs, ro/ro vessels 

and ferries. The highly skilled workforce is particularly well known for its 

LNG tanker expertise. 

ARNO Dunkerque looks to the LNG 

tanker repair market 

Dunkerque has always been one of Europe’s main LNG shipbuilding 

cities – a series of El Paso LNG tankers were built at Chantiers de France 

during the 1980’s. Sadly the shipyard is no longer operational, however, 

the repair yard, ARNO Dunkerque is still thriving and, during May this 

year, signed technical services agreement with GTT enabling the yard to 

welcome LNG tankers for repairs or conversions. 

During July and August this year (2012), ARNO Dunkerque carried out 

the sales docking of two My Ferry Link ferries – Rodin (ex Seafrance Rodin) 

and Berloiz (ex Seafrance Berloiz). Both vessels are on the Dover/Calais 

cross channel service – throughout the year ARNO Dunkerque repairs a 

number of cross channel ferries. 

MK Centennial’s 106,488 dwt tanker Esteem Splendour and the 

Belgium Government-owned research vessel A962 Belgica drydocked 

in the yard while the 7,954 dwt general cargo vessel Helene came for 

damages repairs afloat. Also drydocked during the summer were DEME’s 

15,100 dwt stone dumper Tideway Rollingstone and Jan De Nul’s 

9,260 kW cutter dredger Vesalius. Later in the summer, the yard also 

welcomed in Graving Dock N.6 Brittany Ferries’ 19,909 grt passenger/ 

car ferry Cotentin and Trireme’s 14,140 dwt reefer vessel Hood Island 

Reefer in Floating Dock N.3.


Busy times at Lloyd Werft 

Traditional and new markets for 

Lloyd Werft 

Germany’s Lloyd Werft, Bremerhaven’s half-year report reflects 

involvement in both traditional and new markets. A busy winter with 

the repair of plenty of passenger ships was followed by a spring in 

which special ships dominated the scene. “It’s a changeable market”, 

says Rüdiger Pallentin in a comment, which also describes prospects 

for the coming months. And yet the Managing Director of Lloyd Werft 

is not dissatisfied with the overall situation. The conversion and repair 

of cruiseships, along with lucrative orders from the special ship sector, 

have made it clear that the yard’s innovative capabilities along with its 

international viability continue to enjoy a very good reputation and are its 

most valuable assets for the future. 

Lloyd Werft has exploited this international market. It has restructured 

and extended its network of agents in Europe including Scandinavia with 

JML Shipyards & Marine (Fjällbacken/Sweden), while extending in the 

Far East to Singapore with Coway Marine Service. Since April, the yard’s 

important USA presence has also been newly restructured with Vogler 

Marine Agencies, which now represents the shipyard in the USA, Canada, 

Mexico, the Bahamas, the Bermudas and Costa Rica. 

Lloyd Werft has also changed internally by filling a key management 

position with an experienced new man. Friedrich Norden, who has 

headed up projects like the construction of all four Combi Dock heavy 

transport newbuildings, has now taken over the Purchasing and Materials 

Management sector. 

Alongside the creation of these structures, some of them new and 

forward-looking, shipbuilding and all its various business sectors will 


remain the centre of activity. That activity includes the conversion and 

repair of five cruise ships, the conversion of a new dock ship for offshore 

support specialists, a range of repair and classification contracts and 

the completion of the two RWE wind turbine installation vessels Victoria 

Mathias and Friedrich Ernestine. 

During the first half of 2012 Lloyd Werft carried out a number of 

conversion and repair projects on-board the 28,613 grt Black Watch, ex 

Royal Viking Star, which is part of the Fred Olsen Cruises fleet. Lloyd Werft 

had more than three months to carry out the thorough upgrade of the 

12,499 grt Minerva, operated by Artica Adventure & Cruise Shipping. The 

22,080 grt cruise liner Marco Polo made a technical stop-over at Lloyd Werft 

for shaft inspection. As the Alexander Pushkin, was built in Wismar in 1965 

and used to be a regular visitor to Bremerhaven’s Columbuskaje Terminal. 

Lloyd Werft has also been involved in the offshore wind energy sector 

by converting the heavy-lift dock ship Combi Dock IV into the 17,341 

grt offshore support specialist OIG Giant II. Lloyd Werft built the Combi 

Dock IV, the last in a series of four specialised vessels, and delivered her 

to Bremen shipping company Reederei Harren in 2009. Just 11 months 

later, Harren had the newbuilding modified at considerable expense 

turning her into the ultra-modern OIG Giant II platform, which is now 

used for installing offshore wind energy turbines. 

This specialised market is one which the yard wants to be more deeply 

involved in with a new business division of its own. Part of that is the 

completion of two giant installation ships for RWE. The two self-drive hub 

platforms Victoria Mathias and Friedrich Ernestine, both 100 m long and 

40 m wide, were for RWE Innogy GmbH in Essen and were completed 

and outfitted at Lloyd Werft for their deep sea operations. 

The current market for large-scale ship repairs and conversions is quiet 

and Rüdiger Pallentin believes there is no sign of any revival in the second 

half of the year. Despite that, Lloyd Werft’s quays are, for the most part,


currently fully occupied with routine class work, repairs and conversions. One 

example is the comprehensive technological and hull renovation of a regular 

visitor to the yard – Polarstern. The 30-year-old Polar icebreaker serves with 

the Alfred Wegener Institute for Polar and Marine Research in Bremerhaven. 

Lloyd Werft’s has carried out work on-board nearly 60 ships in the first 

half of the year. Along with passenger and research ships and specialist 

offshore vessels, repair projects involved work on-board containerships, 

general cargo ships, gas tankers, product and oil tankers as well as 

bulkers, car transporters and dredgers also all featured in the Lloyd Werft 

order books. 

Part of the Lloyd Werft Group, but operated autonomously, is Rickmers 

Lloyd Dockbetreib, which mainly operates in the small ship market, 

but has the availability of utilising the three docks in Lloyd Werft to 

complement its own floating dock. 

There were three vessels recently in for repairs in Rickmers Lloyd – 

Vroon Offshore’s 2,163 grt diving support vessel VOS Satisfaction, 

Sloman Neptune’s 4,442 dwt LPG tanker Gammagas and Hoegh Line’s 

35,022 grt vehicle carrier Hoegh Traveller. 

Conversion and general repair at B+V 

The two main projects in Germany’s Blohm + Voss Repair (B+V), 

Hamburg are the upgrading of the FPSO Uisge Gorm, which is being 

renamed EnQuest Producer for her new owners EnQuest Offshore, and 

the privately-owned yacht Glorious, her hull being built in Russia and 

outfitting to be completed at B+V. Both contracts are due for completion 

by the end of 2013. 

B+V signed the agreement for the conversion and vessel life extension 

for the FPSO unit EnQuest Producer (formerly known as Uisge Gorm) 

The EnQuest Producer in B+V 


during February this year. Originally delivered in 1983 under the name 

Dirch Maersk and converted in 1995 from an oil tanker into the FPSO 

Uisge Gorm, the vessel has been at the yard in Hamburg since January. 

From the vessel’s arrival to the signing of the contract, comprehensive 

technical inspections were conducted to verify the scope of the work. The 

engineering work commissioned by the client is now in full swing. The 

order comprises: 

• Complete conversion of the processing plant 

• Installation of two each boilers and steam turbine sets (12 MW) 

• Conversion of the turret and mooring system 

• Complete overhaul of the engine plant 

• Modernisation of the electrical and alarm systems 

• Renovation and extension of the crew accommodation 

• Modernisation of the helicopter deck 

• Steel work to reinforce the ship’s structure 

• Comprehensive preservation programme. 

This project comes on the heels of a three-month modernisation project 

for the FSPO Maersk Curlew in 2009, and the two-year conversion of the 

cable layer Dan Swift into an ASV (Accommodation Support Vessel), also 

delivered in 2009. 

On the general repair side of the yard’s activities, B+V has recently 

won an order involving a number of Hapag-Lloyd containerships over 

the autumn weeks – the 103,994 dwt Frankfurt Express (four-day in-water 

survey), the 54,221 dwt Glasgow Express (two-week special survey), the 

103,662 dwt Budapest Express (in-water survey), the 54,155 dwt Dublin 

Express (special survey), the 104,014 dwt Prague Express (in-water survey). 

Hapag-Lloyd has also booked the 6,752 grt cruise vessel Bremen 

into B+V for a 13-day annual survey. Also due are Tui Cruises’ 54,763 

grt Thomson Dream, for an 18-day refit) and Holland America Lines’ 

61,849 grt Rotterdam, for a 13-day refit.


UECC’s Dave Barker with the Autosky arriving in Falmouth 

Energy and marine projects at A&P 

Based in two North East England locations – on Tyneside and Teeside, 

both areas known for their deep industrial heritage, A&P North East 

operates successfully in both the conventional repair and offshore oil 

and gas markets. The modern North East yards boast three operational 

drydocks – the largest of which is 44 m by 259 m. The move into the 

oil and gas markets has been particularly successful over this year, using 

the Hebburn facility’s fabrication and engineering workshops to aid 

companies in manufacturing structures for use both topside and subsea. 

A&P North East recently welcomed a number of clients to their two 

facilities, one on the Tees near Middlesbrough and one on the Tyne near 

Newcastle. Among those visiting the Tyne yard was Van Oord’s 1,082 

grt trailing suction hopper dredger, with their vessel Ham 601. Arriving 

towards the end of July for a short stay the vessel underwent structural 

steel renewals to its carousel along with emergent repairs. Just a few days 

earlier the yard bid farewell to the Acergy Osprey. The Subsea 7 vessel 

having drydocked for two days to facilitate the removal of an azimuth 

thruster motor which will be overhauled and refitted once the work is 

complete. In the meantime Acergy Osprey returned to work in the UK 

North Sea. 

At the Tees facility the busy summer continued with dry docking and 

repair work on a number of dredger vessels including Arco Aron and Arco 

Humber, both owned by Hanson Marine along with the Cemex Marine 

owned Sand Falcon. 

The Sand Falcon required a 27 day repair stop. The workscope included 

fabrication and fitting of longitudinal stiffening in both port and starboard 

voids which includes welding of approximately 420 m of steel beams and 

bulbars. Additional works comprise of steel replacements, pipework and 


valve overhauls along with blasting and coating of main deck. 

Meanwhile, a huge car carrier which dominated the skyline at Falmouth 

Docks during August left the port at the end of the month, signaling 

the end of another successful ship repair contract for A&P Falmouth. 

UECC’s 21,010 grt Autosky, which is capable of carrying 2,080 cars and 

commercial vehicles, has been in dry dock for a range of work including 

repairs, an overhaul of the bow thruster, removal of two Becker rudders, 

overhaul of trailing flaps and two Stabilizer trailing flaps, and a complete 

change of livery with new ship side logos. 

The long-term relationship between the dockyard and UECC highlights 

the importance of repeat business for A&P Falmouth. In the past 15 years 

UECC has drydocked at least one vessel/year in Falmouth. 

With a fleet of 21 owned and managed vessels, UECC is the 

leading provider of short sea ro/ro transportation in Europe, and A&P 

is well placed to provide maintenance and repair services for the fleet. 

Autosky’s Superintendent Dave Barker said: “A&P Falmouth was chosen 

in competition with other North European yards for the dry docking, 

maintenance and repairs of the Autosky. The project was carried out 

in a timely, efficient manner, with a very high standard of workmanship 

maintained. The co-operation with the management and repair teams has 

been excellent. The support we receive from A&P makes them one of our 

preferred suppliers in Europe.” 

Peter Child, Managing Director of A&P Falmouth, said: “UECC has 

strong ties with Falmouth and we are delighted to celebrate the continuing 

success of the partnership and to showcase what has been achieved so 

far. For A&P the customer is king and our continued cooperation at all 

levels of the business ensures timely projects and value for money. The 

relationship with UECC helps provide A&P Falmouth – and it’s highly 

skilled employees – with vital security for the future. As we have proved we 

provide excellent value for money and a high standard of workmanship.


We look forward to continuing this relationship and welcoming future 

vessels to Falmouth.” 

In October 2011 another UECC vessel, the 11,591 grt, 126 m 

Autopremier, docked in Falmouth for maintenance and repair work after 

being laid up in the River Fal for almost two years. Prior to being laid up, 

UECC offered its dry stores to the Mission to Seafarers. It coincided with 

another ship, the cargo vessel Yeya-1, being inspected by the Maritime 

and Coastguard Agency and found to only have macaroni and flour 

onboard. The crew had not heard from the ship’s owners for two months 

or been paid during that time. 

Cammell Laird continues to 

expand markets 

Merseyside-based Cammell Laird has restated its ‘driving ambition’ to 

grow across all its sectors of marine, renewables and civil nuclear in 

the second half of 2012, following a strong first six months of trading. 

The Birkenhead-based company said it had undertaken more than 180 

marine contracts for commercial clients and the Ministry of Defence 

between January and June 2012. The work employed more than 800 

workers directly, including more than 80 apprentices, and a further 700 

subcontractors. In total Cammell Laird introduced 200 additional workers 

over its core number to support the business in this extremely busy period. 

Cammell Laird Managing Director Linton Roberts said to date 2012 

had seen the company consolidate its position in the marine sector 

completing contracts for more 40 clients. He said the work mainly 

focused on drydocking, repairs and maintenance. The vessels worked on 

included ferries, tugs, off shore support ships and tankers. 

Mr Roberts said the company also completed extensive work in the 

first half of 2012 for the Royal Fleet Auxiliary (RFA) as part of its 25-year 

through life support contract to maintain 11 ships in the fleet. The work 

includes four extensive refits in Birkenhead on the RFA Wave Knight, RFA 

Black Rover, RFA Diligence and RFA Fort Austin. All are due to complete 

by the autumn. The company has further undertaken work for the RFA 

at shipyards around the UK and the world as part of the global reach 

element of the contract. This includes Assisted Maintenance Periods 

(AMPs) in Simonstown South Africa, Charleston, South Carolina in the 

United States and Port Rashid in the United Arab Emirates. In total the RFA 

contract has employed more than 500 workers in 2012. 

Mr Roberts also pointed to substantial progress on its contract to build 

the flight decks for the new HMS Queen Elizabeth aircraft carrier. In May 

five modules weighing more than 3,500 tonnes were dispatched by ocean 

going barge to the Rosyth Dockyard in Scotland. The final modules in the 

contract are due to be completed in the autumn. The carrier project has 

employed 260 workers plus sub-contractors in 2012. 

Cammell Laird Chief Executive John Syvret said the contracts 

demonstrate Cammell Laird is one of Europe’s leading shipyards for 

commercial and MOD ship refit, repair and construction work. “We 

have worked hard to build a formidable workforce with extensive 

experience and expertise for shipyard and engineering work,” he said. 

“That workforce enables us to undertake complex and demanding 

projects – as these contracts demonstrate. The second half of 2012 will 

see the business continue to perform robustly with a steady flow of marine 

and engineering work. This includes undertaking a ship conversion for 

the Orkney Islands Council ferry the Hoy Head and we have agreed 

a contract to build two new vessels for Western Ferries. We are further 

actively looking to win new business and are keen to welcome potential 

customers to our site in Birkenhead to see our world class facilities and 


meet our management team and workforce.” 

Mr Syvret said a prime objective for 2012 and beyond is to grow the 

business’ work in the off shore renewables and civil nuclear sectors. 

“We have made progress this year in preparing the yard’s infrastructure 

to support our contract with RWE to service the construction of the Gwynt 

y Môr Offshore Wind Farm,” he said. “This is our first significant contract 

in the off shore wind industry which holds considerable potential for us 

given our skill set, facilities and geographical position. The civil nuclear 

sector is also massive for us and we believe our partnership with Nuvia 

and Ansaldo Nucleare thrusts us right to the forefront of the multi-billion 

pound sterling new build programme. As a partnership we can provide 

the complete nuclear new build engineering solution.” 

The offshore wind farm installation vessel Friedrich Ernestine, the first 

of its kind in the UK, arrived at Cammell Laird Shipyard in Birkenhead 

during early September in preparation for its first operational activity at 

Gwynt y Môr Offshore Wind Farm. The new generation jack-up vessel has 

been built and designed by RWE Innogy to install wind turbines across its 

European offshore portfolio. 

At 100 m long and 49 m wide, the vessel is one of the largest of its 

kind in the world, capable of transporting and installing up to three wind 

turbine foundations or four turbines (tower, nacelle and three blades) in 

the multi-megawatt category. 

RWE npower renewables’ Gwynt y Môr Project Director, Toby Edmonds 

said: “The Friedrich Ernestine is a hugely impressive vessel which will 

become a regular visitor to both the River Mersey and the north Wales 

coast for its first operational duties at Gwynt y Môr. The Friedrich Ernestine 

will install wind turbine foundations, carrying three sets of components 

consisting of a monopile and transition piece on each trip in and out of 

our base harbour port facility in Birkenhead. 

“She will work alongside the heavy lift vessel, Stanislav Yudin, currently 

installing wind turbine foundations more than eight miles off the north 

Wales coast. For the time being she’s going into a drydock at Cammell 

Laird for final fit out (with sea fastening and grillages) before undertaking 

further sea-trials.” 

The €100m vessel has been designed and built in both South Korea 

and Europe and represents a significant investment into the offshore 

renewables sector. The Friedrich Ernestine is one of two vessels built by 

RWE Innogy. Her sister vessel, Victoria Mathias, is working on RWE’s 

other major European offshore wind project, Nordsee Ost around 30 

kms north of the island of Heligoland, Germany. Both vessels have been 

fitted with state of the art technology. A satellite-controlled navigation 

system will position the vessel precisely at centimetre accuracy for the 

construction works at sea. It has extendible steel beams that fix it securely 

to the seabed, and a crane with 1,000 tons of lifting capacity. At the 

offshore construction site, the vessel turns into a jack-up rig, from which 

foundations and wind turbines can be installed. 

The final fit out for Friedrich Ernestine will be completed at Cammell 

Laird. Managing Director Linton Roberts said: “The arrival of this new 

generation vessel marks a significant moment for Cammell Laird 

showcasing our ability to work at the forefront of the wind energy sector. 

Working in partnership with the RWE on site team, the vessel will on arrival 

undergo works at the yard to mobilise her with project specific equipment 

to start her extremely important work in the Irish Sea. 

“This work is part of a much broader project to support the construction 

and longer term operation of the Gwynt y Môr wind farm, throughout its 

lifespan of at least 25 years. The contract enforces our strong commitment 

to the renewables market and our desire to undertake complex and 

demanding projects. 

“Cammell Laird is now in a robust position to take a leading role in 

Britain’s wind energy revolution. We have a unique blend of first class


The ferry Hoy Head, which is to be lengthened at Cammell Laird 

infrastructure, skills, land and location. Furthermore, we have invested 

heavily in our facilities to support the assembly, storage and mobilisation 

of all the components required for the installation of a windfarm.” 

Offshore work for Dales Marine 

Scotland’s Dales Marine operates shipyards in Aberdeen and Leith and 

a repair facility in Montrose. All shipyards are involved in the offshore 

market, especially supply and support ships, as well as conventional 

coastal shipping. 

Over recent weeks the Aberdeen shipyard has carried out repairs 

on-board a number of Offshore supply/support vessels including Vroon 

Offshore’s 1,433 dwt Vos Explorer (a quick five days docking intermediate 

survey), Great Offshore’s 3,319 dwt Malaviya Twenty (12 days – special 

survey, main engine overhauls, paint, general docking works), Gulf 

Offshore’s 3,910 dwt Highland Champion (14 days drydocking – main 

and auxiliary engine overhauls, painting, steelwork renewals, blasting 

and painting in cargo tanks), North Star Shipping’s 3,614 dwt Grampian 

Talisman (14 days – main engine work, washing and painting and other 

general works to tailshafts and thrusters), Atlantic Rescue Offshore’s 962, 

dwt safety standby vessel Ocean Sun (extensive steel renewals in 14 days, 

engine work and other general docking works), Edda Supply’s 4,081 

dwt Edda Fram (14 days – work to her Voith Schneider main propulsion 

and works to the bow thrusters – this was a challenging job with different 

equipment to the normal supply vessels, one of the Mitsubishi high speed 

engines was also overhauled), another two vessels from North Star 

Shipping fleet – the 3,614 dwt Grampian Talisker (docked for 12 days), 

and the 949 dwt standby vessel Grampian Falcon (docked for extensive 

steel work and mechanical repairs in a 13 day period), and Vroon 

Offshore’s 928 dwt Vos Islay (in for one tide to have here sea suction 

pipework cleared). Currently in dock is Shetlands Islands’ council terminal 

tug Tirrick for painting and general repairs. 

Latest contracts at Aberdeen include Vroon Offshore’s 1,536 dwt Vos 

Enterprise, which drydocked in Aberdeen on her way back from completing 

a contract in the Mediterranean for five days. She received some general 

repairs painting and checks prior to going onto a new contract in the North 

Sea. The latest drydocking is Vroon Offshore’s 3,250 dwt Vos Premier for 

tailshaft seal renewals prior to being sold to a new owner. 

In Leith, Dales Marine carried out repairs on-board DOF UK’s 4,200 

dwt OSV Skandi Foula, in for extensive main engine and propulsion work. 

The main propulsion pods were removed in their entirety and moved over 

the forth bridge to the Rolls Royce factory for refurbishment. The pods 

weighed over 20 t and special permission had to be arranged for their 


transport. The top gearboxes were overhauled at the yard under Rolls- 

Royce supervision. Three of the four main engines of this diesel electric 

vessel were overhauled along with all of the bow thrusters. 

Other ships recently in the Leith shipyard include two OSVs from 

Holland’s Vroon Offshore – the 580 dwt Vos Dee and the 466 dwt Vos 

Commander, which were drydocked together for extensive steel work 

renewals, and the Vos Commander had both of her Nohab V16 engines 

fully overhauled. Tailshafts and rudders also overhauled along with 

painting and general drydock work. Repair projects also included Gulf 

Offshore (Norway)’s 4,940 dwt Volstad Viking (drydocked for 14 days and 

general repairs). This work included very complex Genflex modifications 

made to all five main and auxiliary Caterpillar engines. This work was 

carried out under guidance from Ponpower. 

Meanwhile, the Fraserburgh registered purser Kings Cross was in dock 

for five days just for general checks and painting to her under water area. 

DOF’s sistership to the Skandi Foula (docked earlier in the year) Skandi 

Buchan docked for 14 days for a similar scope of work to the sistership 

except all four main engines were overhauled. The Lerwick registered 

purser Antares also docked for four days for underwater painting and 

fitting of anew sonar. 

All three workshops have been busy with afloat repairs, fabrication and 

mobilisations with Montrose getting its fair share of work. The second half 

of the year is looking very busy and Dales already has taken 16 bookings 

for 2013. 

More offshore work for H&W 

During July this year, the SeaRose FPSO, which is owned and operated 

by Canada-based Husky Energy, left Belfast’s Harland & Wolf Repair 

(H&W) having completed a complete upgrade lasting some two months. 

Work on the SeaRose included maintenance on the vessel’s propulsion 

system, turret and painting of the hull as well as regulatory inspections and 

upgrades to accommodate present and future operating capacity. 

Since the contract was award in January, H&W has worked closely with 

the customer, planning in detail the scope of work as well as providing 

support and facilities on site. This collaborative approach has worked very 

successfully, ensuring early execution of the project schedule. With high 

specification facilities including two of the largest dry docks in Europe, 

H&W provide a competitive alternative to shipyards on the continent. 

Shortly after the contract was awarded, Husky started to integrate its 

project team with staff at Harland and Wolff. Ken Dyer, Husky Energy’s 

Vice President, Operations for the Atlantic Region said – “This early 

interaction provided for a smooth time in drydock and allowed us to carry 

out our work scopes on target and with zero lost time incidents.” 

Harland and Wolff Project Manager James Lappin said, ‘We are delighted 

that SeaRose left for offshore Newfoundland ahead of schedule. I’d like 

to thank Husky for their open and professional approach over the last six 

months. I’d also like to thank over 1,000 personnel, whether they be H&W, 

Husky or subcontractors, who worked on SeaRose for their dedication to the 

project and commitment to the safety of all involved.’ 

The SeaRose has been a hugely significant project for Harland and 

Wolff as it raises the company’s profile further within the offshore oil and 

gas marketplace. Mr Lappin continued, “We have proven that we are not 

only capable of large offshore design and build projects, but that we’re 

also a competent and competitive alternative for the docking and upgrade 

of offshore oil and gas units. Our Repair and Conversion department 

continues to invest, expand and develop our capability, in line with our 

customer requirements; we invite other oil and gas companies to make 

contact and see what we can do for them.”

The substation under construction at H&W 




During August, the latest milestone for the flagship offshore wind 

farm, Gwynt y Môr, will be achieved with the departure by sea of the 

UK-engineered and built Siemens’ offshore substation. Destined for 

installation in Liverpool Bay, the 1,500 tonne platform was jointly 

designed, engineered and fabricated by Siemens in Manchester and 

Belfast’s H&W. 

August also saw the commencement of the laying of foundations and 

subsea cables for the first of the 160 wind turbines, which will make up 

the 576 MW offshore wind farm. When completed the wind farm will 

generate green energy for almost a third of the total of homes in Wales. 

The first substation left H&W during mid-August following a barge 

loading and tugging operation. When it reached its destination off the 

coast of North Wales it was craned onto a pre-installed jacket foundation. 

Connections from the wind farm arrays and the shore can then be made to 

the platform. The substation is due to start exporting to the grid in 2013. 

The array of 160 Siemens’ wind turbine generators will be connected 

via high voltage (33,000 Volts) cables in the seabed to the two new 

offshore substations. Once on-board the platforms the wind-generated 

energy will be transformed to an even higher voltage (132,000 Volts) 

for efficient transmission back to a new onshore substation at St Asaph 

in North Wales, which is also being built by Siemens. The contract to 

construct the offshore substations was awarded by Siemens to H&W in July 

2010 and since then the two companies have worked closely to develop 

the two platforms, which were built side by side in H&W’s facility in Belfast. 

Commenting on this latest milestone, John Willcock, managing director 

of Siemens Energy Transmission UK said: “The Gwynt y Môr project 

is a very key project for the UK. The substations have been designed, 

engineered and built here, which is a huge boost to UK manufacturing 

and local job creation. It is also a great demonstration of the on-going 

vibrancy of the renewables sector and its potential for the UK economy. 

We are hugely proud to have achieved this from our base in Manchester 

working together with RWE power renewables in Wales and Harland and 

Wolff in Northern Ireland.” 

Swansea Drydocks continues 

to develop 

UK’s Swansea Drydocks, which re-opened earlier this year, has won a 

contract from Svitzer Tugs for the repair of the 267 grt harbour tug HT 

Cutlass, which operates in the Bristol Channel area. The tug will arrived at 

the yard during late August and spend some seven days in drydock prior 

leaving the yard during early September. 

Work includes intermediate survey work, hull painting, steel work, 

engine work and survey works as per owners/class requirements. A 

spokesman for Swansea Drydocks said “Swansea Drydocks are pleased to 

get this work and look forward to having a close working relationship with 

Svitzer in the future. 

Offshore and conventional repair work 

at Shipdock 

The skyline of Amsterdam harbour has been visibly altered in the 

neighbourhood of Shipdock, Amsterdam’s largest ship repair and 

conversion yard. The company has recently secured four major contracts 

for the upgrading and maintenance of the jack-up units GMS Endurance, 

GMS Endeavour, Seajack Leviathan and Seajack Zaratan. These vessels, 


Offshore and marine work at Shipdock 

equipped with elevating legs of over 100 m in height, kept the shipyard 

busy throughout the summer months. 

Shipdock has managed to considerably increase its activities in the 

offshore market since the very first jack-up barge, the Danish-based 

A2SEA Sea Jack, came into the yard approximately two years ago. The 

main task then carried out at Shipdock was to lengthen the legs in order 

to keep the lower cable sheeves out of the mud in elevating mode. 

Until some months ago, Shipdock expected to be working on one 

or two jack-ups each year. Because of the rapidly growing windfarm 

construction activities in the nearby North Sea, the total for this year is 

already standing at four of these very specialised vessels! 

This is the first scrubber capable 

of handling several exhaust gas 

inlets simultaneously (two main 

engines and two auxiliary engines 

producing a combined engine 

power of 28,000 kW) 

The most important jobs that the new contracts require are: 

• manufacture and installation of new crane pedestals 

• installation of heavier cranes 

• reinforcement of supporting deck structures 

• installation of helidecks 

• manufacture and installation of winch foundations 

• lengthening of legs (on the GMS Endeavour) 

• general project mobilisation work. 

Senior project manager at Shipdock, Tjeerd Schulting, is justifiably proud 

that Shipdock has been chosen for these important new contracts: 

“Don’t think that it’s all so easy – over the years we have worked hard 

to build up a solid reputation for being extremely well-equipped for 

projects like this. Other important factors are that we offer a guarantee 

of work to all required safety standards; for North Sea operations we are, 

geographically, in a very attractive location and Shipdock has the rightsized 

docks and repair berths equipped with heavy duty cranes; and that

The crankshaft arrives for installation on-board the 

containership by Wetering Rotterdam (see following page) 

is all topped-off by our world-class package of 

high quality workmanship, competitive pricing, 

on-time delivery and full service on site.” 

Tjeerd goes on to include a couple of 

Shipdock’s ‘secret weapons’: “Our sister 

company, Niron Staal, is located within 

Shipdock’s premises and provides dedicated 

steel construction and heavy machining facilities 

to support Shipdock, where necessary, on all 

projects. Finally, the broad diversity of tasks on 

the jack-up vessels illustrates the competence 

and flexibility of Shipdock’s dedicated staff. 

When it comes to repair and conversion, the 

decisive factor is always the experience and 

enthusiasm of the people who are actually 

doing the job.” 

Meanwhile, Shipdock recently reached an 

agreement with domestic shipowner Spliethoff for 

the largest exhaust gas scrubber unit installed so far 

on board a commercial vessel. Due to forthcoming 

new IMO sulphur legislation, Shipdock is expecting 

an increased demand for this type of conversion. 

This is the first scrubber capable of handling 

several exhaust gas inlets simultaneously 

(two main engines and two auxiliary engines 

producing a combined engine power of 28,000 

kW). It will be installed on Spliethoff’s 28,289 

grt ro/ro vessel Plyca during her scheduled 

drydock visit during October of this year. 

Frank Louwers, director of Spliethoff, explains 

that the installation of this scrubber – the largest 

ever installed on a commercial vessel – will 

ensure Spliethoff being well-prepared for the 

impending IMO Marpol Annex VI sulphur 

legislation in 2015 (requiring a 0,1% limit in 

European and American ECA waters). 

Shipdock has been in close competition with 

other yards for this contract. Mr Louwers added 

– “Shipdock offered competitive timescales and 

rates, beside which we also have an enduring 

business relationship with Shipdock whereby 

they handle the drydocking and maintenance of 

about 10 of our vessels each year.” 

Shipdock’s tasks under this contract are: 


• Fabrication and installation of a new sea 

chest section 

• Fabrication and installation of a new funnel 

and scrubber housing 

• Installation of the necessary piping, pumps 

and control system 

• Installation of tanks and heat exchanger 

• Installation of the Alfa Laval Aalborg PurSox 

Scrubber 

• Rerouting of exhaust gas lines and installation 

of by-passes. 

Shipdock’s expectations are high. Due to the 



The Scarabeo 6 in Keppel Verolme 

“Our facilities are ideally equipped 

for this work” 

forthcoming new IMO sulphur legislations, the next few years will see a 

significant increase in demand for the capacity for this kind of conversion 

and installation work at ship repair yards around the world. 

Shipdock has, over many years, accumulated a vast store of knowledge 

and experience in the field of ship repair and major ship conversions, as 

is clarified by General Manager Flip van der Waal: “Our facilities are 

ideally equipped for this work. For this project the support of our sister 

company, Niron Staal, is an essential element for success. And although 

we will certainly encounter some serious challenges on this project, we 

will do our utmost to maintain our reputation as an extremely reliable and 

experienced ship repair and conversion yard.” 

Major refurbishment contract in ASR 

Wallem (UK) Management has had the 109,354 dwt tanker Beech 3 in 

Belgium’s Antwerp Ship Repairers (ASR) since March this year (2012) for 

a major refurbishment of all the vessel’s equipment, engine room, cargo 

tanks and ballast tanks as part of a re-activation programme. The vessel 

returned to service during September. 

Other ships recently in the yard include Dole RSM’s 10,584 grt 

reefer vessel Dole Europa, which is the fourth vessel from this owner 

repaired by ASR, all ships also undergoing engine modifications for 

burning of low sulphur fuels, Asian Shipping Corp’s – 7,433 dwt bulk 


carrier Asian Dream, in for a main engine (Daihatsu) renewal, and NYK 

Shipmanagement’s 16,950 dwt reefer vessel Ditlev Reefer, in for a 

Cedervall stern tube seal survey and intermediate docking. 

Other ships repaired include Baco Liner’s 22,345 grt specialist 

barge carrier Baco Liner 1, undergoing an intermediate drydocking 

during September, and Chartworld’s 13,930 dwt reefer vessel Chiquita 

Deutschland, due for intermediate docking, also in September. 

During the past few months ASR has carried out four major projects. 

Wah Kwong’s 93,000 dwt bulk carrier Nadine Venture was in ASR for 25 

tonnes of steel renewal following grounding damage, North Sea Tankers’ 

4,318 dwt chemical tanker NST Natasja, in the yard for drydocking and 

complete blast of all coating in the cargo tanks and restore with new 

Marine Line coating, Herning Shipping’s 7,964 dwt chemical tanker Alice 

Theresa, also in for Marine Line tank coating repairs and Tankships USA’s 

46,720 dwt chemical tanker Politisa Lady, in for dry-docking and steel 

repairs in side shell following a collision – approximately 20 tonnes. 

Meanwhile, ASR has obtained approval from Port of Antwerp Authority 

to undertake drydockings and repairs to non-gas free vessels including hot 

work outside the cargo zone(s), each vessel requiring individual approval, 

which is normally not withheld. This new opportunity has, during the last 

few months resulted in some 10 contracts, including three in drydock for 

bow thrusters/shaft seals etc. 

Wetering Rotterdam completes major 

engine works 

Holland’s Wetering Rotterdam has, after five months of extensive works, 

redelivered on the exact date agreed date the vessel to her owners 

after successful sea trials. The work which was carried out included the

exchange of the aft section of a 2/2 crankshaft of 110 tons from a twostroke, 

eight-cylinders, water-cooled, super-charged, low speed Sulzer 

diesel engine type 8 RTA 84. 

This job was one of the most challenging projects Wetering Rotterdam 

have carried out, the complexity, size of engine and components were 

massive. The main frame with a weight of 400 t had to be lifted by means 

of hydraulic jacks, up to a height of 4 m, and then the aft part of the 

crankshaft was lifted and removed outside the engine room into the aft 

hold by means of skidding, and the new replacement crankshaft was then 

transported back the same way. To see this complex operation – see the 

video presentation on http://www.youtube.com/weteringrotterdam. 

Meanwhile, Wetering Rotterdam has announced that it has signed a 

contract with Japan’s Kawasaki Heavy Industries (KHI) to be its service 

partner. KHI is a major in the marine industry which fits perfectly in the 

company’s portfolio. KHI, together with our other principals like Daihatsu 

Diesel, Hanshin Diesel, Tanabe Compressor, Naniwa Pumps, STX, HHI, 

SeoHae Marine Systems, Mirea Winches, Techcross BWT Systems and 

NOV FGS Fiber Glass Systems, will strengthen our position for the marine 

industry in North-west Europe. 

Major projects continue to keep 

Keppel Verolme busy 

One of the major projects in the Keppel Verolme shipyard is the extensive 

upgrade, repair, and maintenance of the semisubmersible drilling rig, 


Scarabeo 6, for repeat customer Saipem. The vessel arrived in spring 

2012 and is expected to remain for a period of approximately half a year. 

Work on the rig centres on upgrading its drilling capabilities to a water 

depth of 1200 metres. This includes prefabricating and installing sponsons 

and deck extensions as well as installing traction winches, cable spooling 

winches and double riser tensioners. 

In addition, a new storage area will be constructed for increased 

riser storage capacity and new blisters to accommodate the winches 

and drivers. The maintenance programme includes refurbishments to 

the accommodations which includes a HVAC upgrade and a painting 

programme. 

Some other challenging projects carried out during 2012 are the 

repair and maintenance activities of the amphibious transport vessel Hr. 

Ms. Johan de Witt belonging to The Royal Netherlands Navy and the 

drydocking, inspection and maintenance of Heerema’s Thialf, the largest 

crane vessel in the world. 

In addition, Keppel Verolme received an early delivery and safety bonus 

for redelivering the accommodation jack-up rig COSL Rigmar safely and 

five days ahead of schedule to COSL Drilling Europe AS, a subsidiary 

of China Oilfield Services Limited. The rig was in the yard for a life time 

extension programme. 

Outlook for the last quarter of 2012 and entering 2013 remains 

promising. With the ideal location of the yard, the excellent facilities, 

highly-skilled and dedicated workforce as well as integrating the 

experience and expertise of the Keppel Offshore & Marine Group, Keppel 

Verolme will continue to offer her clients innovative and cost-effective 

solutions so as to stay ahead. 



New offshore facility for Remontowa 

Poland’s Remontowa, Gdansk, has recently purchased the 24,000 dwt 

heavy lift transportation barge Giant 4 from Holland’s Smit International 

for a price reported to be above €2m, and will convert it to act as a rig 

repair platform within the yard. The breadth of the ship will be increased 

from 36 m to 44 m by the installation of additional sponsons and will be 

renamed Remlift 25000. The added breadth will make the barge larger 

than the graving dock at Gdynia and able to accommodate both jack-up 

and semi-submersible rigs. The barge should be fully operational by the 

end of October this year (2012). The yard has already repaired some 10 

offshore rigs since the accommodation rig Safe Caledonia entered the 

yard some years ago, but this new facility will enable the yard to drydock 

the units. 

Meanwhile, Remontowa recently repaired two tankers from Teekay 

Marine – the 149,000 dwt Navion Saga in Gdynia, and the 17,071 

dwt Ellen Knutsen in Gdansk. The yard has also signed a two-ship deal 

with Holland’s Seatrade, the first of these, the 10,464 dwt reefer vessel 

Caribbean Mermaid currently in the shipyard. The yard has also been 

successful in the vehicle carrier repair market with a total of six ships from 

Sweden’s Wallenius-Wilhelmsen – the 30,383 dwt Faust repaired during 

April, the 30,386 dwt Fedora, the 22,815 dwt Turandot, the 12,577 dwt 

Arabian Breeze and the 28,536 dwt Trsitan all during August and the 

30,137 dwt Fidelio and the 22,590 dwt Don Carlos in September. 

Other vessels recently repaired include Polska ZM’s 41,180 dwt bulk 

carrier Diana, Gram’s 20,216 dwt vehicle carrier Viking Odessa, and two 

reefer vessels from Chartworld – the 12,890 dwt Chiquita Bremen and the 

12,850 dwt Chiquita Rostock. 

The semi-submersible barge Giant 4, which will be converted 

for use as an offshore rig docking facility at Remontowa 


Market acceptance for Fayard 

When Moller closed its large newbuilding facility at Lindoe, at first it was 

thought that the site would go the way of many closed shipyards in Europe. 

However, Fredericia Vaerft, located at the nearby Danish port of Fredericia, 

took over the yard as a shiprepair base. This decision moved the 

management of Fredericia Vaerft into some very new markets, both marine 

and offshore, especially concerning the size of vessels to be repaired. At 

Fredericia Vaerft the yard concentrated on smaller vessels, especially ferries 

and ro/ro vessels. However, at Fayard, at the new facility is named, larger 

ferries, cruise vessels, shuttle tankers and offshore structures. 

This moved has been spectacularly successful with all the above using 

the yard, many for more than one drydocking. Therefore Fayard has 

become one of the largest repair facilities operating in the Baltic Sea area. 

The facility has a total of four drydocks – 303 m x 45 m, 280 m x 

44 m, 315/415 m x 90 m and 145 m x 30 m. There is also a 700 m 

long repair berth. 

During September, Fayard was busy with a number of general repair 

contracts along with one conversion project. Ships undergoing general 

repairs were Canship Ugland’s (Penney Ugland) 126,646 dwt shuttle 

tanker Mattea, Maersk Tankers’ 34,810 dwt tanker Maersk Rosyth, Stena’s 

65,112 dwt P-Max tanker Stena President, and Sirius Shipping’s 6,925 

dwt chemical tanker Nautilus. 

The conversion project involves the ferry Christian, which is being converted 

to an offshore seabed mapping vessel for India’s Seabit Technologies. 

Earlier this summer Teekay Navion’s 126,183 dwt north sea shuttle tanker 

Navion Hispania, Svitzer’s 626 dwt tug Svitzer Geo, 11,289 dwt chemical tanker 

Tamtank’s Tarnbris, Eidesvik’s 4,505 dwt offshore supply vessel Viking Dynamic, 

and Neste Oil’s 25,285 dwt tanker Futura were all repaired by Fayard. SORJ

A busy scene at FAYARD 



Resolute Marine’s Alex (left) and Nikos 

New Greek agent 

It is with great pleasure we announce the 

formation of Greece’s Resolute Maritime Services 

Inc as a shipyard agent in the Greek market. 

The management of the company will comprise 

Dr Alex Scaramangas and Nikos Pappas. Alex 

Scaramangas has many years’ experiences in 

representing various shipyards in the Greek market 

and in particular with Lisnave. Nikos Pappas has 

many years’ experience in the shipyard industry 

and was formerly Sales and Marketing Manager at 

Elefsis Shipyards. The Contact Details are: 

RESOLUTE MARITIME SERVICES INC 

233, Syngrou Avenue, 171 21 N. Smymi, Athens 

Tel: +30 211 1829000/+30 211 1828991 

Fax: +30 211 182 9002 

Email: main@resolute.gr 

Mob: Alex Scaramangas: +30 6942 903536 

Mob: Nikos Pappas: +30 6937 146860 

Resolute Maritime Services has taken over the 

representation in the Greek market of Portugal’s 

Lisnave. Resolute also represents CAPPS 

International, which develops and applies 

specialised polymeric coatings for the protection 

of cargo holds, exposed decks, top sides etc. 


Agents/People 

New principals for MMI 

UK’s Marine Marketing International has 

signed agreements with two new principals to 

offer the customers in the UK a greater choice 

of docking services. EPG Shipyard of Gdynia 

is the new name for the shipyard repair and 

conversion services of Energomontaz Polnoc 

Gdynia. When the newbuilding yards closed 

in Gdynia, EPG bought the 240 m x 40 m 

graving dock and 350 m of quay space. A 

500 ton gantry crane which spans the dock 

gives them amazing capability in moving heavy 

lifts on and off the vessels. A new workshop 

is due to be finished at the end of 2012 

and will provide one of the largest vertical 

carousel lathes in Europe and boast plate 

rolling facilities capable of shaping plate up to 

150 mm thickness. 

The second new agency involves The Oman 

Drydock Company, which is located in Al Duqm 

half way between Muscat and Salalah in the 

Arabian Sea. The yard is operated by Daewoo 

Shipbuilding & Marine Engineering (DSME) 

who boast a great deal of experience in ship 

construction, especially with LNG. 

New principal for 

Globetech 

UK-based shipyard agents Globetech Services 

has been appointed exclusive agents for the UK 

for Spain’s two shipyards – Astilleros Cernaval, 

Algeciras, and Mario Lopez Shipyards, Malaga, 

both of which are owned by the same group. 

The yard in Algeciras operates a graving dock 

(400 m x 50m) and a floating dock of 10,000 

tonnes lifting capacity and the Malaga yard 

operates a floating dock with a 7,500 tonnes 

lifting capacity. 

New recruit for EMCS 

EMCS International Limited the market leader 

in marine labour supply and consultancy is 

pleased to announce the appointment of Roger 

Luckman as Technical Co-ordinator. Roger has 

been involved in the Marine Industry for over 

20 years, working in the purchasing/technical 

departments of such companies as Wallem 

(IOM ltd), V-Ships (IOM), Doehle (IOM),

Bernhard Schulte (IOM) and T.M.A. Monaco 

before joining EMCS. 

Steve George, Managing Director EMCS 

commented “We are delighted to take Roger on 

board having been a friend of the company and 

worked with us at EMCS and with me at various 

ship management companies over the years. 

Roger’s experience in the industry, knowledge and 

contacts add depth to the overall core business 

of EMCS and he will contribute considerably 

to our planned expansion of the business. In 

particular we are now able to offer to clients a 

comprehensive turnkey service package for all 

manner of vessel repairs and upgrading projects. 

These are very exciting times for EMCS.” 

New career for 

Ken McLean 

Ken McLean former MD of Poseidon Maritime, 

Aberdeen and CEO of the Bahamas Maritime 

Authority is now practicing as a Maritime Mediator 

and Arbitrator, under the industry leading dispute 

resolution body – London Marine Arbitrators 

Association terms and conditions. Ken has vast 

experience of the shipping industry as Chief 

Engineer together with extensive experience in the 

offshore sector, project management of FPSO 

conversions, new buildings and ship management. 

Expansion at Harris Pye 

The rapid, planned expansion of the Harris 

Pye Group has seen David Hayden appointed 

Managing Director of Harris Pye UK, and Stephen 

Blake become Harris Pye UK’s Technical Manager. 

Previously Dave Hayden was Technical Manager 

and Steve Blake Technical Co-ordinator. 

As Harris Pye Group Managing Director, Mark 

Prendergast explains: “As our recent shortlisting for 

The Private Business Exporter of the Year Award 

indicates, the level of work the Group now has 

outside the UK, particularly in the oil and gas 

market, means that both Chris David, the Group 

Technical Director and I are spending ever more 

time out of the country, and so Dave Hayden and 

Steve Blake are now looking after the day-to-day 

running of our UK interests. 

Both are highly experienced and we are 

comforted to know our UK interests are receiving 

the level of involvement they so richly deserve. 

“Dave Hayden has long been a director of Harris 

Pye Outfitting, and has been running the technical 

aspects of all the UK companies for some two 

years, so appointing him UK Managing Director 

is a very natural step; and Steve Blake has been 

with us so they make a good partnership looking 

after UK operations from our head office in Barry, 

South Wales. “We are delighted by the growth 

in our offshore business, which has been key to 

seeing our turnover as a whole treble since 2007, 

and by almost 50% in the last financial year 

(2010 to 2011).” 

Another appointment involves Jan Houtved 

Hansen who has been appointed General 

Manager Marine Boilers of the Harris Pye Group. 

Based at Harris Pye Scandinavia in Denmark, 

he has overall responsibility for marine auxiliary 

boiler business throughout Europe. “We are 

delighted to welcome Jan to the Harris Pye global 

team,” says the group’s Technical Director, Chris 

David. “His is very much a round peg in a round 

hole as his entire working life has seen him 

involved with boilers. “He began his career in 

1986 as a boiler maker with Aalborg Industries, 

then six years later moved to International 

Combustion Engineering (ICE) before returning 

to Aalborg in 1997. In 2004 he was appointed 

Boilermaker/Senior Supervisor for boiler repairs 

at Scandinavian Boiler Service and joins us from 

Wärtsilä Boiler Services where he was Solutions 

Manager. Not only will he be the principal point 

of boiler repair liaison for our customers, but 

will be visiting vessels to oversee boiler repairs 

whenever possible.” 

Meanwhile, Executives from the Harris Pye 

Group gathered at the Royal Opera House 

in London on September 6th, for The Private 

Business Awards 2012 where they have been 

shortlisted, with three other companies, in the 

Exporter of the Year category, sponsored by 

HSBC Bank plc. 

New apprentices for 

SeaKing 

SeaKing Electrical is investing in young 

North West talent after appointing five new 

apprentices to join its intensive new starter 

programme. The Birkenhead based firm is 

The new recruits at SeaKing Electrical 

Agents/People 

part of the SeaKing Group. It is a marine and 

industrial electrical engineering specialist with 

a portfolio of work spanning the globe. The 

firm has expanded its training division after 

existing apprentices completed the programme. 

A total of 20 apprentices have advanced into 

full time employment with the firm. The new 

recruits enrolled with the firm in September 

and will be looking to secure NVQ Level Three 

qualifications alongside a core BTEC national 

diploma in electrical engineering. They are 

Macauley Churchill and Liam Charles of 

Prenton, both 17, Louis Holbrook of Saughall 

Massie, 21, Andrew Sharkey of Rainford, 18, 

and James Whitby of Upton, 22. 

SeaKing Electrical has successfully 

advanced its twentieth apprentice into full 

time employment. The firm, which employs 

150 electrical engineers, has retained all 20 

apprentices who are now qualified with NVQ 

Levels two and three as well as a BTEC national 

diploma in electrical engineering. They were 

recruited over a five year period and the two 

final apprentices, Eddie Gregson and Ryan 

Kennedy completed their programme this week. 

Expansion at Orca Marine 

Lithuania’s Orca Marine is very successfully 

working and expanding its Shipyards’ agency 

since the company was established in 2007. 

The general situation in the shipping market in 

the Baltic area is very similar to that experienced 

on a world-wide basis. Owners are not 

competitive with their old fleets, hence are 

pushed to either renew the old fleet units or 

move existing ships to trade in other markets 

such as West Africa, Mediterranean etc. 

However, many Baltic-based shipping 

companies remain stable and therefore 

operating repair budgets, which many describe 

as ‘squeezed and compressed. Therefore 

owners are looking for very cost-effective repair 

solutions. A spokesman for Orca Marine said – 


Agents/People 

“We, as agents and service providers, are 

ready to offer such. Examples of this include a 

number of full main engine overhauls, during 

which the ships were not withdrawn from their 

usual trade (all preparation during the voyage 

and overhauling of one or two units at every 

loading/discharging port). Owners have 

evaluated this idea as part of the total repair 

cost, which was relatively small and without 

any off-hire time. “We have more solutions for 

owners, which certainly save on their budgets. 

“Orca Marine – has established successful 

relationships with many Mediterranean 

Shipyards (mostly Turkish) where most of ships 

operated from Baltics are currently trading. Here 

we can offer a very good ratio of quality/price/ 

performance/conditions.” 

Every year some 20-30 ships owned by 

Baltic-based owners are repaired in Turkey. 

References include ships owned by Latvian 

Shipping Company, Tschudi Ship Management, 

Transnautic Shipping, Klip Marine 

Shipmanagement, Alpha Shipping, Aquarius 

Shipmanagement, Baltmar Shipmanagement, 

Atrica Marine etc. 

Orca Marine – is 

not only Shipyards’ 

agent but professional 

supplier of a very 

wide range of marine 

services 

Orca Marine – is not only Shipyards’ agent 

but professional supplier of a very wide range of 

marine services. 

“Orca Marine continuously acquires the trust 

from of the Customers in this area, which is 

reflected by the continuously increasing number 

of inquiries from regular as well as new clients. 

As our company is relatively young, we are 

steady growing and increasing our professional 

team, which will certainly enable us to present a 

wider range of services related to technical and 

commercial part of shipping/management to 

our customers.” SORJ 


It is with deep personal sadness that I 

announce the passing away of Nelson Yeo, 

Managing Director (Marine), Keppel Offshore 

& Marine and Managing Director, Keppel 

Shipyard, a wholly-owned subsidiary of Keppel 

O&M. After suffering a brain hemorrhage while 

on business in London, Nelson passed away 

peacefully, with his family by his bedside. He is 

survived by his wife Siew Hua and two sons. 

Since I first entered the marine press in 1975, 

I have had the honour of meeting many industry 

people, a great deal of these I now refer to 

as friends – Nelson being high on this list. 

Nelson gave me a great deal of support over 

many years and it was always refreshing and 

entertaining when we met in his office or on the 

Keppel stand at any of the large international 

exhibitions – I will miss those meetings. 

Tong Chong Heong, CEO, Keppel O&M 

said, “All of us at Keppel O&M are greatly 

saddened by the sudden passing of Nelson. 

This year marks the 30th year since he joined 

Keppel. From a shiprepair management 

trainee at Keppel Shipyard, he has worked his 

way up to his current position as Managing 

Director. Truly exemplifying the Keppel ‘Can 

Do!’ spirit, Nelson has always relished the 

Nelson Yeo 

Obituary – Nelson Yeo 

challenges of complex work assignments and 

overseas postings. 

“With his strong leadership skills, 

commitment and dedication, Nelson has 

contributed significantly to establishing Keppel 

Shipyard as a leader today in the conversion 

and upgrading of a variety of floating 

production vessels and a trusted name in 

ship repair. His untimely demise is indeed a 

great loss for all of us at Keppel.” Nelson, 

55, was the Managing Director (Marine) of 

Keppel O&M and the Managing Director of 

Keppel Shipyard. He was also Chairman of 

Keppel Philippines Marine Inc., Keppel Subic 

Shipyard Inc., Keppel Batangas Shipyard Inc., 

Keppel Smit Towage Pte Ltd, Maju Maritime 

Pte Ltd, Keppel Singmarine Pte Ltd and DPS 

Bristol (Holdings) Limited. He also served as a 

member of the Workplace Safety and Health 

(WSH) Council’s Marine Industries Committee, 

Ministry of Manpower; AIDS Business Alliance, 

Ministry of Health; and is also a member 

of the American Bureau of Shipping; South 

East Asia Advisory/Technical Committee in 

Lloyd’s Register and the Singapore Technical 

Committee in Nippon Kaiji Kyokai. 

Nelson began his career with Keppel 

Shipyard in 1982 as a Management Trainee. 

He was subsequently appointed as Shiprepair 

Manager in 1983, Business Development 

Manager of Keppel (UK) Ltd in 1988, General 

Manager of Wing Yong Engineering & Services 

in 1989, Yard Manager of Pioneer Yard in 

1993 and President/General Manager of 

Subic Shipyard and Engineering Inc. in the 

Philippines in 1994. Upon returning from the 

Philippines, Nelson was appointed as Executive 

Director of Keppel Shipyard in March 1996, an 

appointment he has held till July 2009 when 

he assumed his current positions. 

In his career with Keppel, Nelson has 

received various commendations for his good 

work beyond the company. In 1996, he was 

conferred the title of The Adopted Son of the 

Municipality of Castillejos and separately, of the 

Municipality of Subic, Province of Zambales, 

the Philippines, for his invaluable and relentless 

support as partner in the socio-economic 

development of the Municipalities. In 2002, he 

also received a Certificate of Commendation 

from the Ministry of Manpower, Occupational 

Safety & Health, for his meritorious service and 

significant contribution to the promotion of 

Occupational Safety and Health in Singapore. 

In 2003, the National Trades Union Congress 

conferred the Medal of Commendation Award 

to him on May Day.

Two planning meetings during the morning and late afternoon with Ship 

Agents, P&I Club, Police and Shipowner’s representatives had ironed out 

any problems which might arise, and by 1900hrs the Mission to Seafarers’ 

Emergency Team was setting their plans into motion. 

The Two-Storey Main Office of A&P Falmouth, the dockyard authority, 

which runs the Falmouth shiprepair yard, had been turned into an 

Emergency Control Centre & Reception Area for the 18 survivors and two 

passengers who had been on-board the MSC Flaminia when it suffered a 

sudden and devastating explosion on-board. 

The A&P office cleaners had been sent home early so that The Mission 

to Seafarers team could have free range to transform the administrative 

centre of the dockyard into a welcoming but functional Emergency 

Building. The Training Room became a Restaurant; the Boardroom a 

Doctor’s Examination Room; Reception was where the Immigration 

Officer would stamp the Passports, and the Directors’ Offices and HR & 

Wages Departments were turned into Police Interview Rooms. The Mission 

to Seafarers’ Flying Angel Centre was going to be the final and most 

welcoming area that the seafarers would see at the end of the lengthy but 

necessary formalities. 

The tanker, DS Crown, had picked up the survivors and it was to this 

vessel that Boy Brendan set sail with Fr Jon Bielawski, the local Roman 

Catholic Priest, on-board on the sombre journey to bless the ship, conduct 

a blessing for the dead and finally bring the body of the Polish Chief 

Officer to dry land; he had been fatally injured and three other crew 

members suffered serious burns, and one Filipino AB was listed as missing 

following the incident. 

The Boy Brendan then returned to DS Crown to begin bringing the crew 

ashore at 1045hrs, a process which would be repeated three times. In the 

A&P Training Room the large table was laid out with a generous buffet, 

pots of coffee, bottles of water and fruit. The survivors were welcomed 

ashore by a representative of the shipowner, and given an explanation 

Dock Gate 

Charity begins at home 

The wind had freshened in the afternoon of Wednesday 18 July, but by 2200hrs the pink strands in the summer Cornish sky 

heralded a break in the weather, and calm seas for the survivors of the MSC Flaminia to make their way to the safety of the 

Port of Falmouth and into the care of the Mission to Seafarers’ volunteers waiting for them. 

The team of Falmouth celebrating a successful mission 

of what would happen during the evening. They were then able to settle 

down to eat with Mission volunteers. 

The Falmouth Mission Emergency Team of six volunteers brings with 

it a combined 160 years’ experience of the sea, shipping and seafarers’ 

welfare. The evening was non-stop with all volunteers welcoming crew, 

serving them food and drinks, showing crew to changing rooms, escorting 

them to the doctor and ensuring the smooth flow through all the various 

processes. After having all they could eat, the survivors were shown to a 

row of large, black holdalls all personally labelled which contained new 

clothes, shoes and toiletries. Sourcing a pair of size 15 shoes had been a 

challenge. All the crew were keen to remove and leave behind their old 

clothes – their last material reminder of the horror that they had witnessed. 

A long row of chairs lined up outside of the A&P Boardroom became 

the waiting area for the Doctor. A local GP, Dr Rob Jones had offered 

his services, and jovially waved in each seafarer one at a time for 

examination. The next stage was a visit to the Immigration Officer. Trevor 

Brooks arrived at the yard at 2230hrs, having driven down from Dover, 

and found his make-shift office ready and waiting in the A&P Main 

Reception. The seamless process of entry into the UK began. The light 

touch and humour of all involved made the evening a lot more bearable 

for the survivors and once the Police interviews were out of the way the 

seafarers were taken to The Flying Angel Centre where they started to 

relax for the first time. The route to the Mission, across the road from the 

A&P Main Office, took them past the sleek bus which was on standby to 

take them later to Heathrow, where they were due to stay the night. 

All four Mission phone boxes were in use with crew ringing families 

in the Philippines, Poland and Germany. The Mission to Seafarers had 

provided each seafarer with two International phone cards, which for 

Filipino crew meant 140 mins of conversation with family. The crew then 

left - the German Captain being the last to leave, 

A job well done by all those involved! 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: 

KLR Shipyard – Klaipeda, Lithuania 

EPG Shipyard – Gdynia, Poland 

Shipdock – Amsterdam & Harlingen, the Netherlands 

• Niron Staal, Amsterdam 

Gibdock – Gibraltar 

Chantier Naval de Marseille – Marseille, France 

Zamakona Yards – Pasaia, Spain & Las Palmas – Canary Isles 

• Repnaval, Las Palmas – Canary Isles 

• Ircesa, Las Palmas – Canary Isles 

Brodotrogir d.d. Shipyard Trogir – Trogir, Croatia 

NARP Ship Repair – Turkey 

• Hidrodinamik Shipyard in Tuzla 

• Kiran Tuzla Shipyard in Tuzla 

• Torlak Shipyard in Tuzla 

• Famagusta Shipyard – Northern Cyprus 

Elgin Brown & Hamer Group Shipyards 

• Cape Town, South Africa 

• East London, South Africa 

• Durban, South Africa 

• Walvis Bay, Namibia 

Jurong Shipyard Pte Ltd – Singapore 

CIC Shipyards – China 

• CIC Shanghai Changxing Shipyard – Changxing Island, 

Shanghai 

• CIC Lixin Shipyard – Pudong Area, Shanghai 

• CIC Boluomiao Shipyard – Guangzhou 

• CIC Jiangsu Shipbuilding Yard 

COSCO SHIPYARD GROUP – China 

• COSCO Dalian Shipyard 

• COSCO Nantong Shipyard 

• COSCO Shanghai Shipyard 

• COSCO Zhoushan Shipyard 

• COSCO Guangdong Shipyard 

• COSCO Lianyungang Shipyard 

Detyens Shipyard – North Charleston, USA 

Grand Bahama Shipyard – Freeport, Bahamas 

MEC SHIPYARDS – Shiprepair facilities and Underwater 

Services, Panama 

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 

G15 Challenge House, Sherwood Drive, Bletchley, Milton Keynes MK3 6DP, United Kingdom Contact: Mike McMahon 

Tel: +44 1908 378822 Fax: +44 1908 378828 Email: mail@shiprepairagents.org Web: www.shiprepairagents.org 

DGS Industrial & Naval Ltda – Recife – Rio de Janeiro – 

Tubarao, Brazil 

Tenedos Shipping & Trade Company Ltd – Port Agency services 

in all Turkish ports, Straits 

Belgium/Luxembourg 

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) 

Elgin Brown & Hamer Group 

• 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) 

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, Ben de Boer 

Companies represented: 

ASRY (Bahrain) 

Astilleros Astican (Canary Islands) 

Astilleros Santander (Spain) 

Bredo Bremerhavener Dock GmbH (Germany) 

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) 

Forgacs (Australia) 

Harland & Wolff – Belfast (UK) 

Ilyichevsk (Ukraine) 

Kockums ( Sweden) 

Macor Maintenance and Naval Repair (France) 

Marland Boat Service Ltd (Hong Kong) 

MMHE (Malaysia) 

San Giorgio del Porto Spa (Italy) 

Shin Kasado Dockyard (Japan) 

Southern African Shipyards (South Africa) 

Talleres Navales del Golfo (Mexico) 

Tsakos (Uruguay) 

Turkish Shipyard representative 

Vancouver Shipyards (Canada) 

Victoria Shipyards (Canada) 

Chinese Shipyard representative: 

• Chengxi Shipyard Co. Ltd. 

• Daeyang Shipyard Co. Ltd. 

• Guangzhou Dockyards Co. Ltd. 

• Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. 

• Shanhaiguan Shipbuilding Industry Co. Ltd. 

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 


Astilleros Cernaval, Algeciras, Malaga 

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 

Lloyd Werft & Rickmers Lloyd, Bremerhaven 

MMI EUROPE LTD 

France 

12 Rue Cépré, 75015 Paris, France 

Tel: +33 970 448843 

Mobile: +33 661 755 596 

Email: Europe@marinemi.com 

Web: www.marinemi.com 

Contact: Capt. 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) 

Cassar Ship Repair (Malta) 

CIC Shipyards Group – Changxing, Lixin and Boluomiao (China) 

ChengXi Shipyard (China) 

Detyens shipyards (USEC) 

Energomontaz Polnoc Gdynia 

GZ Dockyards, Guangzhou (China) 

Keppel Shipyard Group (Singapore, Philippines and Qatar) 

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) 

Marine Services and Shipping Ltd (UK) 

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) 


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 

DDW-Pertama (Batam, Indonesia) 






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 


Cromwell Y Cia S.A. (Argentina) 

Detyens Shipyard Inc. (Dsi) (USA) 

Ingenal S.R.L. (Uruguay) 

L.A. Maritime Services (USA) 

Marine Hydraulics International (Mhi) (USA) 

Naproservice (Brazil) 

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) 

Cic Shanghai Changxing Shipyard 

Kwang Youn Gi Engineering (Taiwan) 

Dong Sung Engineering (S. Korea) 

Long Kong Marine Engineering (China) 

Cosco Total Automation Co. Ltd. (China) 

Dalian Cosco Rikky Ocean Engineering Co. Ltd. (China) 

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) 

Naval Shipyard Gdynia S.A. (Poland) 

Navikon Engineering Ltd (Poland) 

Navikon Ship Repair Yard Ltd (Poland) 

Novorossiysk Ship Repair Yard (Russia) 

Riga Shipyard(Latvia) 

Gryfia Shipyard (Poland) 

Tyzla Shipyard (Turkey) 

Cicek Shipyard (Turkey) 

Marineshaft Hirtshals A.S. (Denmark) 

OCEANIA 

Babcock Fitzroy Ltd (New Zealand) 

T.S.G. Key Group (Australia) 

Keppel Prince Engineering (Australia) 

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) 

Shan Hai Guan Shipyard (China North) 

Shanghai Shipyard (China East) 

Shekou Yiu Lian Dockyard (China South) 

Signal Ship Repair, LLC (USA Alabama) 

Zhoushan Asia Pacific Dockyard Co. Ltd. (China East) 

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 


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) 

Oman Drydock 

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) 

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) 

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) 

IMC – Yy Zhoushan (Zhoushan, China), 

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) 

Tsakos Indusrias Navales (Montevideo, Uruguay) 

Tuzla Shipyard (Turkey) 

Unithai Shipyard & Engineering (Thailand) 

Western India Shipyard (India) 

STUDIO TECNICO LONOCE 

Via G. D’Annunzio, 2/48, 16121, Genova, Italy 

Contact: Mr. Alfredo Lonoce 

Tel: +39 010 541794 

Mob: +39 3356061912 

Email: longoa@lonoce.it 


Keppel Shipyard 

N-Kom 

Paxocean Engineering Zhoushan 

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: 



• Western Shipyard (Lithuania) 


Ciramar (Dominican Republic) 

Damen Shiprepair Götaverken (Sweden) 


Donsung Engineering & Shiprepair (Korea) 

Dormac (South Africa and Namibia) 

Huarun Dadong Dockyard (China) 

International Ship Repair & Marine Services (USA) 

Malin International Ship Repair & Drydock (USA) 

San Giorgio del Porto (Italy) 


Sembmarine Kakinada (India) 

Shanhaiguan Shipyard (China) 

TANDANOR (Argentina) 

Van Brink Rotterdam – Damen Group (Netherlands) 

Viktor Lenac Shipyard (Croatia) 

Yu Lian Dockyards (Hong Kong) 

Marine Service Companies Represented 

Harris Pye Group (UK) 

SES Marine Services (Singapore) 

Tehnomet (Estonia) 

Turbo-Technick Repair Yard (Germany) 

Netherlands 

kEPPEL BENELUX SERVICES 

PO Box 1001, 3280AA Rozenburg, Netherlands 

Tel: +31 181 234 315 

Fax: +31 181 234 346 

Email: mail@keppelbeneluxservices.nl 

Web: www.keppelom.com 

Keppel Offshore & Marine Companies represented 

Keppel Shipyard, Singapore 

Keppel Batangas Shipyard, Philippines 

Keppel Subic Shipyard, Philippines 

Nakilat-Keppel O&M, Qatar 

Arab Heavy Industries, UAE 

PC MARITIME SERVICES BV 

PO Box 139, 1740 AC Schagen, 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) 



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, Ben de Boer 

Companies represented: 


Astilleros Astican (Canary Islands) 

Astilleros Santander (Spain) 

Bredo Bremerhavener Dock GmbH (Germany) 

Caribbean Drydock (Trinidad) 


C.M.R. Tunisie (Tunisia) 

Colonna’s Shipyard (Norfolk – US) 

Detyens Shipyards (Charleston – US) 

Dongsung (South Korea) 

Edilcom (Estonia) 

Forgacs (Australia) 

Harland & Wolff – Belfast (UK) 

Ilyichevsk (Ukraine) 

Kockums ( Sweden) 

Macor Maintenance and Naval Repair (France) 

Marland Boat Service Ltd (Hong Kong) 

MMHE (Malaysia) 

San Giorgio del Porto Spa (Italy) 

Shin Kasado Dockyard (Japan) 

Southern African Shipyards (South Africa) 

Talleres Navales del Golfo (Mexico) 


Turkish Shipyard representative 


Victoria Shipyards (Canada) 

Chinese Shipyard representative: 

• Chengxi Shipyard Co. Ltd. 

• Daeyang Shipyard Co. Ltd. 

• Guangzhou Dockyards Co. Ltd. 

• Qingdao Beihai Shipbuilding Heavy Industry Co. Ltd. 

• Shanhaiguan Shipbuilding Industry Co. Ltd. 

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) 


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 



Mobile: +370 657 91011 




























Shanghai 



















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 



Mobile: +370 657 91011 




























Shanghai 





















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). 


Ship and Offshore 

Repair Journal 

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) 

Marine Service Companies represented 

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) 

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: David Eagle 

Mobile: +44 (0) 7802 231938 


AMI Exchangers (Hartlepool) 

Beihai Shipyard (Qingdao) 

Beihai Lifeboats (Qingdao)


Chengxi Shipyard (Shanghai) 

CIC Shipyards (China) 

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) 

Enavi Shipyard (Brazil) 

Henar Polish Riding Squads Ltd 

Houston Shiprepair (Houston) 

Irving Shiprepair, Halifax (Nova Scotia) 

Jiangsu Anchor Chains (China) 

Lisnave Shipyard (Portugal) 

Navtech – Cartagena, (Columbia) 

Offshore Inland Marine & Oilfield Services (Alabama) 

Seatec Repair Services – (Worldwide) 

Tole Shiprepair Co. – (Montenegro) 

Van Brink Yard (Rotterdam) 

Vancouver Shipyard – (Vancouver) 

Victoria Shipyard – (Victoria) 

Yiu Lian Dockyard (Hong Kong) 

Yiu Lian Shipyard (Shekou) 

Young & Cunningham Valves (North Shields) 

Zhoushan Asia Pacific Dockyard 

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) 

Marine Service Companies represented 

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 

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 BV (Antwerp) 

Engine Partners Holland BV 

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 


Chantier Naval de Marseille – Marseille 

Costruzioni Arsenale di Venezia S.c.a.r.l. – Venice 

Keppel Verolme B.V. – Rotterdam 

Metalock Engineering GmbH. – Hamburg 

Northrop Grumman NN Drydock Co. – Newport News 

San Giorgio del Porto S.p.A. – Genoa 

Varna Maritime Ltd. – Varna 

LLOYD WERFT 

PO Box 2102, Seaford, East Sussex BN25 2YQ, UK 

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) 

MARINE MARkETING 

INTERNATIONAL LTD 

Unit G15 Challenge House, Sherwood Drive Bletchley, 

Milton Keynes MK3 6DP, United Kingdom 

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 

CMR Tunisia Shiprepairs (Tunisia) 

Dalian Daeyang Shipyard (China) 

Detyens Shipyard Inc (US) 

Elgin Brown & Hamer (South Africa) 

Elgin Brown & Hamer Namibia (Walvis Bay) 

Energomontaz Polnoc Gdynia (Poland) 

GZ Dockyards, Guangzhou (China) 

Malaysia Marine & Heavy Engineering (Malaysia) 

Metalships & Docks SA (Spain) 

MTG Dolphin, Varna Bulgaria 

Shanghai Shipyard Shiprepair Division (China) 

Shanhaiguan Shipyard, Qinhuangdao 

Shipdock BV (Amsterdam and Harlingen) 

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) 

Zhoushan Haitong Tank Cleaning (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 

Email: marie@shiprepairers.co.uk 

Web: www.shiprepairers.co.uk 

Contact: Roderick Wordie, Marie McClure 


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) 

Babcock (NZ) Ltd (New Zealand) 

Basrec (Bahrain) 

Conoship International (Holland) 


Dormac Cape Town (South Africa) 

Dormac Durban (South Africa) 

Dormac Walvis Bay (Namibia) 

Elefsis (Greece) 

Forgacs (Newcastle, Australia) 

Forgacs Cairncross (Brisbane, Australia) 


Hong Kong United Dockyard (HK) 

Huarun Dadong (Shanghai) 

Neorion (Greece) 





SIMPLEX-TURBULO CO. LTD 

Wherwell Priory, Wherwell, Andover 

Hampshire SP11 7JH, United Kingdom 

Tel: + 44 1264 860186 

Fax: + 44 1264 860180 

Contact: Keith Kirkcaldy, David Goodsell 

Email: kkirkcaldy@simplexturbulo.com 

Mobile: + 44 7917 128474 

Email: dgoodsell@simplexturbulo.com 

Mobile: + 44 7917 425403 



Cicek (Turkey) 

Jurong (Singapore) 

Reimerswaal (Holland) 


Blohm + Voss Industries (Germany) 

Bosch (Germany) 

Daros (Sweden) 

DUAP (Switzerland) 

Gali (Spain) 

Harzer Werke (Germany) 

Maritime Propulsion Services B.V. (Netherlands) 

Maritime Propulsion Repair B.V. (Netherlands) 

MWH (Germany) 

TurboNed (Netherlands) 

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 

Damen Shiprepair Brest, France 

Damen Shiprepair Götaverken, Gothenburg, Sweden 

Grand Bahama Shipyard, Freeport, Bahamas 

Jurong SML Shipyard, Singapore 

Riga Shipyard & Leipaja Shipyard, Latvia 

Scheldepoort Shipyard, Vlissengen,Netherlands 

Sembawang Shipyard, Singapore 

SES Marine Services, Singapore 



Containership repairs in Lloyd Werft 

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) 

Bourne Group (USA) 

China Merchants Heavy Industry (CMHI) (Mazhou Island) 

Collins Machine South (USA) 

Detyens Shipyards, Inc. (USA) 

Edilcom 


• Cape Town (South Africa) 


• East London (South Africa) 

• Walvis Bay, Namibia (South Africa) 

Enavi (Brazil) 


Guangzhou Wenchong Shipyard Guangzhou (China) 

NedCon (Romania) 

Sefine Shipyard Co. Inc. Yalova (Turkey) 

Shipdock (The Netherlands) 

Tallinn Shipyard (Estonia) 

Tecnico (USA) 

Turku Repair Yard Ltd (Finland) 

Vigor Industrial (US Fab) (USA) 

Western Shiprepair (Lithuania) 

Yardgem – Istanbul (Turkey) 

Yiulian (Shekou) (Mazhou Island) 

Yiulian Dockyards (Hong Kong) 


Repair Journal 

VOGLER MARINE AGENCIES LLC 

20 Bartles Corner Road, 

Flemington New Jersey 08822 USA 

Tel: +1-908-237-9500 

Fax: + 1-908-237-9503 

Email: shiprepair@vogler.net 

Contact: Donald W Vogler 

Shipyards Exclusively Represented 

ASRY Arab Shipbuilding and Repair Yard (Bahrain) 


DORMAC Pty. Ltd. (Durban, Cape Town, Richards Bay, 

Saldanha Bay, Walvis Bay South Africa) 

Jurong Shipyard Pte. Ltd. (Singapore) 

Lloyd Werft Bremerhaven GmbH (Germany) 

SOCIBER (Chile) 

Shiprepair Companies Exclusively Represented 

Metalock do Brasil Ltda. (Brazil) 

SIMPLEX AMERICAS LLC 

20 Bartles Corner Road, Flemington, 

New Jersey 08822, USA 

Tel: +1-908-237-9099 

Fax: +1-908-237-9503 

Mobile: 24/7/365 +1-908-581-0900 

Email: info@simplexamericas.com 

Web: www.simplexamericas.com 

Contact: Donald W Vogler – President 

Factory Service, Spares & Sales 

Simplex Compact Stern Tube Seals Service performed in drydock, 

afloat, as well as underwater 

Turbulo Oily Water Separators 

Nakashima Propeller Co. Ltd. CPP, Thrusters and CPP Thrusters 

VOITH Safeset Torque Limiting Safety Couplings 

RiverTrace Engineering Ltd. Oil Content Monitors, 

Bilge Alarm Monitors 

Niigata Power Systems Co. Ltd. 

Z-Pellers and Marine Diesel Engines 

Service,Spares & Sales 

Controllable and Fixed Pitch Pitch Propellers, Thrusters, 

Couplings, Gearbox, Z Drives 

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) 


Repair Journal

Etesco Millennium - Ship Repair Journal

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